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"title": "What are the Mysterious Brick Circles in San Francisco Intersections?",
"headTitle": "What are the Mysterious Brick Circles in San Francisco Intersections? | KQED",
"content": "\u003cp>Spend some time walking around San Francisco, and you’ll probably notice the large brick circles decorating the pavement at some intersections. They can be found all over the city.\u003c/p>\n\u003cp>Over the years, Bay Curious has received dozens of questions about these mysterious circles. The latest one came from listener Matthew Cross.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>Turns out, those circles date back to the mid-1800s, and they mark huge underground tanks, or cisterns, that hold water to fight fires.\u003c/p>\n\u003cp>There are more than 170 cisterns scattered throughout San Francisco. And some hold as much water as two backyard swimming pools, says Katie Miller, the city’s water division manager.\u003c/p>\n\u003cfigure id=\"attachment_11622816\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622816\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/14974407252_0472093c4e_o-800x600.jpg\" alt=\"A brick circle marks an underground cistern in Potrero Hill.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A brick circle marks an underground cistern in Potrero Hill. \u003ccite>(\u003ca href=\"https://www.flickr.com/photos/markhogan/14974407252/in/photolist-gMTKYV-GCuDYq-oPeKzo-EMRQXn\" target=\"_blank\">Mark Hogan/Flickr\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city just finished building 30 new cisterns, many of them in places where there weren’t any, or where they could be key in stopping fires from spreading. Each costs about $1 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“So if you think about it, that’s about the cost of a really nice new home,” says Miller. “It’s about the size of a new home, too. It can be a nice bunker for somebody.”\u003c/p>\n\u003cfigure id=\"attachment_11622291\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622291\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-2-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">A construction worker at the site of a cistern being built in the Richmond District of San Francisco. The city will be finished putting in 30 new cisterns this month. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But why does the city need these underground tanks to fight fires? For that question, Scott Kildall is the one to ask.\u003c/p>\n\u003cp>He’s \u003ca href=\"http://kildall.com/\">an artist\u003c/a> who has lived in San Francisco for years, and \u003ca href=\"http://www.waterworks.io/cistern_map/index.html\" target=\"_blank\" rel=\"noopener\">he designed a map\u003c/a> with the locations of each cistern. This mapping process turned him into a sort of cistern history buff.\u003c/p>\n\u003cp>“I’m not a historian,” he says, “but I’ve become a historian about cisterns.”\u003c/p>\n\u003cp>Kildall begins the story in 1848, when San Francisco was a bunch of tents, housing a little less than \u003ca href=\"https://cdnc.ucr.edu/cgi-bin/cdnc?a=d&d=CS18480318.2.4&e=-------en--20--1--txt-txIN--------1\" target=\"_blank\" rel=\"noopener\">a thousand people\u003c/a>. Then, in 1849, gold was discovered and thousands rushed into the city. In just one year, the city grew to about \u003ca href=\"http://www.sfgenealogy.com/sf/history/hgpop.htm\" target=\"_blank\" rel=\"noopener\">25 times its size,\u003c/a> to at least \u003ca href=\"https://books.google.com/books?id=tDIuDwAAQBAJ&pg=PA153&lpg=PA153&dq=The+Annals+of+San+Francisco+1849+at+the+close+of+1849,+the+population+of+the+town+numbered,+at+least,+twenty,+and+probably+nearer+twenty-five+thousand+souls&source=bl&ots=PEO6m8vSsg&sig=1yDgFbib7Nfm9irZtDCycuYSSn4&hl=en&sa=X&ved=0ahUKEwjyz-jg_ObWAhWmllQKHRbEALEQ6AEINTAC#v=onepage&q=The%20Annals%20of%20San%20Francisco%201849%20at%20the%20close%20of%201849%2C%20the%20population%20of%20the%20town%20numbered%2C%20at%20least%2C%20twenty%2C%20and%20probably%20nearer%20twenty-five%20thousand%20souls&f=false\" target=\"_blank\" rel=\"noopener\">20,000 residents.\u003c/a>\u003c/p>\n\u003cp>Demand for housing skyrocketed and a building frenzy followed. Most homes were built out of wood, but the wood made for perfect kindling. In the 1850s, the city saw six big fires, which came to be known as the Great Fires.\u003c/p>\n\u003cfigure id=\"attachment_11622282\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622282\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-3-800x570.jpg\" alt=\"\" width=\"800\" height=\"570\">\u003cfigcaption class=\"wp-caption-text\">Scott Kildall points to a large brick circle that marks a cistern at the entrance to San Francisco’s Chinatown. \u003ccite>(Sarah Craig)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The devastation from the fires spurred the city to act.\u003c/p>\n\u003cp>“People are like, ‘Oh no, what are we going to do. We got to do something about this,’ ” Kildall says.\u003c/p>\n\u003cp>But at that time, he says, there was no way to lay out water mains and pipes. So, city leaders built 16 underground cisterns around San Francisco to store water for firefighting. The very first was a 12,000-gallon cistern in Portsmouth Square.\u003c/p>\n\u003cfigure id=\"attachment_11622283\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622283\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Scott Kildall looks at his cistern map on his phone to find the next cistern on our tour. \u003ccite>(Sarah Craig)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They also bought some fire engines pulled by horses, and set up a paid position for a fire chief. There was even an ordinance passed that required each family to have\u003ca href=\"https://archive.org/stream/sanfranciscof18491967sanf/sanfranciscof18491967sanf_djvu.txt\" target=\"_blank\" rel=\"noopener\"> six buckets of water\u003c/a> in their house — just in case.\u003c/p>\n\u003cp>As the city grew, more cisterns were installed. But the city also started to install water pipes and hydrants. By the end of the 1800s, residents had full faith in their new water system, and the cisterns \u003ca href=\"https://archive.org/stream/sanfranciscof18491967sanf/sanfranciscof18491967sanf_djvu.txt\" target=\"_blank\" rel=\"noopener\">stopped being maintained\u003c/a>.\u003c/p>\n\u003cp>But then came the massive \u003ca href=\"https://earthquake.usgs.gov/earthquakes/events/1906calif/18april/\" target=\"_blank\" rel=\"noopener\">1906 earthquake\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11622298\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622298\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/sf-earthquake-63-xl-800x567.jpg\" alt=\"\" width=\"800\" height=\"567\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-800x567.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-1020x723.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-1920x1361.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-1180x836.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-960x680.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-240x170.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-375x266.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-520x369.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The massive 1906 earthquake lasted for about a minute, smashing windows, caving in chimneys, even throwing a train off its tracks. But the real damage was from the fires that ensued. \u003ccite>(Records of the United States Senate, National Archives.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It struck on the morning of April 18, and shook the city for about a minute. Windows were smashed and chimneys caved in. Even a train was thrown off its tracks. The damage was incredible. Three-quarters of the city was gone, 3,000 people died and about \u003ca href=\"https://www.archives.gov/legislative/features/sf\" target=\"_blank\" rel=\"noopener\">200,000 were left homeless\u003c/a>.\u003c/p>\n\u003cp>But most of the damage wasn’t from the earthquake itself — it was from the three days of fires that followed. Since the quake broke a lot of the city’s water pipes, most fire hydrants quickly ran out of water or stopped working entirely.\u003c/p>\n\u003cp>But \u003ca href=\"http://guardiansofthecity.org/sffd/fires/great_fires/1906/cisterns.html\" target=\"_blank\" rel=\"noopener\">a lot of the old cisterns remained intact, \u003c/a>and firefighters used them to save several San Francisco neighborhoods.\u003c/p>\n\u003cfigure id=\"attachment_11622293\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622293\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-1-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Construction workers smooth out cement to make the roof of a new cistern being built in the Richmond District of San Francisco. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Franciscans now realized their value, and they built and repaired \u003ca href=\"http://www.sfmuseum.org/hist1/hpfs.html\" target=\"_blank\" rel=\"noopener\">over a hundred\u003c/a> within \u003ca href=\"https://books.google.com/books?id=5oE4AQAAMAAJ&pg=PA677&lpg=PA677&dq=san+francisco+bond+bill+1906+cisterns&source=bl&ots=nVL6bRwqcu&sig=lJdFIwJqiEn20MtiXkNZVmmLXmk&hl=en&sa=X&ved=0ahUKEwj2_YzSy-7VAhUP92MKHbHTDgEQ6AEIUDAJ#v=onepage&q=san%20francisco%20bond%20bill%201906%20cisterns&f=false\" target=\"_blank\" rel=\"noopener\">the next several years.\u003c/a>\u003c/p>\n\u003cp>“You can see that people didn’t think they’re actually useful until they were useful, and they said, ‘Oh that’s a really good idea,’ ” Kildall points out.\u003c/p>\n\u003cp>Kildall offered to take me on a tour of the cisterns in San Francisco’s Chinatown. We visited about 10 cisterns, but not all of them had the brick rings. Kildall didn’t know why, but Deputy Fire Chief Tony Rivera took a guess.\u003c/p>\n\u003cp>“The roads have been repaved so many times, there probably is an original brick circle somewhere deep under there,” says Rivera.\u003c/p>\n\u003cfigure id=\"attachment_11622292\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622292\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-2-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">A city worker uses a fire hose to fill up a cistern in the Outer Excelsior in San Francisco. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rivera is a fan of the red brick circle, although he says they come in two other designs: a double circle and a square. The designs aren’t as important anymore for helping firefighters find the cisterns. Now, he says, they use GPS. So these days, the circles just serve as decoration.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>As for the cisterns underneath those designs, they haven’t been used since the 1906 earthquake more than a century ago. But they are down there, just in case, ready to save the city when the next earthquake strikes.\u003c/p>\n\u003cp>\u003cem>As part of Kildall’s mapping project, he designed a 3-D cistern model. You can 3-D print your own\u003ca href=\"https://www.thingiverse.com/thing:419453\" target=\"_blank\" rel=\"noopener\"> by downloading his file here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Spend some time walking around San Francisco, and you’ll probably notice the large brick circles decorating the pavement at some intersections. They can be found all over the city.\u003c/p>\n\u003cp>Over the years, Bay Curious has received dozens of questions about these mysterious circles. The latest one came from listener Matthew Cross.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Turns out, those circles date back to the mid-1800s, and they mark huge underground tanks, or cisterns, that hold water to fight fires.\u003c/p>\n\u003cp>There are more than 170 cisterns scattered throughout San Francisco. And some hold as much water as two backyard swimming pools, says Katie Miller, the city’s water division manager.\u003c/p>\n\u003cfigure id=\"attachment_11622816\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622816\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/14974407252_0472093c4e_o-800x600.jpg\" alt=\"A brick circle marks an underground cistern in Potrero Hill.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/14974407252_0472093c4e_o-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A brick circle marks an underground cistern in Potrero Hill. \u003ccite>(\u003ca href=\"https://www.flickr.com/photos/markhogan/14974407252/in/photolist-gMTKYV-GCuDYq-oPeKzo-EMRQXn\" target=\"_blank\">Mark Hogan/Flickr\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city just finished building 30 new cisterns, many of them in places where there weren’t any, or where they could be key in stopping fires from spreading. Each costs about $1 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“So if you think about it, that’s about the cost of a really nice new home,” says Miller. “It’s about the size of a new home, too. It can be a nice bunker for somebody.”\u003c/p>\n\u003cfigure id=\"attachment_11622291\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622291\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-2-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">A construction worker at the site of a cistern being built in the Richmond District of San Francisco. The city will be finished putting in 30 new cisterns this month. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But why does the city need these underground tanks to fight fires? For that question, Scott Kildall is the one to ask.\u003c/p>\n\u003cp>He’s \u003ca href=\"http://kildall.com/\">an artist\u003c/a> who has lived in San Francisco for years, and \u003ca href=\"http://www.waterworks.io/cistern_map/index.html\" target=\"_blank\" rel=\"noopener\">he designed a map\u003c/a> with the locations of each cistern. This mapping process turned him into a sort of cistern history buff.\u003c/p>\n\u003cp>“I’m not a historian,” he says, “but I’ve become a historian about cisterns.”\u003c/p>\n\u003cp>Kildall begins the story in 1848, when San Francisco was a bunch of tents, housing a little less than \u003ca href=\"https://cdnc.ucr.edu/cgi-bin/cdnc?a=d&d=CS18480318.2.4&e=-------en--20--1--txt-txIN--------1\" target=\"_blank\" rel=\"noopener\">a thousand people\u003c/a>. Then, in 1849, gold was discovered and thousands rushed into the city. In just one year, the city grew to about \u003ca href=\"http://www.sfgenealogy.com/sf/history/hgpop.htm\" target=\"_blank\" rel=\"noopener\">25 times its size,\u003c/a> to at least \u003ca href=\"https://books.google.com/books?id=tDIuDwAAQBAJ&pg=PA153&lpg=PA153&dq=The+Annals+of+San+Francisco+1849+at+the+close+of+1849,+the+population+of+the+town+numbered,+at+least,+twenty,+and+probably+nearer+twenty-five+thousand+souls&source=bl&ots=PEO6m8vSsg&sig=1yDgFbib7Nfm9irZtDCycuYSSn4&hl=en&sa=X&ved=0ahUKEwjyz-jg_ObWAhWmllQKHRbEALEQ6AEINTAC#v=onepage&q=The%20Annals%20of%20San%20Francisco%201849%20at%20the%20close%20of%201849%2C%20the%20population%20of%20the%20town%20numbered%2C%20at%20least%2C%20twenty%2C%20and%20probably%20nearer%20twenty-five%20thousand%20souls&f=false\" target=\"_blank\" rel=\"noopener\">20,000 residents.\u003c/a>\u003c/p>\n\u003cp>Demand for housing skyrocketed and a building frenzy followed. Most homes were built out of wood, but the wood made for perfect kindling. In the 1850s, the city saw six big fires, which came to be known as the Great Fires.\u003c/p>\n\u003cfigure id=\"attachment_11622282\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622282\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-3-800x570.jpg\" alt=\"\" width=\"800\" height=\"570\">\u003cfigcaption class=\"wp-caption-text\">Scott Kildall points to a large brick circle that marks a cistern at the entrance to San Francisco’s Chinatown. \u003ccite>(Sarah Craig)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The devastation from the fires spurred the city to act.\u003c/p>\n\u003cp>“People are like, ‘Oh no, what are we going to do. We got to do something about this,’ ” Kildall says.\u003c/p>\n\u003cp>But at that time, he says, there was no way to lay out water mains and pipes. So, city leaders built 16 underground cisterns around San Francisco to store water for firefighting. The very first was a 12,000-gallon cistern in Portsmouth Square.\u003c/p>\n\u003cfigure id=\"attachment_11622283\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622283\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Scott Kildall looks at his cistern map on his phone to find the next cistern on our tour. \u003ccite>(Sarah Craig)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They also bought some fire engines pulled by horses, and set up a paid position for a fire chief. There was even an ordinance passed that required each family to have\u003ca href=\"https://archive.org/stream/sanfranciscof18491967sanf/sanfranciscof18491967sanf_djvu.txt\" target=\"_blank\" rel=\"noopener\"> six buckets of water\u003c/a> in their house — just in case.\u003c/p>\n\u003cp>As the city grew, more cisterns were installed. But the city also started to install water pipes and hydrants. By the end of the 1800s, residents had full faith in their new water system, and the cisterns \u003ca href=\"https://archive.org/stream/sanfranciscof18491967sanf/sanfranciscof18491967sanf_djvu.txt\" target=\"_blank\" rel=\"noopener\">stopped being maintained\u003c/a>.\u003c/p>\n\u003cp>But then came the massive \u003ca href=\"https://earthquake.usgs.gov/earthquakes/events/1906calif/18april/\" target=\"_blank\" rel=\"noopener\">1906 earthquake\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11622298\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622298\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/sf-earthquake-63-xl-800x567.jpg\" alt=\"\" width=\"800\" height=\"567\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-800x567.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-1020x723.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-1920x1361.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-1180x836.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-960x680.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-240x170.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-375x266.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/10/sf-earthquake-63-xl-520x369.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The massive 1906 earthquake lasted for about a minute, smashing windows, caving in chimneys, even throwing a train off its tracks. But the real damage was from the fires that ensued. \u003ccite>(Records of the United States Senate, National Archives.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It struck on the morning of April 18, and shook the city for about a minute. Windows were smashed and chimneys caved in. Even a train was thrown off its tracks. The damage was incredible. Three-quarters of the city was gone, 3,000 people died and about \u003ca href=\"https://www.archives.gov/legislative/features/sf\" target=\"_blank\" rel=\"noopener\">200,000 were left homeless\u003c/a>.\u003c/p>\n\u003cp>But most of the damage wasn’t from the earthquake itself — it was from the three days of fires that followed. Since the quake broke a lot of the city’s water pipes, most fire hydrants quickly ran out of water or stopped working entirely.\u003c/p>\n\u003cp>But \u003ca href=\"http://guardiansofthecity.org/sffd/fires/great_fires/1906/cisterns.html\" target=\"_blank\" rel=\"noopener\">a lot of the old cisterns remained intact, \u003c/a>and firefighters used them to save several San Francisco neighborhoods.\u003c/p>\n\u003cfigure id=\"attachment_11622293\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622293\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-1-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Construction workers smooth out cement to make the roof of a new cistern being built in the Richmond District of San Francisco. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Franciscans now realized their value, and they built and repaired \u003ca href=\"http://www.sfmuseum.org/hist1/hpfs.html\" target=\"_blank\" rel=\"noopener\">over a hundred\u003c/a> within \u003ca href=\"https://books.google.com/books?id=5oE4AQAAMAAJ&pg=PA677&lpg=PA677&dq=san+francisco+bond+bill+1906+cisterns&source=bl&ots=nVL6bRwqcu&sig=lJdFIwJqiEn20MtiXkNZVmmLXmk&hl=en&sa=X&ved=0ahUKEwj2_YzSy-7VAhUP92MKHbHTDgEQ6AEIUDAJ#v=onepage&q=san%20francisco%20bond%20bill%201906%20cisterns&f=false\" target=\"_blank\" rel=\"noopener\">the next several years.\u003c/a>\u003c/p>\n\u003cp>“You can see that people didn’t think they’re actually useful until they were useful, and they said, ‘Oh that’s a really good idea,’ ” Kildall points out.\u003c/p>\n\u003cp>Kildall offered to take me on a tour of the cisterns in San Francisco’s Chinatown. We visited about 10 cisterns, but not all of them had the brick rings. Kildall didn’t know why, but Deputy Fire Chief Tony Rivera took a guess.\u003c/p>\n\u003cp>“The roads have been repaved so many times, there probably is an original brick circle somewhere deep under there,” says Rivera.\u003c/p>\n\u003cfigure id=\"attachment_11622292\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11622292\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/Cisterns-2-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">A city worker uses a fire hose to fill up a cistern in the Outer Excelsior in San Francisco. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rivera is a fan of the red brick circle, although he says they come in two other designs: a double circle and a square. The designs aren’t as important anymore for helping firefighters find the cisterns. Now, he says, they use GPS. So these days, the circles just serve as decoration.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>As for the cisterns underneath those designs, they haven’t been used since the 1906 earthquake more than a century ago. But they are down there, just in case, ready to save the city when the next earthquake strikes.\u003c/p>\n\u003cp>\u003cem>As part of Kildall’s mapping project, he designed a 3-D cistern model. You can 3-D print your own\u003ca href=\"https://www.thingiverse.com/thing:419453\" target=\"_blank\" rel=\"noopener\"> by downloading his file here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The annual \u003ca href=\"https://fleetweeksf.org\" target=\"_blank\" rel=\"noopener\">Fleet Week\u003c/a> celebration is here. More than 1 million people are expected to flock to San Francisco this weekend to see Navy ships and the aerial spectacle of stunt pilots, parachutists and jets.\u003c/p>\n\u003cp>On Saturday and Sunday, the air shows will run from noon to 4 p.m., with the Navy’s Blue Angels making their grand entrance at 3 p.m. The show will be visible all along the waterfront from the Ferry Building to the Golden Gate Bridge. (See a list of Fleet Week events happening this weekend \u003ca href=\"https://fleetweeksf.org/events/\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.)\u003c/p>\n\u003cp>In addition, \u003ca href=\"http://www.hardlystrictlybluegrass.com/2017/\">the Hardly Strictly Bluegrass festival\u003c/a> will be drawing its own crowds to Golden Gate Park, making getting around the city this weekend tough. To prepare for the numbers, transit agencies are ramping up ferry, bus, BART and Caltrain services.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Bay Ferry\u003c/strong> will \u003ca href=\"http://sanfranciscobayferry.com/fleet-week-weekend-schedules-october-7-and-8\" target=\"_blank\" rel=\"noopener\">operate expanded schedules from Alameda, Oakland and Vallejo\u003c/a> to the San Francisco Ferry Building.\u003c/p>\n\u003cp>\u003cstrong>Caltrain\u003c/strong> will \u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Make_Caltrain_Part_of_Your_Trip_to_Fleet_Week_in_San_Francisco.html\" target=\"_blank\" rel=\"noopener\">increase its services before and after the events on Saturday and Sunday\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>BART\u003c/strong> will also reportedly run \u003ca href=\"http://www.eastbaytimes.com/2017/10/06/your-transit-guide-for-navigating-fleet-week-hardly-strictly-by-boat-train-bus-or-bicycle/\" target=\"_blank\" rel=\"noopener\">expanded train services and “special event” trains\u003c/a>.\u003c/p>\n\u003cp>And \u003cstrong>Muni\u003c/strong> will provide \u003ca href=\"https://www.sfmta.com/calendar/alerts/fleet-week-service\" target=\"_blank\" rel=\"noopener\">extra services to the North Beach, Russian Hill and Treasure Island neighborhoods, starting Friday\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you do plan on driving, keep in mind that Jefferson Street between Hyde Street and the westerly terminus will be closed from 6 a.m. on Friday until 6 p.m. on Sunday, meaning public transit might be a wise choice.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The annual \u003ca href=\"https://fleetweeksf.org\" target=\"_blank\" rel=\"noopener\">Fleet Week\u003c/a> celebration is here. More than 1 million people are expected to flock to San Francisco this weekend to see Navy ships and the aerial spectacle of stunt pilots, parachutists and jets.\u003c/p>\n\u003cp>On Saturday and Sunday, the air shows will run from noon to 4 p.m., with the Navy’s Blue Angels making their grand entrance at 3 p.m. The show will be visible all along the waterfront from the Ferry Building to the Golden Gate Bridge. (See a list of Fleet Week events happening this weekend \u003ca href=\"https://fleetweeksf.org/events/\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.)\u003c/p>\n\u003cp>In addition, \u003ca href=\"http://www.hardlystrictlybluegrass.com/2017/\">the Hardly Strictly Bluegrass festival\u003c/a> will be drawing its own crowds to Golden Gate Park, making getting around the city this weekend tough. To prepare for the numbers, transit agencies are ramping up ferry, bus, BART and Caltrain services.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Bay Ferry\u003c/strong> will \u003ca href=\"http://sanfranciscobayferry.com/fleet-week-weekend-schedules-october-7-and-8\" target=\"_blank\" rel=\"noopener\">operate expanded schedules from Alameda, Oakland and Vallejo\u003c/a> to the San Francisco Ferry Building.\u003c/p>\n\u003cp>\u003cstrong>Caltrain\u003c/strong> will \u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Make_Caltrain_Part_of_Your_Trip_to_Fleet_Week_in_San_Francisco.html\" target=\"_blank\" rel=\"noopener\">increase its services before and after the events on Saturday and Sunday\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>BART\u003c/strong> will also reportedly run \u003ca href=\"http://www.eastbaytimes.com/2017/10/06/your-transit-guide-for-navigating-fleet-week-hardly-strictly-by-boat-train-bus-or-bicycle/\" target=\"_blank\" rel=\"noopener\">expanded train services and “special event” trains\u003c/a>.\u003c/p>\n\u003cp>And \u003cstrong>Muni\u003c/strong> will provide \u003ca href=\"https://www.sfmta.com/calendar/alerts/fleet-week-service\" target=\"_blank\" rel=\"noopener\">extra services to the North Beach, Russian Hill and Treasure Island neighborhoods, starting Friday\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you do plan on driving, keep in mind that Jefferson Street between Hyde Street and the westerly terminus will be closed from 6 a.m. on Friday until 6 p.m. on Sunday, meaning public transit might be a wise choice.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Quake Prep: BART’s Tunnel Plan and the Muni Bus That Could Save You",
"headTitle": "Quake Prep: BART’s Tunnel Plan and the Muni Bus That Could Save You | KQED",
"content": "\u003cp>Picture a set of binoculars — only a pair the size of a low-rise building. That’s the shape of BART’s Transbay Tube — the dual-bore, 3.8-mile passageway that connects the West Oakland Station to San Francisco’s Embarcadero Station. Every weekday during peak commute hours, more than 60,000 BART riders cruise through the tube. What most don’t know is that they’re in a trench on the floor of San Francisco Bay.\u003c/p>\n\u003cp>Bay Curious listener Jennifer Schulz rides through the tube a lot and can’t help but to think: What if there was an earthquake? How safe is the Transbay Tube? Would it crack? Would bay water flood into my jam-packed BART car? Could I be trapped?\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>Since 2005, BART has been undergoing a major earthquake retrofit. The final phase is expected to begin next year, finishing up some time in 2023. The cost? So far, $1.3 billion.\u003c/p>\n\u003cp>KQED’s Tena Rubio spoke with Tom Horton, BART’s earthquake safety manager.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Is the Transbay Tube safe during an earthquake?\u003c/strong>\u003c/p>\n\u003cp>What I can say is that it’s safer than most other places people are going to be in their working day. I mean, some of the buildings downtown are obviously built to very modern standards and can survive a large earthquake. But most of the buildings in the Bay Area probably would be collapsing in the size earthquake we’re talking about.\u003c/p>\n\u003cp>\u003cstrong>Walk us through what happens if there is an earthquake.\u003c/strong>\u003c/p>\n\u003cp>First, we reduce the speed of the train down to 27 mph, which gives an operator plenty of time to see what’s in front of him, and see if there’s any cracking or anything of that nature. But our goal is to not stop in the Transbay Tube. If for some reason folks have to exit the train, we have protocols in place to do that.\u003c/p>\n\u003cp>\u003cstrong>What would happen? Would it leak?\u003c/strong>\u003c/p>\n\u003cp>The tube does get leaks every now and then, as all tunnels do. And BART actually has an active program to plug those leaks when they happen. During the earthquake we expect that the earthquake forces will cause the liner to crack and then you’ll get leakage. Now the tunnel doesn’t collapse. The tunnels are plenty strong enough to stay up. But if you get too much leakage, it fills with water and that’s what we’re trying to prevent.\u003c/p>\n\u003cp>\u003cstrong>So if it did crack, can it fill with water and flood?\u003c/strong>\u003c/p>\n\u003cp>We have a pumping system. Part of the retrofit is to increase the size of that pumping system so you can at least slow down the rate of fill. The idea is that you can slow it down enough so that people can get out well before the tube floods.\u003c/p>\n\u003cp>\u003cstrong>So it sounds like you’d almost want to be in the tube? That it’s safer than other areas?\u003c/strong>\u003c/p>\n\u003cp>Unless it’s a very, very large earthquake you’d probably want to be in the tube. Now we talked about the flooding problem. So if you’re in an earthquake that large it would be problematic, but then so is everywhere else in the Bay Area. So it’s kind of a wash, if you will.\u003c/p>\n\u003cp>To hear more from Tom Horton and the safety of the Transbay Tube, listen to the full episode of Bay Curious at the top of this article.\u003c/p>\n\u003cfigure id=\"attachment_11618104\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11618104 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/ambubus-800x465.jpg\" alt=\"Since coming online, the fire department has only used the ambulance buses to transport patients once. They transported seniors after a convalescent home lost power in Burlingame.\" width=\"800\" height=\"465\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus-160x93.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus-240x140.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus-375x218.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus-520x302.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Since coming online, the Fire Department has used the ambulance buses to transport patients only once. It transported seniors after a convalescent home lost power in Burlingame. \u003ccite>(Eli Wirtshafter/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>A Response Plan, Ready and Waiting\u003c/h2>\n\u003cp>All that talk about earthquakes got us thinking — what if something catastrophic did happen in the Bay Area? After the big one, it’s not going to be easy for \u003cem>anyone\u003c/em> to get around. So what will happen to people who really need medical care?\u003c/p>\n\u003cp>Reporter Eli Wirtschafter learned about one unusual tool San Francisco has to address that problem: old Muni buses that have been turned into giant ambulances.\u003c/p>\n\u003cp>The idea was first used on New Year’s Eve 2010, when big celebrations were planned at the Embarcadero. To provide extra medical support, the San Francisco Fire Department borrowed a 40-foot Muni bus and turned it into a makeshift mobile clinic, treating people who might have partied a little too hard.\u003c/p>\n\u003cp>From that time on, the idea of having a bus-sized ambulance “just stayed with us,” says Andy Zanoff, chief paramedic for the Fire Department.\u003c/p>\n\u003cp>“Mass casualty ambulances” exist, but new ones can cost around half a million dollars.\u003c/p>\n\u003cp>In 2015, Muni donated two old buses it was taking out of service. Muni engineers converted the buses into ambulances over the course of six weeks, using kits purchased from a Virginia company. The project cost the city $79,000, and was supplemented by $67,000 from the Department of Homeland Security — in all, far less expensive than buying the ambulances new.\u003c/p>\n\u003cp>The buses are the size and shape of standard Muni buses, but inside is a different story. Most of the seats have been replaced by stretchers stacked three high. They’re also fully stocked with medical equipment, like oxygen supply gear, gloves, shears and bandages.\u003c/p>\n\u003cp>Each bus can carry up to 22 patients in all — 10 in ordinary bus seats, and 12 on the stretchers.\u003c/p>\n\u003cp>Although the buses lack sirens, they would travel with a police escort. In the event of a large-scale emergency, “the buses can be ready to roll in less than 30 minutes,” says Zanoff.\u003c/p>\n\u003cfigure id=\"attachment_11618108\" class=\"wp-caption aligncenter\" style=\"max-width: 743px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11618108\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/ambubus_interior-1-e1505946604937.jpg\" alt=\"In a regular ambulance, “we would have cabinets where we could store all this equipment” says Zanoff. Here, they use a system of pouches that hang by the backdoor of the bus.\" width=\"743\" height=\"432\">\u003cfigcaption class=\"wp-caption-text\">In a regular ambulance, “we would have cabinets where we could store all this equipment,” says Zanoff. Here, they use a system of pouches that hang by the back door of the bus. \u003ccite>(Eli Wirtschafter/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Thirty minutes may seem like a long time to wait, but the buses have largely been used for pre-planned events, like Halloween in the Castro or during Fleet Week.\u003c/p>\n\u003cp>But emergency medical services chief Tony Molloy says one of the ambu-buses’ most important jobs is to be ready in case there’s an unplanned incident.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>“We know there’s going to be big events,” says Molloy. “We know we’re going to need something during these events.”\u003c/p>\n\u003cp>Molloy says during a major natural disaster, the ambu-buses could evacuate patients from a hospital that became unsafe. Or if the roads to hospitals become inaccessible, the buses could serve as mobile hospitals for disaster victims.\u003c/p>\n\u003cp>This reporting on the ambu-buses originally appeared on \u003ca href=\"http://kalw.org/post/disaster-prep-sf-style-giant-ambulances-built-old-muni-buses#stream/0\" target=\"_blank\" rel=\"noopener noreferrer\">Crosscurrents for KALW.\u003c/a>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"headline": "Quake Prep: BART’s Tunnel Plan and the Muni Bus That Could Save You",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Picture a set of binoculars — only a pair the size of a low-rise building. That’s the shape of BART’s Transbay Tube — the dual-bore, 3.8-mile passageway that connects the West Oakland Station to San Francisco’s Embarcadero Station. Every weekday during peak commute hours, more than 60,000 BART riders cruise through the tube. What most don’t know is that they’re in a trench on the floor of San Francisco Bay.\u003c/p>\n\u003cp>Bay Curious listener Jennifer Schulz rides through the tube a lot and can’t help but to think: What if there was an earthquake? How safe is the Transbay Tube? Would it crack? Would bay water flood into my jam-packed BART car? Could I be trapped?\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Since 2005, BART has been undergoing a major earthquake retrofit. The final phase is expected to begin next year, finishing up some time in 2023. The cost? So far, $1.3 billion.\u003c/p>\n\u003cp>KQED’s Tena Rubio spoke with Tom Horton, BART’s earthquake safety manager.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Is the Transbay Tube safe during an earthquake?\u003c/strong>\u003c/p>\n\u003cp>What I can say is that it’s safer than most other places people are going to be in their working day. I mean, some of the buildings downtown are obviously built to very modern standards and can survive a large earthquake. But most of the buildings in the Bay Area probably would be collapsing in the size earthquake we’re talking about.\u003c/p>\n\u003cp>\u003cstrong>Walk us through what happens if there is an earthquake.\u003c/strong>\u003c/p>\n\u003cp>First, we reduce the speed of the train down to 27 mph, which gives an operator plenty of time to see what’s in front of him, and see if there’s any cracking or anything of that nature. But our goal is to not stop in the Transbay Tube. If for some reason folks have to exit the train, we have protocols in place to do that.\u003c/p>\n\u003cp>\u003cstrong>What would happen? Would it leak?\u003c/strong>\u003c/p>\n\u003cp>The tube does get leaks every now and then, as all tunnels do. And BART actually has an active program to plug those leaks when they happen. During the earthquake we expect that the earthquake forces will cause the liner to crack and then you’ll get leakage. Now the tunnel doesn’t collapse. The tunnels are plenty strong enough to stay up. But if you get too much leakage, it fills with water and that’s what we’re trying to prevent.\u003c/p>\n\u003cp>\u003cstrong>So if it did crack, can it fill with water and flood?\u003c/strong>\u003c/p>\n\u003cp>We have a pumping system. Part of the retrofit is to increase the size of that pumping system so you can at least slow down the rate of fill. The idea is that you can slow it down enough so that people can get out well before the tube floods.\u003c/p>\n\u003cp>\u003cstrong>So it sounds like you’d almost want to be in the tube? That it’s safer than other areas?\u003c/strong>\u003c/p>\n\u003cp>Unless it’s a very, very large earthquake you’d probably want to be in the tube. Now we talked about the flooding problem. So if you’re in an earthquake that large it would be problematic, but then so is everywhere else in the Bay Area. So it’s kind of a wash, if you will.\u003c/p>\n\u003cp>To hear more from Tom Horton and the safety of the Transbay Tube, listen to the full episode of Bay Curious at the top of this article.\u003c/p>\n\u003cfigure id=\"attachment_11618104\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11618104 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/ambubus-800x465.jpg\" alt=\"Since coming online, the fire department has only used the ambulance buses to transport patients once. They transported seniors after a convalescent home lost power in Burlingame.\" width=\"800\" height=\"465\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus-160x93.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus-240x140.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus-375x218.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/09/ambubus-520x302.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Since coming online, the Fire Department has used the ambulance buses to transport patients only once. It transported seniors after a convalescent home lost power in Burlingame. \u003ccite>(Eli Wirtshafter/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>A Response Plan, Ready and Waiting\u003c/h2>\n\u003cp>All that talk about earthquakes got us thinking — what if something catastrophic did happen in the Bay Area? After the big one, it’s not going to be easy for \u003cem>anyone\u003c/em> to get around. So what will happen to people who really need medical care?\u003c/p>\n\u003cp>Reporter Eli Wirtschafter learned about one unusual tool San Francisco has to address that problem: old Muni buses that have been turned into giant ambulances.\u003c/p>\n\u003cp>The idea was first used on New Year’s Eve 2010, when big celebrations were planned at the Embarcadero. To provide extra medical support, the San Francisco Fire Department borrowed a 40-foot Muni bus and turned it into a makeshift mobile clinic, treating people who might have partied a little too hard.\u003c/p>\n\u003cp>From that time on, the idea of having a bus-sized ambulance “just stayed with us,” says Andy Zanoff, chief paramedic for the Fire Department.\u003c/p>\n\u003cp>“Mass casualty ambulances” exist, but new ones can cost around half a million dollars.\u003c/p>\n\u003cp>In 2015, Muni donated two old buses it was taking out of service. Muni engineers converted the buses into ambulances over the course of six weeks, using kits purchased from a Virginia company. The project cost the city $79,000, and was supplemented by $67,000 from the Department of Homeland Security — in all, far less expensive than buying the ambulances new.\u003c/p>\n\u003cp>The buses are the size and shape of standard Muni buses, but inside is a different story. Most of the seats have been replaced by stretchers stacked three high. They’re also fully stocked with medical equipment, like oxygen supply gear, gloves, shears and bandages.\u003c/p>\n\u003cp>Each bus can carry up to 22 patients in all — 10 in ordinary bus seats, and 12 on the stretchers.\u003c/p>\n\u003cp>Although the buses lack sirens, they would travel with a police escort. In the event of a large-scale emergency, “the buses can be ready to roll in less than 30 minutes,” says Zanoff.\u003c/p>\n\u003cfigure id=\"attachment_11618108\" class=\"wp-caption aligncenter\" style=\"max-width: 743px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11618108\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/ambubus_interior-1-e1505946604937.jpg\" alt=\"In a regular ambulance, “we would have cabinets where we could store all this equipment” says Zanoff. Here, they use a system of pouches that hang by the backdoor of the bus.\" width=\"743\" height=\"432\">\u003cfigcaption class=\"wp-caption-text\">In a regular ambulance, “we would have cabinets where we could store all this equipment,” says Zanoff. Here, they use a system of pouches that hang by the back door of the bus. \u003ccite>(Eli Wirtschafter/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Thirty minutes may seem like a long time to wait, but the buses have largely been used for pre-planned events, like Halloween in the Castro or during Fleet Week.\u003c/p>\n\u003cp>But emergency medical services chief Tony Molloy says one of the ambu-buses’ most important jobs is to be ready in case there’s an unplanned incident.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“We know there’s going to be big events,” says Molloy. “We know we’re going to need something during these events.”\u003c/p>\n\u003cp>Molloy says during a major natural disaster, the ambu-buses could evacuate patients from a hospital that became unsafe. Or if the roads to hospitals become inaccessible, the buses could serve as mobile hospitals for disaster victims.\u003c/p>\n\u003cp>This reporting on the ambu-buses originally appeared on \u003ca href=\"http://kalw.org/post/disaster-prep-sf-style-giant-ambulances-built-old-muni-buses#stream/0\" target=\"_blank\" rel=\"noopener noreferrer\">Crosscurrents for KALW.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "$4.4 Billion Bay Area Transportation Plan -- to Be Paid for by Higher Bridge Tolls -- Sent to Governor",
"title": "$4.4 Billion Bay Area Transportation Plan -- to Be Paid for by Higher Bridge Tolls -- Sent to Governor",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>\u003cem>Editor's note: A version of this post appears in \u003ca href=\"https://ww2.kqed.org/news/2017/09/15/hundreds-of-bills-will-live-or-die-as-friday-deadline-looms/\" target=\"_blank\">our roundup\u003c/a> of last-minute votes in the state Legislature.\u003c/em>\u003c/p>\n\u003cp>If you live in the Bay Area, you'll be hearing a lot about \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201720180SB595\" target=\"_blank\">Senate Bill 595\u003c/a> over the next year or so. If you're a regular user of any of the region's seven state-owned toll bridges -- that's all of them, except the Golden Gate Bridge -- you'll want to pay close attention.\u003c/p>\n\u003cp>SB 595, which won final passage Thursday and now awaits Gov. Jerry Brown's signature, provides for a vote in the nine Bay Area counties next year to raise bridge tolls by as much as $3. If the Bay Area Toll Authority, the agency that oversees the bridges, seeks that maximum $3 increase, tolls for a single crossing would be as high as $9 -- the potential rush-hour tab for a trip across the Bay Bridge. (If you're hyperventilating, just remember we're still not in Verrazano-Narrows Bridge territory; the cash toll on the span between Brooklyn and Staten Island rose to $17 earlier this year.)\u003c/p>\n\u003cp>The higher tolls would pay for nearly three dozen transit and highway projects totaling $4.45 billion over the next 25 years. The complete list is \u003ca href=\"#projectlist\">at the end of this post\u003c/a>, but highlights include:\u003c/p>\n\u003cul>\n\u003cli>BART would get $500 million to help pay for an expanded fleet of new-generation rail cars.\u003c/li>\n\u003cli>BART would get $50 million for preliminary design and engineering work on a second transbay crossing.\u003c/li>\n\u003cli>The Santa Clara Valley Transportation Authority would get $375 million, part of what it needs to build a planned BART extension to downtown San Jose.\u003c/li>\n\u003cli>Some $325 million would go to a long-dreamed-of Caltrain extension from San Francisco's far-South of Market to downtown. \u003c/li>\n\u003cli>The Bay Area's Water Emergency Transportation Authority would get $300 to pay for new boats and dock facilities.\u003c/li>\n\u003cli>On the highway side, $300 million in toll proceeds would go to building new paid express lanes on Bay Area freeways.\u003c/li>\n\u003cli>Another $1.1 billion would go to rebuilding interchanges and improving the most heavily traveled highway corridors.\u003c/li>\n\u003c/ul>\n\u003cp>Beyond the proposed spending, the bill's most notable feature might be a provision put forward by longtime BART critic Sen. Steve Glazer, D-Orinda, to create a new inspector general position that would have sweeping authority to watch over the agency's finances and performance. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A long list of local officials, unions, business and urban planning groups supported SB 595 as crucial for dealing with current and future transportation challenges in the Bay Area. \u003c/p>\n\u003cp>“This bill gives the Bay Area the bold plan it needs for the future,’’ Sen. Beall, the bill's sponsor, said in a statement after the proposal finally made it through the Assembly on Wednesday. He added that the measure is especially important in Silicon Valley. \u003c/p>\n\u003cp>“On weekdays, an average of 602,000 vehicles enter and exit the Bay Area,\" Beall said. \"With the expansion of tech firms, such as Google and Apple, those numbers will grow. Let’s take action now to curb traffic before it becomes worse.\"\u003c/p>\n\u003cp>So, what's not to like in this picture?\u003c/p>\n\u003cp>Several Contra Costa County legislators -- Assemblymember Tim Grayson and Congressman Mark DeSaulnier among them -- opposed SB 595, saying that it's 1) a regressive tax and 2) a ripoff for the residents of the East Bay. \u003c/p>\n\u003cp>Their main argument -- both \u003ca href=\"http://www.eastbaytimes.com/2017/09/01/desaulnier-bridge-toll-plan-fails-east-bay-commuters-miserably/\" target=\"_blank\">DeSaulnier\u003c/a> and \u003ca href=\"http://www.eastbaytimes.com/2017/09/07/opinion-toll-increases-are-not-the-answer-we-deserve/\" target=\"_blank\">Grayson\u003c/a> penned op-ed pieces for the East Bay Times -- is that residents of Alameda and Contra Costa counties will pay significantly more in increased tolls than their communities will get back in benefits. \u003c/p>\n\u003cp>Grayson said after SB 595 passed the Assembly that while he understood the need for infrastructure upgrades in the Bay Area, \"there is a fundamental lack of equity in this proposal. ... East Bay commuters deserve a better and far more just measure.\"\u003c/p>\n\u003cp>DeSaulnier, who has vowed to fight the toll increase as it heads to the ballot next year as Regional Measure 3, said he feels the long shopping list of projects in bill is the result of what he termed a politically driven planning process on the Metropolitan Transportation Commission. \u003c/p>\n\u003cp>\"It's frustrating that such an innovative area is so backward when it comes to transportation,\" DeSaulnier said.\u003cbr>\n\u003ca id=\"projectlist\">\u003c/a>\u003c/p>\n\u003cp>\u003cem>Here's the comprehensive list of projects to be funded under SB 595, as \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201720180SB595\" target=\"_blank\">detailed in the bill\u003c/a>:\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>1. BART Expansion Cars.\u003c/strong> Purchase new railcars for the Bay Area Rapid Transit District (BART) to expand its fleet and improve reliability. The project sponsor is the BART. Five hundred million dollars ($500,000,000).\u003c/p>\n\u003cp>\u003cstrong>2. Bay Area Corridor Express Lanes.\u003c/strong> Fund the environmental review, design, and construction of express lanes to complete the Bay Area Express Lane Network, including supportive operational improvements to connecting transportation facilities. Eligible projects include, but are not limited to, express lanes on Interstate 80, Interstate 580, and Interstate 680 in the Counties of Alameda and Contra Costa, Interstate 880 in the County of Alameda, Interstate 280 in the City and County of San Francisco, Highway 101 in the City and County of San Francisco and the County of San Mateo, State Route 84 and State Route 92 in the Counties of Alameda and San Mateo, Interstate 80 from Red Top Road to the intersection with Interstate 505 in the County of Solano, and express lanes in the County of Santa Clara. Eligible project sponsors include the Bay Area Infrastructure Financing Authority, and any countywide or multicounty agency in a bay area county that is authorized to implement express lanes. The Metropolitan Transportation Commission shall make funds available based on performance criteria, including benefit-cost and project readiness. Three hundred million dollars ($300,000,000).\u003c/p>\n\u003cp>\u003cstrong>3. Goods Movement and Mitigation.\u003c/strong> Provide funding to reduce truck traffic congestion and mitigate its environmental effects. Eligible projects include, but are not limited to, improvements in the County of Alameda to enable more goods to be shipped by rail, access improvements on Interstate 580, Interstate 80, and Interstate 880, and improved access to the Port of Oakland. The Metropolitan Transportation Commission shall consult and coordinate with the Alameda County Transportation Commission to select projects for the program. Eligible applicants include cities, counties, countywide transportation agencies, rail operators, and the Port of Oakland. The project sponsor is the Metropolitan Transportation Commission and the Alameda County Transportation Commission. One hundred sixty million dollars ($160,000,000).\u003c/p>\n\u003cp>\u003cstrong>4. San Francisco Bay Trail/Safe Routes to Transit.\u003c/strong> Provide funding for a competitive grant program to fund bicycle and pedestrian access improvements on and in the vicinity of the state-owned toll bridges connecting to rail transit stations and ferry terminals. Eligible applicants include cities, counties, transit operators, school districts, community colleges, and universities. The project sponsor is the Metropolitan Transportation Commission. One hundred fifty million dollars ($150,000,000).\u003c/p>\n\u003cp>\u003cstrong>5. Ferry Enhancement Program.\u003c/strong> Provide funding to purchase new vessels, upgrade and rehabilitate existing vessels, build facilities and landside improvements, and upgrade existing facilities. The project sponsor is the San Francisco Bay Area Water Emergency Transportation Authority. Three hundred million dollars ($300,000,000).\u003c/p>\n\u003cp>\u003cstrong>6. BART to San Jose Phase 2.\u003c/strong> Extend BART from Berryessa Station to San Jose and Santa Clara. The project sponsor is the Santa Clara Valley Transportation Authority. Three hundred seventy-five million dollars ($375,000,000).\u003c/p>\n\u003cp>\u003cstrong>7. Sonoma-Marin Area Rail Transit District (SMART).\u003c/strong> Provide funding to extend the rail system north of the Charles M. Schulz-Sonoma County Airport to the Cities of Windsor and Healdsburg. The project sponsor is the Sonoma-Marin Area Rail Transit District. Forty million dollars ($40,000,000).\u003c/p>\n\u003cp>\u003cstrong>8. Capitol Corridor.\u003c/strong> Provide funding for track infrastructure that will improve the performance of Capital Corridor passenger rail operations by reducing travel times, adding service frequencies, and improving system safety and reliability. The project sponsor is the Capital Corridor Joint Powers Authority. Ninety million dollars ($90,000,000).\u003c/p>\n\u003cp>\u003cstrong>9. Caltrain Downtown Extension.\u003c/strong> Extend Caltrain from its current terminus at Fourth Street and King Street to the Transbay Transit Center. The Metropolitan Transportation Commission shall allocate funding to the agency designated to build the project, which shall be the project sponsor. Three hundred twenty-five million dollars ($325,000,000).\u003c/p>\n\u003cp>\u003cstrong>10. Muni Fleet Expansion and Facilities.\u003c/strong> Fund replacement and expansion of the San Francisco Municipal Transportation Agency’s MUNI vehicle fleet and associated facilities. The project sponsor is the San Francisco Municipal Transportation Agency. One hundred forty million dollars ($140,000,000).\u003c/p>\n\u003cp>\u003cstrong>11. Core Capacity Transit Improvements. \u003c/strong>Implement recommendations from the Core Capacity Transit Study and other ideas to maximize person throughput in the transbay corridor. Eligible projects include, but are not limited to, transbay bus improvements and high-occupancy vehicle (HOV) lane access improvements. Priority funding shall be the Alameda-Contra Costa Transit District’s (AC Transit) Tier 1 and Tier 2 projects identified in the study. The project sponsors are the Metropolitan Transportation Commission, Alameda County Transportation Commission, and AC Transit. One hundred forty million dollars ($140,000,000).\u003c/p>\n\u003cp>\u003cstrong>12. Alameda-Contra Costa Transit District (AC Transit) Rapid Bus Corridor Improvements.\u003c/strong> Fund bus purchases and capital improvements to reduce travel times and increase service frequency along key corridors. The project sponsors are AC Transit and Alameda County Transportation Commission. One hundred million dollars ($100,000,000).\u003c/p>\n\u003cp>\u003cstrong>13. Transbay Rail Crossing. \u003c/strong> Fund preliminary engineering, environmental review, and design of a second transbay rail crossing and its approaches to provide additional rail capacity, increased reliability, and improved resiliency to the corridor. Subject to approval by the Metropolitan Transportation Commission, funds may also be used for construction, and, if sufficient matching funds are secured, to fully fund a useable segment of the project. The project sponsor is the Bay Area Rapid Transit District. Fifty million dollars ($50,000,000).\u003c/p>\n\u003cp>\u003cstrong>14. Tri-Valley Transit Access Improvements.\u003c/strong> Provide interregional and last-mile transit connections on the Interstate 580 corridor in the County of Alameda within the Tri-Valley area of Dublin, Pleasanton, and Livermore. The Metropolitan Transportation Commission shall consult with the Alameda County Transportation Commission, the Bay Area Rapid Transit District, and local jurisdictions to determine the project sponsor. One hundred million dollars ($100,000,000).\u003c/p>\n\u003cp>\u003cstrong>15. Eastridge to BART Regional Connector.\u003c/strong> Extend Santa Clara Valley Transportation Authority light rail from the Alum Rock station to the Eastridge Transit Center. The project sponsor is the Santa Clara Valley Transportation Authority. One hundred thirty million dollars ($130,000,000).\u003c/p>\n\u003cp>\u003cstrong>16. San Jose Diridon Station.\u003c/strong> Redesign, rebuild, and expand Diridon Station to more efficiently and effectively accommodate existing regional rail services, future BART and high-speed rail service, and Santa Clara Valley Transportation Authority light rail and buses. The project sponsor shall consider accommodating a future connection to Norman Y. Mineta San Jose International Airport and prioritizing non-auto access modes. The project sponsor is the Santa Clara Valley Transportation Authority. One hundred million dollars ($100,000,000).\u003c/p>\n\u003cp>\u003cstrong>17. Dumbarton Corridor Improvements.\u003c/strong> Fund planning, environmental review, design, and construction of capital improvements within Dumbarton Bridge and rail corridor in the Counties of Alameda and San Mateo to relieve congestion, increase person throughput, and offer reliable travel times. Eligible projects include, but are not limited to, the projects recommended in the Dumbarton Corridor Transportation Study and improvements to facilitate rail and transit connectivity among the Altamont Corridor Express, Capitol Corridor, and Bay Area Rapid Transit District, including a rail connection at Shinn Station. The project sponsors are the Bay Area Toll Authority, Alameda County Transportation Commission, the San Mateo County Transit District, and the San Mateo County Transportation Authority. One hundred thirty million dollars ($130,000,000).\u003c/p>\n\u003cp>\u003cstrong>18. Highway 101/State Route 92 Interchange.\u003c/strong> Fund improvements to the interchange of Highway 101 and State Route 92 in the County of San Mateo. The project is jointly sponsored by the City/County Association of Governments of San Mateo County and the San Mateo County Transportation Authority. Fifty million dollars ($50,000,000).\u003c/p>\n\u003cp>\u003cstrong>19. Contra Costa Interstate 680/State Route 4 Interchange Improvements.\u003c/strong> Fund improvements to the Interstate 680/State Route 4 interchange to improve safety and reduce congestion, including, but not limited to, a new direct connector between northbound Interstate 680 and westbound State Route 4, a new direct connector between eastbound State Route 4 and southbound Interstate 680, and widening of State Route 4 to add auxiliary lanes and high-occupancy vehicle lanes. The project sponsor is the Contra Costa Transportation Authority. Two hundred ten million dollars ($210,000,000).\u003c/p>\n\u003cp>\u003cstrong>20. U.S. 101-Marin/Sonoma Narrows.\u003c/strong> Construct northbound and southbound high-occupancy vehicle lanes on U.S. 101 between Petaluma Boulevard South in Petaluma and Atherton Avenue in Novato. The project sponsors are the Transportation Authority of Marin and the Sonoma County Transportation Authority. One hundred twenty million dollars ($120,000,000).\u003c/p>\n\u003cp>\u003cstrong>21. Solano County Interstate 80/Interstate 680/State HIghway 12 Interchange Project.\u003c/strong> Construct Red Top Road interchange and westbound Interstate 80 to southbound Interstate 680 connector. The project sponsor is the Solano Transportation Authority. One hundred fifty million dollars ($150,000,000).\u003c/p>\n\u003cp>\u003cstrong>22. Interstate 80 Westbound Truck Scales.\u003c/strong> Improve freight mobility, reliability, and safety on the Interstate 80 corridor by funding improvements to the Interstate 80 Westbound Truck Scales in the County of Solano. The project sponsor is the Solano Transportation Authority. One hundred five million dollars ($105,000,000).\u003c/p>\n\u003cp>\u003cstrong>23. State Highway 37 Improvements.\u003c/strong> Fund near-term and longer-term improvements to State Highway 37 to improve the roadway’s mobility, safety, and long-term resiliency to sea level rise and flooding. For the purposes of the environmental review and design, the project shall include the segment of State Highway 37 from the intersection in Marin County with U.S. 101 to the intersection with Interstate 80 in the County of Solano. Capital funds may used on any segment along this corridor, as determined by the project sponsors. The project is jointly sponsored by the Transportation Authority of Marin, the Napa Valley Transportation Authority, the Solano Transportation Authority, and the Sonoma County Transportation Authority. Funds for this project may be allocated to any of the project sponsors. One hundred million dollars ($100,000,000)\u003c/p>\n\u003cp>\u003cstrong>24. San Rafael Transit Center.\u003c/strong> Construct a replacement to the San Rafael (Bettini) Transit Center on an existing or new site, or both, in downtown San Rafael. The selected alternative shall be approved by the City of San Rafael, the Golden Gate Bridge, Highway and Transportation District, the Transportation Authority of Marin, and Marin Transit. The project sponsor is the Golden Gate Bridge, Highway and Transportation District. Thirty million dollars ($30,000,000).\u003c/p>\n\u003cp>\u003cstrong>25. Richmond-San Rafael Bridge Access Improvements. \u003c/strong>Fund eastbound and westbound improvements in the Richmond-San Rafael Bridge corridor, including a direct connector from northbound Highway 101 to eastbound Interstate 580, westbound access and operational improvements in the vicinity of the toll plaza east of the bridge in Contra Costa County, and Richmond Parkway interchange improvements. Of the amount allocated to this project, one hundred thirty-five million dollars ($135,000,000) shall be dedicated to the direct connector from northbound Highway 101 to eastbound Interstate 580 in Marin County and seventy-five million dollars ($75,000,000) shall be dedicated to the projects in Contra Costa County. The project sponsors are the Bay Area Toll Authority, the Contra Costa Transportation Authority, and the Transportation Authority of Marin. Two hundred ten million dollars ($210,000,000).\u003c/p>\n\u003cp>\u003cstrong>26. North Bay Transit Access Improvements. \u003c/strong>Provide funding for transit improvements, including, but not limited to, bus capital projects, including vehicles, transit facilities, and access to transit facilities, benefiting the Counties of Marin, Sonoma, Napa, Solano, and Contra Costa. Priority shall be given to projects that are fully funded, ready for construction, and serving rail transit or transit service that operates primarily on existing or fully funded high-occupancy vehicle lanes. The project sponsor is the Metropolitan Transportation Commission. Eligible applicants are any transit operator providing service in the Counties of Contra Costa, Marin, Napa, Solano, or Sonoma. One hundred million dollars ($100,000,000).\u003c/p>\n\u003cp>\u003cstrong>27. State Highway 29. \u003c/strong>Eligible project expenses include State Highway 29 major intersection improvements, including Soscol Junction, and signal and signage improvements, which may include multimodal infrastructure and safety improvements between Carneros Highway (State Highway 12/121) and American Canyon Road. The project sponsor is the Napa Valley Transportation Authority. Twenty million dollars ($20,000,000).\u003cbr>\n\u003cstrong>\u003cbr>\n28. Next-Generation Clipper Transit Fare Payment System.\u003c/strong> Provide funding to design, develop, test, implement, and transition to the next generation of Clipper, the bay area’s transit fare payment system. The next-generation system will support a universal, consistent, and seamless transit fare payment system for the riders of transit agencies in the bay area. The project sponsor is the Metropolitan Transportation Commission. Fifty million dollars ($50,000,000).\u003c/p>\n\u003cp>\u003cstrong>29. Interstate 680/Interstate 880/Route 262 Freeway Connector.\u003c/strong> Connect Interstate 680 and Interstate 880 in southern Alameda County to improve traffic movement, reduce congestion, and improve operations and safety. The project sponsor is the Alameda County Transportation Commission. Fifteen million dollars ($15,000,000).\u003c/p>\n\u003cp>\u003cstrong>30. Interstate 680/State Highway 84 Interchange Reconstruction Project.\u003c/strong> Improve safety and regional and interregional connectivity by conforming State Highway 84 to expressway standards between south of Ruby Hill Drive and the Interstate 680 interchange in southern Alameda County and implementing additional improvements to reduce weaving and merging conflicts and help address the additional traffic demand between Interstate 680 and State Highway 84. The project sponsor is Alameda County Transportation Commission. Eighty-five million dollars ($85,000,000).\u003c/p>\n\u003cp>\u003cstrong>31. Interstate 80 Transit Improvements.\u003c/strong> Fund improvements to support expanded bus service in the Interstate 80 corridor including, but not limited to, bus purchases, expansion of the WestCAT storage yard and maintenance facility. Fund implementation of the San Pablo Avenue Multi-modal Corridor (AC Transit). The project sponsor is Contra Costa Transportation Authority. Twenty-five million dollars ($25,000,000).\u003c/p>\n\u003cp>\u003cstrong>32. Byron Highway-Vasco Road Airport Connector.\u003c/strong> Fund construction of a new connector between Byron Highway and Vasco Road south of Camino Diablo Road as well as shoulder and other improvements to the Byron Highway, including a railroad grade separation, to improve safety and access to the Byron Airport and to facilitate economic development and access for goods movement in East Contra Costa County. The project sponsor is Contra Costa Transportation Authority. Ten million dollars ($10,000,000).\u003c/p>\n\u003cp>\u003cstrong>33. Vasco Road Safety Improvements.\u003c/strong> Fund the widening of lanes and construction of a concrete median barrier along 2.5 miles of Vasco Road beginning approximately three miles north of the Contra Costa/Alameda County Line. The project sponsor is Contra Costa Transportation Authority. Fifteen million dollars ($15,000,000).\u003c/p>\n\u003cp>\u003cstrong>24. East Contra Costa County Transit Intermodal Center.\u003c/strong> Fund the construction of a Transit Intermodal Center in Brentwood enhancing access to eBART and Mokelumne Bike Trail/Pedestrian Overcrossing at State Route 4. The project sponsor is Contra Costa Transportation Authority. Fifteen million dollars ($15,000,000).\u003c/p>\n\u003cp>\u003cstrong>35. Interstate 680 Transit Improvements.\u003c/strong> Fund improvements that will enhance transit service in the Interstate 680 corridor, including, but not limited to, implementing bus operations on shoulder (BOS), technology-based intermodal transit centers/managed parking lots and development of technology to enhance real-time travel information. Fund implementation of Shared Autonomous Vehicles (SAVs) to improve first and last mile transit connectivity. The project sponsor is Contra Costa Transportation Authority. Ten million dollars ($10,000,000).\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>36. Transit Operating Support:\u003c/strong> The measure provides up to $60 million a year to support the operations of future regional express buses, the new Transbay Transit Center and expansions of of the Water Emergency Transportation Authorities ferries. WETA, which operates the San Francisco Bay Ferry system, would get the lion's share of that money -- as much as $40 million in operating support in coming years. \u003c/p>\n\n",
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"excerpt": "Legislature approves plan that would submit a proposed $3 toll increase to a vote by all nine Bay Area counties. ",
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"description": "Legislature approves plan that would submit a proposed $3 toll increase to a vote by all nine Bay Area counties. ",
"title": "$4.4 Billion Bay Area Transportation Plan -- to Be Paid for by Higher Bridge Tolls -- Sent to Governor | KQED",
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"headline": "$4.4 Billion Bay Area Transportation Plan -- to Be Paid for by Higher Bridge Tolls -- Sent to Governor",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Editor's note: A version of this post appears in \u003ca href=\"https://ww2.kqed.org/news/2017/09/15/hundreds-of-bills-will-live-or-die-as-friday-deadline-looms/\" target=\"_blank\">our roundup\u003c/a> of last-minute votes in the state Legislature.\u003c/em>\u003c/p>\n\u003cp>If you live in the Bay Area, you'll be hearing a lot about \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201720180SB595\" target=\"_blank\">Senate Bill 595\u003c/a> over the next year or so. If you're a regular user of any of the region's seven state-owned toll bridges -- that's all of them, except the Golden Gate Bridge -- you'll want to pay close attention.\u003c/p>\n\u003cp>SB 595, which won final passage Thursday and now awaits Gov. Jerry Brown's signature, provides for a vote in the nine Bay Area counties next year to raise bridge tolls by as much as $3. If the Bay Area Toll Authority, the agency that oversees the bridges, seeks that maximum $3 increase, tolls for a single crossing would be as high as $9 -- the potential rush-hour tab for a trip across the Bay Bridge. (If you're hyperventilating, just remember we're still not in Verrazano-Narrows Bridge territory; the cash toll on the span between Brooklyn and Staten Island rose to $17 earlier this year.)\u003c/p>\n\u003cp>The higher tolls would pay for nearly three dozen transit and highway projects totaling $4.45 billion over the next 25 years. The complete list is \u003ca href=\"#projectlist\">at the end of this post\u003c/a>, but highlights include:\u003c/p>\n\u003cul>\n\u003cli>BART would get $500 million to help pay for an expanded fleet of new-generation rail cars.\u003c/li>\n\u003cli>BART would get $50 million for preliminary design and engineering work on a second transbay crossing.\u003c/li>\n\u003cli>The Santa Clara Valley Transportation Authority would get $375 million, part of what it needs to build a planned BART extension to downtown San Jose.\u003c/li>\n\u003cli>Some $325 million would go to a long-dreamed-of Caltrain extension from San Francisco's far-South of Market to downtown. \u003c/li>\n\u003cli>The Bay Area's Water Emergency Transportation Authority would get $300 to pay for new boats and dock facilities.\u003c/li>\n\u003cli>On the highway side, $300 million in toll proceeds would go to building new paid express lanes on Bay Area freeways.\u003c/li>\n\u003cli>Another $1.1 billion would go to rebuilding interchanges and improving the most heavily traveled highway corridors.\u003c/li>\n\u003c/ul>\n\u003cp>Beyond the proposed spending, the bill's most notable feature might be a provision put forward by longtime BART critic Sen. Steve Glazer, D-Orinda, to create a new inspector general position that would have sweeping authority to watch over the agency's finances and performance. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A long list of local officials, unions, business and urban planning groups supported SB 595 as crucial for dealing with current and future transportation challenges in the Bay Area. \u003c/p>\n\u003cp>“This bill gives the Bay Area the bold plan it needs for the future,’’ Sen. Beall, the bill's sponsor, said in a statement after the proposal finally made it through the Assembly on Wednesday. He added that the measure is especially important in Silicon Valley. \u003c/p>\n\u003cp>“On weekdays, an average of 602,000 vehicles enter and exit the Bay Area,\" Beall said. \"With the expansion of tech firms, such as Google and Apple, those numbers will grow. Let’s take action now to curb traffic before it becomes worse.\"\u003c/p>\n\u003cp>So, what's not to like in this picture?\u003c/p>\n\u003cp>Several Contra Costa County legislators -- Assemblymember Tim Grayson and Congressman Mark DeSaulnier among them -- opposed SB 595, saying that it's 1) a regressive tax and 2) a ripoff for the residents of the East Bay. \u003c/p>\n\u003cp>Their main argument -- both \u003ca href=\"http://www.eastbaytimes.com/2017/09/01/desaulnier-bridge-toll-plan-fails-east-bay-commuters-miserably/\" target=\"_blank\">DeSaulnier\u003c/a> and \u003ca href=\"http://www.eastbaytimes.com/2017/09/07/opinion-toll-increases-are-not-the-answer-we-deserve/\" target=\"_blank\">Grayson\u003c/a> penned op-ed pieces for the East Bay Times -- is that residents of Alameda and Contra Costa counties will pay significantly more in increased tolls than their communities will get back in benefits. \u003c/p>\n\u003cp>Grayson said after SB 595 passed the Assembly that while he understood the need for infrastructure upgrades in the Bay Area, \"there is a fundamental lack of equity in this proposal. ... East Bay commuters deserve a better and far more just measure.\"\u003c/p>\n\u003cp>DeSaulnier, who has vowed to fight the toll increase as it heads to the ballot next year as Regional Measure 3, said he feels the long shopping list of projects in bill is the result of what he termed a politically driven planning process on the Metropolitan Transportation Commission. \u003c/p>\n\u003cp>\"It's frustrating that such an innovative area is so backward when it comes to transportation,\" DeSaulnier said.\u003cbr>\n\u003ca id=\"projectlist\">\u003c/a>\u003c/p>\n\u003cp>\u003cem>Here's the comprehensive list of projects to be funded under SB 595, as \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201720180SB595\" target=\"_blank\">detailed in the bill\u003c/a>:\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>1. BART Expansion Cars.\u003c/strong> Purchase new railcars for the Bay Area Rapid Transit District (BART) to expand its fleet and improve reliability. The project sponsor is the BART. Five hundred million dollars ($500,000,000).\u003c/p>\n\u003cp>\u003cstrong>2. Bay Area Corridor Express Lanes.\u003c/strong> Fund the environmental review, design, and construction of express lanes to complete the Bay Area Express Lane Network, including supportive operational improvements to connecting transportation facilities. Eligible projects include, but are not limited to, express lanes on Interstate 80, Interstate 580, and Interstate 680 in the Counties of Alameda and Contra Costa, Interstate 880 in the County of Alameda, Interstate 280 in the City and County of San Francisco, Highway 101 in the City and County of San Francisco and the County of San Mateo, State Route 84 and State Route 92 in the Counties of Alameda and San Mateo, Interstate 80 from Red Top Road to the intersection with Interstate 505 in the County of Solano, and express lanes in the County of Santa Clara. Eligible project sponsors include the Bay Area Infrastructure Financing Authority, and any countywide or multicounty agency in a bay area county that is authorized to implement express lanes. The Metropolitan Transportation Commission shall make funds available based on performance criteria, including benefit-cost and project readiness. Three hundred million dollars ($300,000,000).\u003c/p>\n\u003cp>\u003cstrong>3. Goods Movement and Mitigation.\u003c/strong> Provide funding to reduce truck traffic congestion and mitigate its environmental effects. Eligible projects include, but are not limited to, improvements in the County of Alameda to enable more goods to be shipped by rail, access improvements on Interstate 580, Interstate 80, and Interstate 880, and improved access to the Port of Oakland. The Metropolitan Transportation Commission shall consult and coordinate with the Alameda County Transportation Commission to select projects for the program. Eligible applicants include cities, counties, countywide transportation agencies, rail operators, and the Port of Oakland. The project sponsor is the Metropolitan Transportation Commission and the Alameda County Transportation Commission. One hundred sixty million dollars ($160,000,000).\u003c/p>\n\u003cp>\u003cstrong>4. San Francisco Bay Trail/Safe Routes to Transit.\u003c/strong> Provide funding for a competitive grant program to fund bicycle and pedestrian access improvements on and in the vicinity of the state-owned toll bridges connecting to rail transit stations and ferry terminals. Eligible applicants include cities, counties, transit operators, school districts, community colleges, and universities. The project sponsor is the Metropolitan Transportation Commission. One hundred fifty million dollars ($150,000,000).\u003c/p>\n\u003cp>\u003cstrong>5. Ferry Enhancement Program.\u003c/strong> Provide funding to purchase new vessels, upgrade and rehabilitate existing vessels, build facilities and landside improvements, and upgrade existing facilities. The project sponsor is the San Francisco Bay Area Water Emergency Transportation Authority. Three hundred million dollars ($300,000,000).\u003c/p>\n\u003cp>\u003cstrong>6. BART to San Jose Phase 2.\u003c/strong> Extend BART from Berryessa Station to San Jose and Santa Clara. The project sponsor is the Santa Clara Valley Transportation Authority. Three hundred seventy-five million dollars ($375,000,000).\u003c/p>\n\u003cp>\u003cstrong>7. Sonoma-Marin Area Rail Transit District (SMART).\u003c/strong> Provide funding to extend the rail system north of the Charles M. Schulz-Sonoma County Airport to the Cities of Windsor and Healdsburg. The project sponsor is the Sonoma-Marin Area Rail Transit District. Forty million dollars ($40,000,000).\u003c/p>\n\u003cp>\u003cstrong>8. Capitol Corridor.\u003c/strong> Provide funding for track infrastructure that will improve the performance of Capital Corridor passenger rail operations by reducing travel times, adding service frequencies, and improving system safety and reliability. The project sponsor is the Capital Corridor Joint Powers Authority. Ninety million dollars ($90,000,000).\u003c/p>\n\u003cp>\u003cstrong>9. Caltrain Downtown Extension.\u003c/strong> Extend Caltrain from its current terminus at Fourth Street and King Street to the Transbay Transit Center. The Metropolitan Transportation Commission shall allocate funding to the agency designated to build the project, which shall be the project sponsor. Three hundred twenty-five million dollars ($325,000,000).\u003c/p>\n\u003cp>\u003cstrong>10. Muni Fleet Expansion and Facilities.\u003c/strong> Fund replacement and expansion of the San Francisco Municipal Transportation Agency’s MUNI vehicle fleet and associated facilities. The project sponsor is the San Francisco Municipal Transportation Agency. One hundred forty million dollars ($140,000,000).\u003c/p>\n\u003cp>\u003cstrong>11. Core Capacity Transit Improvements. \u003c/strong>Implement recommendations from the Core Capacity Transit Study and other ideas to maximize person throughput in the transbay corridor. Eligible projects include, but are not limited to, transbay bus improvements and high-occupancy vehicle (HOV) lane access improvements. Priority funding shall be the Alameda-Contra Costa Transit District’s (AC Transit) Tier 1 and Tier 2 projects identified in the study. The project sponsors are the Metropolitan Transportation Commission, Alameda County Transportation Commission, and AC Transit. One hundred forty million dollars ($140,000,000).\u003c/p>\n\u003cp>\u003cstrong>12. Alameda-Contra Costa Transit District (AC Transit) Rapid Bus Corridor Improvements.\u003c/strong> Fund bus purchases and capital improvements to reduce travel times and increase service frequency along key corridors. The project sponsors are AC Transit and Alameda County Transportation Commission. One hundred million dollars ($100,000,000).\u003c/p>\n\u003cp>\u003cstrong>13. Transbay Rail Crossing. \u003c/strong> Fund preliminary engineering, environmental review, and design of a second transbay rail crossing and its approaches to provide additional rail capacity, increased reliability, and improved resiliency to the corridor. Subject to approval by the Metropolitan Transportation Commission, funds may also be used for construction, and, if sufficient matching funds are secured, to fully fund a useable segment of the project. The project sponsor is the Bay Area Rapid Transit District. Fifty million dollars ($50,000,000).\u003c/p>\n\u003cp>\u003cstrong>14. Tri-Valley Transit Access Improvements.\u003c/strong> Provide interregional and last-mile transit connections on the Interstate 580 corridor in the County of Alameda within the Tri-Valley area of Dublin, Pleasanton, and Livermore. The Metropolitan Transportation Commission shall consult with the Alameda County Transportation Commission, the Bay Area Rapid Transit District, and local jurisdictions to determine the project sponsor. One hundred million dollars ($100,000,000).\u003c/p>\n\u003cp>\u003cstrong>15. Eastridge to BART Regional Connector.\u003c/strong> Extend Santa Clara Valley Transportation Authority light rail from the Alum Rock station to the Eastridge Transit Center. The project sponsor is the Santa Clara Valley Transportation Authority. One hundred thirty million dollars ($130,000,000).\u003c/p>\n\u003cp>\u003cstrong>16. San Jose Diridon Station.\u003c/strong> Redesign, rebuild, and expand Diridon Station to more efficiently and effectively accommodate existing regional rail services, future BART and high-speed rail service, and Santa Clara Valley Transportation Authority light rail and buses. The project sponsor shall consider accommodating a future connection to Norman Y. Mineta San Jose International Airport and prioritizing non-auto access modes. The project sponsor is the Santa Clara Valley Transportation Authority. One hundred million dollars ($100,000,000).\u003c/p>\n\u003cp>\u003cstrong>17. Dumbarton Corridor Improvements.\u003c/strong> Fund planning, environmental review, design, and construction of capital improvements within Dumbarton Bridge and rail corridor in the Counties of Alameda and San Mateo to relieve congestion, increase person throughput, and offer reliable travel times. Eligible projects include, but are not limited to, the projects recommended in the Dumbarton Corridor Transportation Study and improvements to facilitate rail and transit connectivity among the Altamont Corridor Express, Capitol Corridor, and Bay Area Rapid Transit District, including a rail connection at Shinn Station. The project sponsors are the Bay Area Toll Authority, Alameda County Transportation Commission, the San Mateo County Transit District, and the San Mateo County Transportation Authority. One hundred thirty million dollars ($130,000,000).\u003c/p>\n\u003cp>\u003cstrong>18. Highway 101/State Route 92 Interchange.\u003c/strong> Fund improvements to the interchange of Highway 101 and State Route 92 in the County of San Mateo. The project is jointly sponsored by the City/County Association of Governments of San Mateo County and the San Mateo County Transportation Authority. Fifty million dollars ($50,000,000).\u003c/p>\n\u003cp>\u003cstrong>19. Contra Costa Interstate 680/State Route 4 Interchange Improvements.\u003c/strong> Fund improvements to the Interstate 680/State Route 4 interchange to improve safety and reduce congestion, including, but not limited to, a new direct connector between northbound Interstate 680 and westbound State Route 4, a new direct connector between eastbound State Route 4 and southbound Interstate 680, and widening of State Route 4 to add auxiliary lanes and high-occupancy vehicle lanes. The project sponsor is the Contra Costa Transportation Authority. Two hundred ten million dollars ($210,000,000).\u003c/p>\n\u003cp>\u003cstrong>20. U.S. 101-Marin/Sonoma Narrows.\u003c/strong> Construct northbound and southbound high-occupancy vehicle lanes on U.S. 101 between Petaluma Boulevard South in Petaluma and Atherton Avenue in Novato. The project sponsors are the Transportation Authority of Marin and the Sonoma County Transportation Authority. One hundred twenty million dollars ($120,000,000).\u003c/p>\n\u003cp>\u003cstrong>21. Solano County Interstate 80/Interstate 680/State HIghway 12 Interchange Project.\u003c/strong> Construct Red Top Road interchange and westbound Interstate 80 to southbound Interstate 680 connector. The project sponsor is the Solano Transportation Authority. One hundred fifty million dollars ($150,000,000).\u003c/p>\n\u003cp>\u003cstrong>22. Interstate 80 Westbound Truck Scales.\u003c/strong> Improve freight mobility, reliability, and safety on the Interstate 80 corridor by funding improvements to the Interstate 80 Westbound Truck Scales in the County of Solano. The project sponsor is the Solano Transportation Authority. One hundred five million dollars ($105,000,000).\u003c/p>\n\u003cp>\u003cstrong>23. State Highway 37 Improvements.\u003c/strong> Fund near-term and longer-term improvements to State Highway 37 to improve the roadway’s mobility, safety, and long-term resiliency to sea level rise and flooding. For the purposes of the environmental review and design, the project shall include the segment of State Highway 37 from the intersection in Marin County with U.S. 101 to the intersection with Interstate 80 in the County of Solano. Capital funds may used on any segment along this corridor, as determined by the project sponsors. The project is jointly sponsored by the Transportation Authority of Marin, the Napa Valley Transportation Authority, the Solano Transportation Authority, and the Sonoma County Transportation Authority. Funds for this project may be allocated to any of the project sponsors. One hundred million dollars ($100,000,000)\u003c/p>\n\u003cp>\u003cstrong>24. San Rafael Transit Center.\u003c/strong> Construct a replacement to the San Rafael (Bettini) Transit Center on an existing or new site, or both, in downtown San Rafael. The selected alternative shall be approved by the City of San Rafael, the Golden Gate Bridge, Highway and Transportation District, the Transportation Authority of Marin, and Marin Transit. The project sponsor is the Golden Gate Bridge, Highway and Transportation District. Thirty million dollars ($30,000,000).\u003c/p>\n\u003cp>\u003cstrong>25. Richmond-San Rafael Bridge Access Improvements. \u003c/strong>Fund eastbound and westbound improvements in the Richmond-San Rafael Bridge corridor, including a direct connector from northbound Highway 101 to eastbound Interstate 580, westbound access and operational improvements in the vicinity of the toll plaza east of the bridge in Contra Costa County, and Richmond Parkway interchange improvements. Of the amount allocated to this project, one hundred thirty-five million dollars ($135,000,000) shall be dedicated to the direct connector from northbound Highway 101 to eastbound Interstate 580 in Marin County and seventy-five million dollars ($75,000,000) shall be dedicated to the projects in Contra Costa County. The project sponsors are the Bay Area Toll Authority, the Contra Costa Transportation Authority, and the Transportation Authority of Marin. Two hundred ten million dollars ($210,000,000).\u003c/p>\n\u003cp>\u003cstrong>26. North Bay Transit Access Improvements. \u003c/strong>Provide funding for transit improvements, including, but not limited to, bus capital projects, including vehicles, transit facilities, and access to transit facilities, benefiting the Counties of Marin, Sonoma, Napa, Solano, and Contra Costa. Priority shall be given to projects that are fully funded, ready for construction, and serving rail transit or transit service that operates primarily on existing or fully funded high-occupancy vehicle lanes. The project sponsor is the Metropolitan Transportation Commission. Eligible applicants are any transit operator providing service in the Counties of Contra Costa, Marin, Napa, Solano, or Sonoma. One hundred million dollars ($100,000,000).\u003c/p>\n\u003cp>\u003cstrong>27. State Highway 29. \u003c/strong>Eligible project expenses include State Highway 29 major intersection improvements, including Soscol Junction, and signal and signage improvements, which may include multimodal infrastructure and safety improvements between Carneros Highway (State Highway 12/121) and American Canyon Road. The project sponsor is the Napa Valley Transportation Authority. Twenty million dollars ($20,000,000).\u003cbr>\n\u003cstrong>\u003cbr>\n28. Next-Generation Clipper Transit Fare Payment System.\u003c/strong> Provide funding to design, develop, test, implement, and transition to the next generation of Clipper, the bay area’s transit fare payment system. The next-generation system will support a universal, consistent, and seamless transit fare payment system for the riders of transit agencies in the bay area. The project sponsor is the Metropolitan Transportation Commission. Fifty million dollars ($50,000,000).\u003c/p>\n\u003cp>\u003cstrong>29. Interstate 680/Interstate 880/Route 262 Freeway Connector.\u003c/strong> Connect Interstate 680 and Interstate 880 in southern Alameda County to improve traffic movement, reduce congestion, and improve operations and safety. The project sponsor is the Alameda County Transportation Commission. Fifteen million dollars ($15,000,000).\u003c/p>\n\u003cp>\u003cstrong>30. Interstate 680/State Highway 84 Interchange Reconstruction Project.\u003c/strong> Improve safety and regional and interregional connectivity by conforming State Highway 84 to expressway standards between south of Ruby Hill Drive and the Interstate 680 interchange in southern Alameda County and implementing additional improvements to reduce weaving and merging conflicts and help address the additional traffic demand between Interstate 680 and State Highway 84. The project sponsor is Alameda County Transportation Commission. Eighty-five million dollars ($85,000,000).\u003c/p>\n\u003cp>\u003cstrong>31. Interstate 80 Transit Improvements.\u003c/strong> Fund improvements to support expanded bus service in the Interstate 80 corridor including, but not limited to, bus purchases, expansion of the WestCAT storage yard and maintenance facility. Fund implementation of the San Pablo Avenue Multi-modal Corridor (AC Transit). The project sponsor is Contra Costa Transportation Authority. Twenty-five million dollars ($25,000,000).\u003c/p>\n\u003cp>\u003cstrong>32. Byron Highway-Vasco Road Airport Connector.\u003c/strong> Fund construction of a new connector between Byron Highway and Vasco Road south of Camino Diablo Road as well as shoulder and other improvements to the Byron Highway, including a railroad grade separation, to improve safety and access to the Byron Airport and to facilitate economic development and access for goods movement in East Contra Costa County. The project sponsor is Contra Costa Transportation Authority. Ten million dollars ($10,000,000).\u003c/p>\n\u003cp>\u003cstrong>33. Vasco Road Safety Improvements.\u003c/strong> Fund the widening of lanes and construction of a concrete median barrier along 2.5 miles of Vasco Road beginning approximately three miles north of the Contra Costa/Alameda County Line. The project sponsor is Contra Costa Transportation Authority. Fifteen million dollars ($15,000,000).\u003c/p>\n\u003cp>\u003cstrong>24. East Contra Costa County Transit Intermodal Center.\u003c/strong> Fund the construction of a Transit Intermodal Center in Brentwood enhancing access to eBART and Mokelumne Bike Trail/Pedestrian Overcrossing at State Route 4. The project sponsor is Contra Costa Transportation Authority. Fifteen million dollars ($15,000,000).\u003c/p>\n\u003cp>\u003cstrong>35. Interstate 680 Transit Improvements.\u003c/strong> Fund improvements that will enhance transit service in the Interstate 680 corridor, including, but not limited to, implementing bus operations on shoulder (BOS), technology-based intermodal transit centers/managed parking lots and development of technology to enhance real-time travel information. Fund implementation of Shared Autonomous Vehicles (SAVs) to improve first and last mile transit connectivity. The project sponsor is Contra Costa Transportation Authority. Ten million dollars ($10,000,000).\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>36. Transit Operating Support:\u003c/strong> The measure provides up to $60 million a year to support the operations of future regional express buses, the new Transbay Transit Center and expansions of of the Water Emergency Transportation Authorities ferries. WETA, which operates the San Francisco Bay Ferry system, would get the lion's share of that money -- as much as $40 million in operating support in coming years. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Legislature Rejects Later Start Time for California Middle and High Schoolers",
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"headTitle": "Legislature Rejects Later Start Time for California Middle and High Schoolers | KQED",
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"content": "\u003cp>We’ve reached the home stretch of the legislative year at the state Capitol, with hours left until tonight’s midnight deadline to pass bills.\u003c/p>\n\u003cp>That means hallways packed with fretting lobbyists, hundreds of rapid-fire votes and late-night debates on the Senate and Assembly floor.\u003c/p>\n\u003cp>We’ve been updating this post throughout the week as bills are passed, killed or changed.\u003c/p>\n\u003cp>\u003cstrong>Update, 11:40 a.m. Friday: No Later Start Time for Middle and High Schoolers\u003c/strong>\u003c/p>\n\u003cp>Moments after passing a series of landmark housing bills, the State Assembly threw cold water on a measure that would given given middle and high schoolers a little more sleep, by pushing back school start times in California to at least 8:30 a.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Senate Bill 328 was defeated Thursday night on a 26-29 vote. \u003c/p>\n\u003cp>Studies have found that adolescents \u003ca href=\"https://ww2.kqed.org/lowdown/2017/08/24/should-school-start-later-with-lesson-plan/\">require more sleep\u003c/a> as they develop, but the idea of a single, state-mandated start time drew bipartisan opposition.\u003c/p>\n\u003cp>“Each local district should be able to incorporate what are the local pressures on young people’s schedules,” said Assemblyman Matthew Harper (R-Huntington Beach).\u003c/p>\n\u003cp>The average high school start time in the state is currently 8:07 a.m. SB 328, carried by Sen. Anthony Portantino (D-Pasadena), would have enacted the \u003ca href=\"https://ww2.kqed.org/forum/2017/08/07/bill-for-late-school-start-passes-senate-heads-to-assembly/\">first such statewide start time\u003c/a> in the country, beginning in 2020.\u003c/p>\n\u003cp>[contextly_sidebar id=”4LSMzH9HV5TSmVBXP8vkWqXiRYKps5td”]\u003c/p>\n\u003cp>During a lengthy floor debate in the Assembly, members with experience on local school boards argued that the bill would create a logjam of early morning school bus pickups, and inconvenience parents who need to get to work.\u003c/p>\n\u003cp>Supporters of the measure said the focus should be squarely on the kids who need the sleep, not parents or administrators.\u003c/p>\n\u003cp>“We need to make sure that we’re really thinking about what’s beneficial for our children,” said Assemblywoman Shirley Weber (D-San Diego).\u003c/p>\n\u003cp>Weber said leaving the decision to districts would be fruitless, as individual school boards would have to contend with angry parents and the difficulty of synchronizing extracurricular activities with neighboring schools that remained on a different schedule.\u003c/p>\n\u003cp>\u003cstrong>Update, 10:15 a.m. Friday: Bridge Toll Measure Would Raise Billions for Bay Area Transportation; Passes Over Objections from East Bay Legislators\u003c/strong>\u003c/p>\n\u003cp>If you live in the Bay Area, you’ll be hearing a lot about \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201720180SB595\" target=\"_blank\" rel=\"noopener noreferrer\">Senate Bill 595\u003c/a> over the next year or so. The bill by state Sen. Jim Beall, D-Campbell, won final Senate passage Thursday and now awaits the governor’s signature.\u003c/p>\n\u003cp>SB 595 provides for a vote in the nine Bay Area counties next year to raise tolls on the region’s state-owned bridges — that’s all of them, except the Golden Gate — by as much as $3. If the Bay Area Toll Authority, the agency that oversees the bridges, seeks that maximum $3 increase, tolls on the bridges would be $8 to $9. (We still wouldn’t be in Verrazano-Narrows Bridge territory, though; the cash toll on the span between Brooklyn and Staten Island rose to $17 earlier this year.)\u003c/p>\n\u003cp>The higher tolls would raise something like $375 million a year, according to \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=201720180SB595#\" target=\"_blank\" rel=\"noopener noreferrer\">the latest legislative analysis\u003c/a>, and pay for nearly three dozen transit and highway projects totaling $4.45 billion.\u003c/p>\n\u003cfigure id=\"attachment_11617220\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/TollPlaza-800x460.jpg\" alt=\"Traffic backs up at the Bay Bridge toll plaza.\" width=\"800\" height=\"460\" class=\"size-medium wp-image-11617220\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-800x460.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-160x92.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-1020x587.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-1180x679.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-960x553.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-240x138.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-375x216.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-520x299.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Traffic backs up at the Bay Bridge toll plaza. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART would get $500 million to help pay for its expanded fleet of new-generation rail cars, and $50 million for preliminary design and engineering work on a second transbay crossing. The Santa Clara Valley Transportation Authority would get $375 million, part of what it needs to build a planned BART extension to downtown San Jose. Some $325 million would go to a long-dreamed-of Caltrain extension from San Francisco’s far-South of Market to downtown. The Bay Area’s Water Emergency Transportation Authority would get $300 to pay for new boats and dock facilities.\u003c/p>\n\u003cp>On the highway side, $300 million in toll proceeds would go to building new paid express lanes on Bay Area freeways, and another $1.1 billion would go to rebuilding interchanges and improving the most heavily traveled highway corridors.\u003c/p>\n\u003cp>Another major feature: In a provision put forward by longtime BART critic Sen. Steve Glazer, D-Orinda, the measure creates a new inspector general position that would have sweeping authority to watch over the agency’s finances and performance.\u003c/p>\n\u003cp>A long list of local officials, unions, business and urban planning groups supported SB 595 as crucial for dealing with current and future transportation challenges in the Bay Area.\u003c/p>\n\u003cp>“This bill gives the Bay Area the bold plan it needs for the future,’’ Sen. Beall, the bill’s sponsor, said in a statement after the proposal finally made it through the Assembly on Wednesday. He added that the measure is especially important in Silicon Valley.\u003c/p>\n\u003cp>“On weekdays, an average of 602,000 vehicles enter and exit the Bay Area,” Beall said. “With the expansion of tech firms, such as Google and Apple, those numbers will grow. Let’s take action now to curb traffic before it becomes worse.”\u003c/p>\n\u003cp>So, what’s not to like in this picture?\u003c/p>\n\u003cp>Several Contra Costa County legislators — Assemblymember Tim Grayson and Congressman Mark DeSaulnier among them — opposed SB 595, saying that it’s 1) a regressive tax and 2) a ripoff for the residents of the East Bay.\u003c/p>\n\u003cp>Their main argument — both \u003ca href=\"http://www.eastbaytimes.com/2017/09/01/desaulnier-bridge-toll-plan-fails-east-bay-commuters-miserably/\" target=\"_blank\" rel=\"noopener noreferrer\">DeSaulnier\u003c/a> and \u003ca href=\"http://www.eastbaytimes.com/2017/09/07/opinion-toll-increases-are-not-the-answer-we-deserve/\" target=\"_blank\" rel=\"noopener noreferrer\">Grayson\u003c/a> penned op-ed pieces for the East Bay Times — is that residents of Alameda and Contra Costa counties will pay significantly more in increased tolls than their communities will get back in benefits.\u003c/p>\n\u003cp>Grayson said after SB 595 passed the Assembly that while he understood the need for infrastructure upgrades in the Bay Area, “there is a fundamental lack of equity in this proposal. … East Bay commuters deserve a better and far more just measure.”\u003c/p>\n\u003cp>DeSaulnier, who has vowed to fight the toll increase when it appears on the ballot, said he feels the long shopping list of projects in SB 595 is the result of what he termed a politically driven planning process on the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>“It’s frustrating that such an innovative area is so backward when it comes to transportation,” DeSaulnier said.\u003c/p>\n\u003cp>\u003cb>Update, 8 p.m. Thursday, Sept. 14: Bill to Seal Court Records of the Unconvicted\u003c/b>\u003c/p>\n\u003cp>A bill that could help thousands of Californians overcome a persistent obstacle to getting a job or housing is heading to Governor Jerry Brown’s desk.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB393\">SB 393\u003c/a> aims to address problems faced by people\u003c/span> \u003cspan style=\"font-weight: 400\">who were arrested but not \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">convicted\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> of a crime, yet still find that potential employers, landlords and others have access to their court records.\u003c/span>\u003c/p>\n\u003cp>Under Senate Bill 393, the so-called California Arrest Record Equity (CARE) Act, most of these people will be able to file a petition asking the court to seal their records.\u003c/p>\n\u003cp>The bill was sponsored by San Francisco District Attorney George Gascon. The measure’s author, Sen. Ricardo Lara, D-Los Angeles, says people who were not convicted deserve a chance to live life free from the stigma of prior arrests.\u003c/p>\n\u003cp>“This now creates a clear uniform process to allow the judge to finally once and for all seal this record so that people can move on with their lives and not be trapped in this paper jail,” Lara said.\u003c/p>\n\u003cp>SB 393 is one of several criminal justice bills heading to the governor’s desk this session.\u003c/p>\n\u003cp>\u003cb>Update, Noon Thursday, Sept. 14: Bill to House Homeless Medi-Cal Recipients Heads to the Governor\u003c/b>\u003c/p>\n\u003cp>As the state Legislature considers a number of high-profile bills to address the state’s affordable housing crisis, a measure to help house chronically homeless Californians is heading to the governor’s desk.\u003c/p>\n\u003cp>Assembly Bill 74, from San Francisco Assemblyman David Chiu, would provide rental assistance to homeless Medi-Cal recipients. It passed out of the state Assembly on Wednesday on a 60-18 vote.\u003c/p>\n\u003cp>“California is home to 20 percent of the nation’s homeless population and one-third of the nation’s chronically homeless population,” Chiu said in a statement. “We need to bring significant and innovative solutions to address this crisis.”\u003c/p>\n\u003cp>The legislation takes a ‘housing first’ approach, with the idea that permanent housing will \u003ca href=\"https://ww2.kqed.org/news/2017/07/03/california-taps-health-care-money-to-pay-for-homeless-services/\">provide a stable setting\u003c/a> where homeless Californians can access medical and supportive services.\u003c/p>\n\u003cp>[contextly_sidebar id=”gKvrpDsnMiCODbIy8Ktt5uGTsE2VVWaJ”]\u003c/p>\n\u003cp>The bill initially sought to use state general fund money to pay for the rental assistance, but that Assembly proposal didn’t survive negotiations with the governor and Senate.\u003c/p>\n\u003cp>Instead, funding in the bill will come from the federal Housing Trust Fund program, which could place the initiative on shakier ground.\u003c/p>\n\u003cp>The Housing Trust Fund sent $10.1 million to California last year, but the Trump administration has proposed \u003ca href=\"https://portal.hud.gov/hudportal/documents/huddoc?id=SOHUDtestFY18Budget_House.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">eliminating the program\u003c/a> from the Housing and Urban Development Department budget.\u003c/p>\n\u003cp>Still, advocates remained optimistic that the bill will promote the cooperation between housing and health care agencies that they believe will benefit homeless residents.\u003c/p>\n\u003cp>“Having a home of their own will provide the stability they need to pursue regular, preventive and effective care and that means healthier people and lower costs,” said Sharon Rapport, Associate Director at the Corporation for Supportive Housing, in a statement.\u003c/p>\n\u003cp>\u003cstrong>Update, 5 p.m. Wednesday: Landmark Prescription Drug Measure Heads to Governor’s Desk\u003c/strong>\u003c/p>\n\u003cp>A bill to increase transparency on prescription drugs passed out of the Senate over the strong objections of the pharmaceutical industry and now heads to Gov. Jerry Brown.\u003c/p>\n\u003cp>If Brown signs Senate Bill 17, it will require drug makers to give advance notice before they raise prices and force health plans to report how much they spend on prescription drugs.\u003c/p>\n\u003cp>It was Sen. Ed Hernandez’s \u003ca href=\"https://ww2.kqed.org/stateofhealth/2017/04/07/california-presses-forward-in-fight-to-regulate-pharma/\">second run at the issue\u003c/a>; a similar measure was changed so dramatically in the Assembly last year that Hernandez abandoned his own bill.\u003c/p>\n\u003cp>But this year, on the heels of public outrage over soaring drug prices — including the EpiPen — the powerful drug lobby was unable to stall the bill.\u003c/p>\n\u003cp>“Honestly, I think the biggest difference [this year] is the consumer is concerned about the costs of prescription drugs and they’re telling their elected officials,” Hernandez said shortly after the bill cleared the Senate floor.\u003c/p>\n\u003cfigure id=\"attachment_11616926\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11616926\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/EdHernandez-800x533.jpg\" alt=\"State Sen. Ed Hernandez\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Ed Hernandez \u003ccite>(Bert Johnson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pharmaceutical industry representatives said the bill will do nothing to drive down prices and accused Hernandez of making false promises. His response?\u003c/p>\n\u003cp>“Well, if it’s not going to do anything to impact drug prices, why do they fight so hard against it?” Hernandez said.\u003c/p>\n\u003cp>He said having an even better sense of how drug prices are impacting healthcare costs could put pressure on the market. And, he’s hopeful that California’s lead could help consumers in other states as well.\u003c/p>\n\u003cp>“I hope it spreads to the federal government,” Hernandez said, but he added that even if Congress doesn’t act, “I think this is going to make a national impact because California, being such a big market, it will send shock waves throughout the country.”\u003c/p>\n\u003cp>\u003cb>Update, 3:45 p.m. Wednesday: Bills to Expand ID Options for Nonbinary Californians Pass Assembly\u003c/b>\u003c/p>\n\u003cp>A pair of bills aiming to make life easier for Californians who identify as neither male or female sailed to passage in the state Assembly.\u003c/p>\n\u003cp>Senate Bill 179 would allow Californians to have a \u003ca href=\"https://ww2.kqed.org/forum/2017/05/30/california-bill-would-recognize-a-nonbinary-third-gender/\">“nonbinary” designation\u003c/a> displayed on state identifications like drivers licenses and birth certificates.\u003c/p>\n\u003cp>California joins Oregon as the only states to allow this third gender on drivers licenses.\u003c/p>\n\u003cp>[contextly_sidebar id=”v6pa7MbBBfa209nJ9xgb7fnl4pCXofZP”]\u003c/p>\n\u003cp>“We want to keep California on the leading edge when it comes to the LGBTQ rights movement,” said Assemblyman Todd Gloria, D-San Diego.\u003c/p>\n\u003cp>Supporters said the option will help transgender and nonbinary residents avoid delay and harassment when using their identification on a daily basis.\u003c/p>\n\u003cp>The measure was opposed by conservative groups like the \u003ca href=\"http://www.californiafamily.org/2017/bill-to-make-gender-a-personal-choice-in-hearing-tomorrow/\">California Family Council\u003c/a>, which argued that gender is a medical fact, not a choice. Only Democrats supported the legislation.\u003c/p>\n\u003cp>The Assembly later passed a separate bill, also by San Diego Senator Toni Atkins, that will make it easier for California prisoners to change their name and gender while incarcerated.\u003c/p>\n\u003cp>Both bills head back to the Senate for a final concurrence vote.\u003c/p>\n\u003cp>\u003cstrong>Update, 9:15 p.m. Tuesday: Senate Rejects Safe Injection Sites\u003c/strong>\u003c/p>\n\u003cp>The state Senate voted down \u003ca href=\"https://ww2.kqed.org/news/2017/07/27/spurred-by-drug-deaths-legislature-advances-idea-of-supervised-injection-sites/\" target=\"_blank\" rel=\"noopener noreferrer\">legislation\u003c/a> that would have allowed cities and counties to create “safe-consumption sites” for drug users, in an effort to address the state’s \u003ca href=\"https://ww2.kqed.org/news/2017/08/18/the-california-report-1262/\">opioid epidemic\u003c/a>.\u003c/p>\n\u003cp>The first-in-the-nation idea was modeled after a program in Vancouver, where users of drugs such as heroin can shoot up under the supervision of trained staff in a designated facility.\u003c/p>\n\u003cp>The goal of Assembly Bill 186 was to connect users in the “consumption sites” to medical treatment and other social services, while making sure they are not overdosing.\u003c/p>\n\u003cfigure id=\"attachment_11616737\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11616737\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-800x694.jpg\" alt=\"Assemblywoman Susan Eggman, the Stockton Democrat who carried the bill, once worked as a drug treatment counselor.\" width=\"800\" height=\"694\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-160x139.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-240x208.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-375x325.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-520x451.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Assemblywoman Susan Eggman, the Stockton Democrat who carried the bill, once worked as a drug treatment counselor. \u003ccite>(Steve Yeater/CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To opponents, the measure was little more than a step toward supporting illegal drug use.\u003c/p>\n\u003cp>“Why are we condoning the illegal drug use of heroin, which leads to other opiate addiction problems?” asked Jeff Stone R-Temecula.\u003c/p>\n\u003cp>The bill, which is expected to be taken up on a reconsideration vote later this week, would have allowed local governments in Alameda, Humboldt, Los Angeles, Mendocino, San Francisco and San Joaquin counties to establish four-year trial runs of the consumption sites.\u003c/p>\n\u003cp>Senators in both parties criticized that provision for not weighing the desires of the local governments chosen in the bill.\u003c/p>\n\u003cp>[contextly_sidebar id=”dQckkjvpUAAxKQQWV0ZBHrmPRTf4L2rt”]\u003c/p>\n\u003cp>North Coast Democrat Mike McGuire said Humboldt County was not consulted before they were included in the project.\u003c/p>\n\u003cp>Lawmakers in Fresno also \u003ca href=\"http://www.fresnobee.com/news/local/article165602407.html\">chafed at the idea\u003c/a>, leading to the county being removed from the list of potential pilot sites.\u003c/p>\n\u003cp>In 2015, 4,000 people in the state ended up in the emergency room because of an opiate overdose.\u003c/p>\n\u003cp>“The approach we’ve been using, it’s a failure,” said Scott Wiener, D-San Francisco. “Why wouldn’t we want to try new things?”\u003c/p>\n\u003cp>\u003cstrong>Update, 7 p.m. Tuesday: Effort to Lower Voting Age Fails in Assembly\u003c/strong>\u003c/p>\n\u003cp>A proposal to lower California’s voting age from 18 to 17-years-old failed to pass on the Assembly floor.\u003c/p>\n\u003cp>Assembly Constitutional Amendment 10, from Assemblyman Evan Low (D-Campbell), did not receive the two-thirds vote it needed to advance towards a future statewide ballot.\u003c/p>\n\u003cp>California would have become the first state in the country to allow 17-year-olds to vote.\u003c/p>\n\u003cp>“This is a bold idea,” said Low. “But bold ideas are required to make significant change.”\u003c/p>\n\u003cfigure id=\"attachment_11616741\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11616741\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/VotingBooths-800x503.jpg\" alt=\"A voter casts her ballot at a polling station in Pasadena in 2014.\" width=\"800\" height=\"503\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-800x503.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-160x101.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-1020x641.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-1180x742.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-960x604.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-240x151.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-375x236.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-520x327.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A voter casts her ballot at a polling station in Pasadena in 2014. \u003ccite>(FREDERIC J. BROWN/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proponents of ACA 10 argued that high school seniors are well-positioned to take on the responsibility of voting. Many are enrolled in history or civics classes, and unlike some college freshmen, they don’t have to vote as absentees from other states.\u003c/p>\n\u003cp>Critics pointed out that California has already settled on 18 as an age of responsibility for other thresholds, such as getting married and entering into contracts.\u003c/p>\n\u003cp>“This schizophrenic lawmaking does not make any sense,” said Assemblyman Matthew Harper (R-Huntington Beach).\u003c/p>\n\u003cp>A lengthy floor debate on the idea saw several members call on personal experience to inform their decision on the measure.\u003c/p>\n\u003cp>Assemblywoman Melissa Melendez (R-Lake Elsinore) indicated that the thought of her own 17-year-old child was enough to make her vote against the bill.\u003c/p>\n\u003cp>Lorena Gonzalez Fletcher said Melendez doesn’t speak for all mothers in the Assembly.\u003c/p>\n\u003cp>“I’ve had a 17-year-old who, unlike other people on this floor, I actually would very much trust to vote,” she responded.\u003c/p>\n\u003cp>Low’s office says he plans to bring the measure back on a reconsideration vote later this week.\u003c/p>\n\u003cp>\u003cstrong>Update, 2 p.m., Tuesday: Assembly OKs Parental Leave Law Extension\u003c/strong>\u003c/p>\n\u003cp>The State Assembly has passed legislation to expand parental leave law to cover California businesses with between 20 and 50 employees. Other states including New York, Oregon and Washington have protections similar to \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB63\" target=\"_blank\" rel=\"noopener noreferrer\">Senate Bill 63\u003c/a>, which guarantees a worker’s employment upon return from leave but does not provide pay.\u003c/p>\n\u003cp>“Moms are only trying to bring their baby into the world and stay home for a certain amount of time,” said Assemblywoman Lorena Gonzalez Fletcher, D-San Diego. “We need to catch up to the rest of the nation.”\u003c/p>\n\u003cp>The measure passed on a 45-12 vote, with five Republicans voting in favor.\u003c/p>\n\u003cp>An earlier version of SB 63 \u003ca href=\"https://ww2.kqed.org/news/2017/05/30/california-senate-votes-to-expand-parental-leave-law/\" target=\"_blank\" rel=\"noopener noreferrer\">passed the state Senate in May\u003c/a>.\u003c/p>\n\u003cp>[contextly_sidebar id=”D84HNq0BgcFHEEzwTMVosYmZQHzHByLP”]\u003c/p>\n\u003cp>Last year, Santa Barbara Sen. Hannah-Beth Jackson pushed for a similar expansion of the state’s current law, which only applies to businesses with more than 50 employees.\u003c/p>\n\u003cp>That bill was vetoed by Gov. Jerry Brown, who was concerned that small businesses couldn’t afford to defend potential lawsuits brought by workers who could claim that they were not given proper pay or returned to a similar position.\u003c/p>\n\u003cp>Negotiations with the governor’s office this year resulted in the creation of a proposed mediation pilot program, in which disputes can be heard before they end up in court.\u003c/p>\n\u003cp>That amendment — added to the bill last week — was not enough to stave off opposition from the measure’s most powerful opponent.\u003c/p>\n\u003cp>The \u003ca href=\"http://blob.capitoltrack.com/17blobs/8f89c461-defa-4c50-8d28-b6858546bf3d\" target=\"_blank\" rel=\"noopener noreferrer\">California Chamber of Commerce\u003c/a> says the mediation program is toothless, because an employee has the option of terminating the process and heading straight to court.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>The bill now heads \u003ca href=\"https://ww2.kqed.org/news/2017/05/30/california-senate-votes-to-expand-parental-leave-law/\" target=\"_blank\" rel=\"noopener noreferrer\">back to the State Senate\u003c/a> for a final concurrence vote.\u003c/p>\n\n",
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"excerpt": "Senate Bill 328 would have pushed back school start times to 8:30 a.m., but raised concerns about removing local control.",
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"title": "Legislature Rejects Later Start Time for California Middle and High Schoolers | KQED",
"description": "Senate Bill 328 would have pushed back school start times to 8:30 a.m., but raised concerns about removing local control.",
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"headline": "Legislature Rejects Later Start Time for California Middle and High Schoolers",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>We’ve reached the home stretch of the legislative year at the state Capitol, with hours left until tonight’s midnight deadline to pass bills.\u003c/p>\n\u003cp>That means hallways packed with fretting lobbyists, hundreds of rapid-fire votes and late-night debates on the Senate and Assembly floor.\u003c/p>\n\u003cp>We’ve been updating this post throughout the week as bills are passed, killed or changed.\u003c/p>\n\u003cp>\u003cstrong>Update, 11:40 a.m. Friday: No Later Start Time for Middle and High Schoolers\u003c/strong>\u003c/p>\n\u003cp>Moments after passing a series of landmark housing bills, the State Assembly threw cold water on a measure that would given given middle and high schoolers a little more sleep, by pushing back school start times in California to at least 8:30 a.m.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Senate Bill 328 was defeated Thursday night on a 26-29 vote. \u003c/p>\n\u003cp>Studies have found that adolescents \u003ca href=\"https://ww2.kqed.org/lowdown/2017/08/24/should-school-start-later-with-lesson-plan/\">require more sleep\u003c/a> as they develop, but the idea of a single, state-mandated start time drew bipartisan opposition.\u003c/p>\n\u003cp>“Each local district should be able to incorporate what are the local pressures on young people’s schedules,” said Assemblyman Matthew Harper (R-Huntington Beach).\u003c/p>\n\u003cp>The average high school start time in the state is currently 8:07 a.m. SB 328, carried by Sen. Anthony Portantino (D-Pasadena), would have enacted the \u003ca href=\"https://ww2.kqed.org/forum/2017/08/07/bill-for-late-school-start-passes-senate-heads-to-assembly/\">first such statewide start time\u003c/a> in the country, beginning in 2020.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>During a lengthy floor debate in the Assembly, members with experience on local school boards argued that the bill would create a logjam of early morning school bus pickups, and inconvenience parents who need to get to work.\u003c/p>\n\u003cp>Supporters of the measure said the focus should be squarely on the kids who need the sleep, not parents or administrators.\u003c/p>\n\u003cp>“We need to make sure that we’re really thinking about what’s beneficial for our children,” said Assemblywoman Shirley Weber (D-San Diego).\u003c/p>\n\u003cp>Weber said leaving the decision to districts would be fruitless, as individual school boards would have to contend with angry parents and the difficulty of synchronizing extracurricular activities with neighboring schools that remained on a different schedule.\u003c/p>\n\u003cp>\u003cstrong>Update, 10:15 a.m. Friday: Bridge Toll Measure Would Raise Billions for Bay Area Transportation; Passes Over Objections from East Bay Legislators\u003c/strong>\u003c/p>\n\u003cp>If you live in the Bay Area, you’ll be hearing a lot about \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201720180SB595\" target=\"_blank\" rel=\"noopener noreferrer\">Senate Bill 595\u003c/a> over the next year or so. The bill by state Sen. Jim Beall, D-Campbell, won final Senate passage Thursday and now awaits the governor’s signature.\u003c/p>\n\u003cp>SB 595 provides for a vote in the nine Bay Area counties next year to raise tolls on the region’s state-owned bridges — that’s all of them, except the Golden Gate — by as much as $3. If the Bay Area Toll Authority, the agency that oversees the bridges, seeks that maximum $3 increase, tolls on the bridges would be $8 to $9. (We still wouldn’t be in Verrazano-Narrows Bridge territory, though; the cash toll on the span between Brooklyn and Staten Island rose to $17 earlier this year.)\u003c/p>\n\u003cp>The higher tolls would raise something like $375 million a year, according to \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=201720180SB595#\" target=\"_blank\" rel=\"noopener noreferrer\">the latest legislative analysis\u003c/a>, and pay for nearly three dozen transit and highway projects totaling $4.45 billion.\u003c/p>\n\u003cfigure id=\"attachment_11617220\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/TollPlaza-800x460.jpg\" alt=\"Traffic backs up at the Bay Bridge toll plaza.\" width=\"800\" height=\"460\" class=\"size-medium wp-image-11617220\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-800x460.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-160x92.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-1020x587.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-1180x679.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-960x553.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-240x138.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-375x216.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/TollPlaza-520x299.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Traffic backs up at the Bay Bridge toll plaza. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART would get $500 million to help pay for its expanded fleet of new-generation rail cars, and $50 million for preliminary design and engineering work on a second transbay crossing. The Santa Clara Valley Transportation Authority would get $375 million, part of what it needs to build a planned BART extension to downtown San Jose. Some $325 million would go to a long-dreamed-of Caltrain extension from San Francisco’s far-South of Market to downtown. The Bay Area’s Water Emergency Transportation Authority would get $300 to pay for new boats and dock facilities.\u003c/p>\n\u003cp>On the highway side, $300 million in toll proceeds would go to building new paid express lanes on Bay Area freeways, and another $1.1 billion would go to rebuilding interchanges and improving the most heavily traveled highway corridors.\u003c/p>\n\u003cp>Another major feature: In a provision put forward by longtime BART critic Sen. Steve Glazer, D-Orinda, the measure creates a new inspector general position that would have sweeping authority to watch over the agency’s finances and performance.\u003c/p>\n\u003cp>A long list of local officials, unions, business and urban planning groups supported SB 595 as crucial for dealing with current and future transportation challenges in the Bay Area.\u003c/p>\n\u003cp>“This bill gives the Bay Area the bold plan it needs for the future,’’ Sen. Beall, the bill’s sponsor, said in a statement after the proposal finally made it through the Assembly on Wednesday. He added that the measure is especially important in Silicon Valley.\u003c/p>\n\u003cp>“On weekdays, an average of 602,000 vehicles enter and exit the Bay Area,” Beall said. “With the expansion of tech firms, such as Google and Apple, those numbers will grow. Let’s take action now to curb traffic before it becomes worse.”\u003c/p>\n\u003cp>So, what’s not to like in this picture?\u003c/p>\n\u003cp>Several Contra Costa County legislators — Assemblymember Tim Grayson and Congressman Mark DeSaulnier among them — opposed SB 595, saying that it’s 1) a regressive tax and 2) a ripoff for the residents of the East Bay.\u003c/p>\n\u003cp>Their main argument — both \u003ca href=\"http://www.eastbaytimes.com/2017/09/01/desaulnier-bridge-toll-plan-fails-east-bay-commuters-miserably/\" target=\"_blank\" rel=\"noopener noreferrer\">DeSaulnier\u003c/a> and \u003ca href=\"http://www.eastbaytimes.com/2017/09/07/opinion-toll-increases-are-not-the-answer-we-deserve/\" target=\"_blank\" rel=\"noopener noreferrer\">Grayson\u003c/a> penned op-ed pieces for the East Bay Times — is that residents of Alameda and Contra Costa counties will pay significantly more in increased tolls than their communities will get back in benefits.\u003c/p>\n\u003cp>Grayson said after SB 595 passed the Assembly that while he understood the need for infrastructure upgrades in the Bay Area, “there is a fundamental lack of equity in this proposal. … East Bay commuters deserve a better and far more just measure.”\u003c/p>\n\u003cp>DeSaulnier, who has vowed to fight the toll increase when it appears on the ballot, said he feels the long shopping list of projects in SB 595 is the result of what he termed a politically driven planning process on the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>“It’s frustrating that such an innovative area is so backward when it comes to transportation,” DeSaulnier said.\u003c/p>\n\u003cp>\u003cb>Update, 8 p.m. Thursday, Sept. 14: Bill to Seal Court Records of the Unconvicted\u003c/b>\u003c/p>\n\u003cp>A bill that could help thousands of Californians overcome a persistent obstacle to getting a job or housing is heading to Governor Jerry Brown’s desk.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB393\">SB 393\u003c/a> aims to address problems faced by people\u003c/span> \u003cspan style=\"font-weight: 400\">who were arrested but not \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">convicted\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> of a crime, yet still find that potential employers, landlords and others have access to their court records.\u003c/span>\u003c/p>\n\u003cp>Under Senate Bill 393, the so-called California Arrest Record Equity (CARE) Act, most of these people will be able to file a petition asking the court to seal their records.\u003c/p>\n\u003cp>The bill was sponsored by San Francisco District Attorney George Gascon. The measure’s author, Sen. Ricardo Lara, D-Los Angeles, says people who were not convicted deserve a chance to live life free from the stigma of prior arrests.\u003c/p>\n\u003cp>“This now creates a clear uniform process to allow the judge to finally once and for all seal this record so that people can move on with their lives and not be trapped in this paper jail,” Lara said.\u003c/p>\n\u003cp>SB 393 is one of several criminal justice bills heading to the governor’s desk this session.\u003c/p>\n\u003cp>\u003cb>Update, Noon Thursday, Sept. 14: Bill to House Homeless Medi-Cal Recipients Heads to the Governor\u003c/b>\u003c/p>\n\u003cp>As the state Legislature considers a number of high-profile bills to address the state’s affordable housing crisis, a measure to help house chronically homeless Californians is heading to the governor’s desk.\u003c/p>\n\u003cp>Assembly Bill 74, from San Francisco Assemblyman David Chiu, would provide rental assistance to homeless Medi-Cal recipients. It passed out of the state Assembly on Wednesday on a 60-18 vote.\u003c/p>\n\u003cp>“California is home to 20 percent of the nation’s homeless population and one-third of the nation’s chronically homeless population,” Chiu said in a statement. “We need to bring significant and innovative solutions to address this crisis.”\u003c/p>\n\u003cp>The legislation takes a ‘housing first’ approach, with the idea that permanent housing will \u003ca href=\"https://ww2.kqed.org/news/2017/07/03/california-taps-health-care-money-to-pay-for-homeless-services/\">provide a stable setting\u003c/a> where homeless Californians can access medical and supportive services.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The bill initially sought to use state general fund money to pay for the rental assistance, but that Assembly proposal didn’t survive negotiations with the governor and Senate.\u003c/p>\n\u003cp>Instead, funding in the bill will come from the federal Housing Trust Fund program, which could place the initiative on shakier ground.\u003c/p>\n\u003cp>The Housing Trust Fund sent $10.1 million to California last year, but the Trump administration has proposed \u003ca href=\"https://portal.hud.gov/hudportal/documents/huddoc?id=SOHUDtestFY18Budget_House.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">eliminating the program\u003c/a> from the Housing and Urban Development Department budget.\u003c/p>\n\u003cp>Still, advocates remained optimistic that the bill will promote the cooperation between housing and health care agencies that they believe will benefit homeless residents.\u003c/p>\n\u003cp>“Having a home of their own will provide the stability they need to pursue regular, preventive and effective care and that means healthier people and lower costs,” said Sharon Rapport, Associate Director at the Corporation for Supportive Housing, in a statement.\u003c/p>\n\u003cp>\u003cstrong>Update, 5 p.m. Wednesday: Landmark Prescription Drug Measure Heads to Governor’s Desk\u003c/strong>\u003c/p>\n\u003cp>A bill to increase transparency on prescription drugs passed out of the Senate over the strong objections of the pharmaceutical industry and now heads to Gov. Jerry Brown.\u003c/p>\n\u003cp>If Brown signs Senate Bill 17, it will require drug makers to give advance notice before they raise prices and force health plans to report how much they spend on prescription drugs.\u003c/p>\n\u003cp>It was Sen. Ed Hernandez’s \u003ca href=\"https://ww2.kqed.org/stateofhealth/2017/04/07/california-presses-forward-in-fight-to-regulate-pharma/\">second run at the issue\u003c/a>; a similar measure was changed so dramatically in the Assembly last year that Hernandez abandoned his own bill.\u003c/p>\n\u003cp>But this year, on the heels of public outrage over soaring drug prices — including the EpiPen — the powerful drug lobby was unable to stall the bill.\u003c/p>\n\u003cp>“Honestly, I think the biggest difference [this year] is the consumer is concerned about the costs of prescription drugs and they’re telling their elected officials,” Hernandez said shortly after the bill cleared the Senate floor.\u003c/p>\n\u003cfigure id=\"attachment_11616926\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11616926\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/EdHernandez-800x533.jpg\" alt=\"State Sen. Ed Hernandez\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/EdHernandez-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Ed Hernandez \u003ccite>(Bert Johnson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pharmaceutical industry representatives said the bill will do nothing to drive down prices and accused Hernandez of making false promises. His response?\u003c/p>\n\u003cp>“Well, if it’s not going to do anything to impact drug prices, why do they fight so hard against it?” Hernandez said.\u003c/p>\n\u003cp>He said having an even better sense of how drug prices are impacting healthcare costs could put pressure on the market. And, he’s hopeful that California’s lead could help consumers in other states as well.\u003c/p>\n\u003cp>“I hope it spreads to the federal government,” Hernandez said, but he added that even if Congress doesn’t act, “I think this is going to make a national impact because California, being such a big market, it will send shock waves throughout the country.”\u003c/p>\n\u003cp>\u003cb>Update, 3:45 p.m. Wednesday: Bills to Expand ID Options for Nonbinary Californians Pass Assembly\u003c/b>\u003c/p>\n\u003cp>A pair of bills aiming to make life easier for Californians who identify as neither male or female sailed to passage in the state Assembly.\u003c/p>\n\u003cp>Senate Bill 179 would allow Californians to have a \u003ca href=\"https://ww2.kqed.org/forum/2017/05/30/california-bill-would-recognize-a-nonbinary-third-gender/\">“nonbinary” designation\u003c/a> displayed on state identifications like drivers licenses and birth certificates.\u003c/p>\n\u003cp>California joins Oregon as the only states to allow this third gender on drivers licenses.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“We want to keep California on the leading edge when it comes to the LGBTQ rights movement,” said Assemblyman Todd Gloria, D-San Diego.\u003c/p>\n\u003cp>Supporters said the option will help transgender and nonbinary residents avoid delay and harassment when using their identification on a daily basis.\u003c/p>\n\u003cp>The measure was opposed by conservative groups like the \u003ca href=\"http://www.californiafamily.org/2017/bill-to-make-gender-a-personal-choice-in-hearing-tomorrow/\">California Family Council\u003c/a>, which argued that gender is a medical fact, not a choice. Only Democrats supported the legislation.\u003c/p>\n\u003cp>The Assembly later passed a separate bill, also by San Diego Senator Toni Atkins, that will make it easier for California prisoners to change their name and gender while incarcerated.\u003c/p>\n\u003cp>Both bills head back to the Senate for a final concurrence vote.\u003c/p>\n\u003cp>\u003cstrong>Update, 9:15 p.m. Tuesday: Senate Rejects Safe Injection Sites\u003c/strong>\u003c/p>\n\u003cp>The state Senate voted down \u003ca href=\"https://ww2.kqed.org/news/2017/07/27/spurred-by-drug-deaths-legislature-advances-idea-of-supervised-injection-sites/\" target=\"_blank\" rel=\"noopener noreferrer\">legislation\u003c/a> that would have allowed cities and counties to create “safe-consumption sites” for drug users, in an effort to address the state’s \u003ca href=\"https://ww2.kqed.org/news/2017/08/18/the-california-report-1262/\">opioid epidemic\u003c/a>.\u003c/p>\n\u003cp>The first-in-the-nation idea was modeled after a program in Vancouver, where users of drugs such as heroin can shoot up under the supervision of trained staff in a designated facility.\u003c/p>\n\u003cp>The goal of Assembly Bill 186 was to connect users in the “consumption sites” to medical treatment and other social services, while making sure they are not overdosing.\u003c/p>\n\u003cfigure id=\"attachment_11616737\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11616737\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-800x694.jpg\" alt=\"Assemblywoman Susan Eggman, the Stockton Democrat who carried the bill, once worked as a drug treatment counselor.\" width=\"800\" height=\"694\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-160x139.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-240x208.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-375x325.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/SusanEggman-800x694-520x451.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Assemblywoman Susan Eggman, the Stockton Democrat who carried the bill, once worked as a drug treatment counselor. \u003ccite>(Steve Yeater/CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To opponents, the measure was little more than a step toward supporting illegal drug use.\u003c/p>\n\u003cp>“Why are we condoning the illegal drug use of heroin, which leads to other opiate addiction problems?” asked Jeff Stone R-Temecula.\u003c/p>\n\u003cp>The bill, which is expected to be taken up on a reconsideration vote later this week, would have allowed local governments in Alameda, Humboldt, Los Angeles, Mendocino, San Francisco and San Joaquin counties to establish four-year trial runs of the consumption sites.\u003c/p>\n\u003cp>Senators in both parties criticized that provision for not weighing the desires of the local governments chosen in the bill.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>North Coast Democrat Mike McGuire said Humboldt County was not consulted before they were included in the project.\u003c/p>\n\u003cp>Lawmakers in Fresno also \u003ca href=\"http://www.fresnobee.com/news/local/article165602407.html\">chafed at the idea\u003c/a>, leading to the county being removed from the list of potential pilot sites.\u003c/p>\n\u003cp>In 2015, 4,000 people in the state ended up in the emergency room because of an opiate overdose.\u003c/p>\n\u003cp>“The approach we’ve been using, it’s a failure,” said Scott Wiener, D-San Francisco. “Why wouldn’t we want to try new things?”\u003c/p>\n\u003cp>\u003cstrong>Update, 7 p.m. Tuesday: Effort to Lower Voting Age Fails in Assembly\u003c/strong>\u003c/p>\n\u003cp>A proposal to lower California’s voting age from 18 to 17-years-old failed to pass on the Assembly floor.\u003c/p>\n\u003cp>Assembly Constitutional Amendment 10, from Assemblyman Evan Low (D-Campbell), did not receive the two-thirds vote it needed to advance towards a future statewide ballot.\u003c/p>\n\u003cp>California would have become the first state in the country to allow 17-year-olds to vote.\u003c/p>\n\u003cp>“This is a bold idea,” said Low. “But bold ideas are required to make significant change.”\u003c/p>\n\u003cfigure id=\"attachment_11616741\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11616741\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/09/VotingBooths-800x503.jpg\" alt=\"A voter casts her ballot at a polling station in Pasadena in 2014.\" width=\"800\" height=\"503\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-800x503.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-160x101.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-1020x641.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-1180x742.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-960x604.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-240x151.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-375x236.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/09/VotingBooths-520x327.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A voter casts her ballot at a polling station in Pasadena in 2014. \u003ccite>(FREDERIC J. BROWN/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proponents of ACA 10 argued that high school seniors are well-positioned to take on the responsibility of voting. Many are enrolled in history or civics classes, and unlike some college freshmen, they don’t have to vote as absentees from other states.\u003c/p>\n\u003cp>Critics pointed out that California has already settled on 18 as an age of responsibility for other thresholds, such as getting married and entering into contracts.\u003c/p>\n\u003cp>“This schizophrenic lawmaking does not make any sense,” said Assemblyman Matthew Harper (R-Huntington Beach).\u003c/p>\n\u003cp>A lengthy floor debate on the idea saw several members call on personal experience to inform their decision on the measure.\u003c/p>\n\u003cp>Assemblywoman Melissa Melendez (R-Lake Elsinore) indicated that the thought of her own 17-year-old child was enough to make her vote against the bill.\u003c/p>\n\u003cp>Lorena Gonzalez Fletcher said Melendez doesn’t speak for all mothers in the Assembly.\u003c/p>\n\u003cp>“I’ve had a 17-year-old who, unlike other people on this floor, I actually would very much trust to vote,” she responded.\u003c/p>\n\u003cp>Low’s office says he plans to bring the measure back on a reconsideration vote later this week.\u003c/p>\n\u003cp>\u003cstrong>Update, 2 p.m., Tuesday: Assembly OKs Parental Leave Law Extension\u003c/strong>\u003c/p>\n\u003cp>The State Assembly has passed legislation to expand parental leave law to cover California businesses with between 20 and 50 employees. Other states including New York, Oregon and Washington have protections similar to \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB63\" target=\"_blank\" rel=\"noopener noreferrer\">Senate Bill 63\u003c/a>, which guarantees a worker’s employment upon return from leave but does not provide pay.\u003c/p>\n\u003cp>“Moms are only trying to bring their baby into the world and stay home for a certain amount of time,” said Assemblywoman Lorena Gonzalez Fletcher, D-San Diego. “We need to catch up to the rest of the nation.”\u003c/p>\n\u003cp>The measure passed on a 45-12 vote, with five Republicans voting in favor.\u003c/p>\n\u003cp>An earlier version of SB 63 \u003ca href=\"https://ww2.kqed.org/news/2017/05/30/california-senate-votes-to-expand-parental-leave-law/\" target=\"_blank\" rel=\"noopener noreferrer\">passed the state Senate in May\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Last year, Santa Barbara Sen. Hannah-Beth Jackson pushed for a similar expansion of the state’s current law, which only applies to businesses with more than 50 employees.\u003c/p>\n\u003cp>That bill was vetoed by Gov. Jerry Brown, who was concerned that small businesses couldn’t afford to defend potential lawsuits brought by workers who could claim that they were not given proper pay or returned to a similar position.\u003c/p>\n\u003cp>Negotiations with the governor’s office this year resulted in the creation of a proposed mediation pilot program, in which disputes can be heard before they end up in court.\u003c/p>\n\u003cp>That amendment — added to the bill last week — was not enough to stave off opposition from the measure’s most powerful opponent.\u003c/p>\n\u003cp>The \u003ca href=\"http://blob.capitoltrack.com/17blobs/8f89c461-defa-4c50-8d28-b6858546bf3d\" target=\"_blank\" rel=\"noopener noreferrer\">California Chamber of Commerce\u003c/a> says the mediation program is toothless, because an employee has the option of terminating the process and heading straight to court.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Six BART patrons are suing the transit system, alleging it didn't do enough to prevent or investigate a series of robberies aboard trains earlier this year at Oakland's Coliseum station.\u003c/p>\n\u003cp>The lawsuit filed in Alameda County Superior Court on Thursday concerns three incidents in March and April in which passengers were robbed of cellphones, computers, cash and other items. The suit seeks unspecified damages. \u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/2017/05/12/bart-cops-investigating-weekend-train-robbery-in-oakland/\" target=\"_blank\">One of the incidents\u003c/a>, which occurred April 22, involved dozens of teenagers who jumped fare gates at the Coliseum station rushed aboard a Dublin/Pleasanton-bound train and robbed passengers. \u003c/p>\n\u003cp>Four of the six plaintiffs in the case, filed by Walnut Creek attorney Paul Justi, were victims of the April 22 attack. They include Russell and Patricia Stapp of Pleasanton and their daughter Amanda, who were returning from a night out in San Francisco, and Mohammad Rasul. \u003c/p>\n\u003cp>Russell Stapp was beaten when he tried to hold on to his cellphone, the suit says, and his wife's purse was stolen. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Rasul, whom the suit says witnessed the beating of another rider, was carrying a bag containing an heirloom ring. Rasul was on a car on which an unidentified male suspect reportedly yelled to passengers, \"All of you get your shit out or you're all gonna get fucked up.\" Rasul is said to have tried to hold on to his bag, but surrendered it when the man told him, \"Let go or you're next.\" \u003c/p>\n\u003cp>The other plaintiffs, Timothy Howk and Daniel Mendez, were also reportedly victims of earlier robberies by large groups of suspects -- Howk on April 18 and Mendez on March 20. \u003c/p>\n\u003cp>The suit alleges that BART withheld video of the April 22 robbery and failed to adequately investigate all three to avoid publicity about crime in the system. \u003c/p>\n\u003cp>The complaint says that in addition to being robbed, Russell Stapp suffered physical injuries from his beating and that all the plaintiffs suffered mental and emotional hardship resulting from the robberies and BART's alleged failure to aggressively pursue suspects. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART has said it withheld the video because it showed minors and contained nothing that would help its investigation. Two suspects were arrested in that case, but no charges have been announced. The agency had no immediate comment Thursday on the suit's filing. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Six BART patrons are suing the transit system, alleging it didn't do enough to prevent or investigate a series of robberies aboard trains earlier this year at Oakland's Coliseum station.\u003c/p>\n\u003cp>The lawsuit filed in Alameda County Superior Court on Thursday concerns three incidents in March and April in which passengers were robbed of cellphones, computers, cash and other items. The suit seeks unspecified damages. \u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/2017/05/12/bart-cops-investigating-weekend-train-robbery-in-oakland/\" target=\"_blank\">One of the incidents\u003c/a>, which occurred April 22, involved dozens of teenagers who jumped fare gates at the Coliseum station rushed aboard a Dublin/Pleasanton-bound train and robbed passengers. \u003c/p>\n\u003cp>Four of the six plaintiffs in the case, filed by Walnut Creek attorney Paul Justi, were victims of the April 22 attack. They include Russell and Patricia Stapp of Pleasanton and their daughter Amanda, who were returning from a night out in San Francisco, and Mohammad Rasul. \u003c/p>\n\u003cp>Russell Stapp was beaten when he tried to hold on to his cellphone, the suit says, and his wife's purse was stolen. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Rasul, whom the suit says witnessed the beating of another rider, was carrying a bag containing an heirloom ring. Rasul was on a car on which an unidentified male suspect reportedly yelled to passengers, \"All of you get your shit out or you're all gonna get fucked up.\" Rasul is said to have tried to hold on to his bag, but surrendered it when the man told him, \"Let go or you're next.\" \u003c/p>\n\u003cp>The other plaintiffs, Timothy Howk and Daniel Mendez, were also reportedly victims of earlier robberies by large groups of suspects -- Howk on April 18 and Mendez on March 20. \u003c/p>\n\u003cp>The suit alleges that BART withheld video of the April 22 robbery and failed to adequately investigate all three to avoid publicity about crime in the system. \u003c/p>\n\u003cp>The complaint says that in addition to being robbed, Russell Stapp suffered physical injuries from his beating and that all the plaintiffs suffered mental and emotional hardship resulting from the robberies and BART's alleged failure to aggressively pursue suspects. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART has said it withheld the video because it showed minors and contained nothing that would help its investigation. Two suspects were arrested in that case, but no charges have been announced. The agency had no immediate comment Thursday on the suit's filing. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It was that rarest of occurrences: a heart-warming BART moment. \u003c/p>\n\u003cp>Exiting just ahead of me at San Francisco’s 16th/Mission station one day last week, a woman, probably in her 20s, approached an unlocked side gate on the station’s concourse. \u003c/p>\n\u003cp>She glanced behind her and toward the agent’s booth, 20 yards or so away, to see if anyone who would do anything was watching. \u003c/p>\n\u003cp>Then she pushed the gate open and left without paying her fare … almost. \u003c/p>\n\u003cp>She hadn’t noticed the two BART cops standing just outside the gate, attending to a man suffering some form of medical distress. One of the officers looked at the young woman and smiled broadly. She turned with a “can you believe this?” look and headed toward the exit gates to put her ticket through like the rest of us fare-paying losers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>I couldn’t help it. It was so pleasing, and so surprising, to see a fare cheater get caught — even better than getting a seat at rush hour — that I whooped and called out, “There you go!” Another passenger broke into raucous guffaws. \u003c/p>\n\u003cp>If you ride BART with any regularity, you know how unusual that scene is. BART police have publicized focused enforcement targeting fare evasion in the last couple of months — including one involving Chief Carlos Rojas himself — and by our count, have announced issuing about 175 citations and warnings to fare jumpers and gate swingers in just the last five weeks. \u003c/p>\n\u003cp>But the prodigious scale of fare evasion on BART appears to dwarf the enforcement effort.\u003c/p>\n\u003cp>Earlier this year, \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-pegs-fare-cheat-losses-at-15-million-to-25-11082222.php\" target=\"_blank\" rel=\"noopener\">the agency estimated\u003c/a> as many as 22,000 people a day may glide in and out of the system without paying fares. The cheaters cost the agency, which is struggling to balance its budget, as much as $25 million a year. \u003c/p>\n\u003cp>Now, the agency is spending $2.65 million in the current year on a series of pilot initiatives to stem the tide of fare cheating. At the downtown Berkeley station, for instance, 5-foot-high glass barriers now surround the entrance to new, Clipper-only fare gates. Similar hard-to-jump barriers are slated for other stations. \u003c/p>\n\u003cp>BART is also moving to restrict movement through “swing gates” adjacent to agents’ booths throughout the system — a popular access point for fare evaders. The agency is also working to make it harder for people to use station elevators to avoid payment, in some instances incorporating elevator access into the stations’ paid areas. \u003c/p>\n\u003cp>At San Francisco’s Embarcadero station, the system’s busiest and the stop believed to have the highest incidence of fare evasion, BART is testing video software to try to get a handle on just how many people are using swing gates or jumping fare gates.\u003c/p>\n\u003cp>And at its meeting Thursday, the BART board of directors is scheduled to consider another step in cracking down on evaders: an ordinance that would help implement a “proof of payment” fare-checking system by imposing fines on those caught on trains or in paid areas of stations without valid fare cards. \u003c/p>\n\u003cp>The fines — $120 for adults, $60 for juveniles — would be administrative, not criminal. The new ordinance, to take effect Jan. 1, 2018, if approved, would be enforced by BART police and by a new six-person group of community service officers who would patrol trains and stations with new handheld fare-inspection devices. \u003c/p>\n\u003cp>BART’s \u003ca href=\"https://assets.documentcloud.org/documents/4029425/BART-Fare-Evasion-Reduction-Initiatives.pdf\" target=\"_blank\" rel=\"noopener\">proposed protocol\u003c/a> for fare inspections would direct officers to inspect \u003cem>everyone\u003c/em> on a car or in a given station area, requiring them to “progress from one person to the next closest person, not skipping any persons in between.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To try to ensure that anti-fare-evasion measures are enforced in a non-biased manner — in other words, that fare inspection don’t focus on minority riders or those who appear to be homeless — fare enforcement operations will be recorded on body cameras, according to the BART proposal, with random video pulled for review on a monthly basis. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It was that rarest of occurrences: a heart-warming BART moment. \u003c/p>\n\u003cp>Exiting just ahead of me at San Francisco’s 16th/Mission station one day last week, a woman, probably in her 20s, approached an unlocked side gate on the station’s concourse. \u003c/p>\n\u003cp>She glanced behind her and toward the agent’s booth, 20 yards or so away, to see if anyone who would do anything was watching. \u003c/p>\n\u003cp>Then she pushed the gate open and left without paying her fare … almost. \u003c/p>\n\u003cp>She hadn’t noticed the two BART cops standing just outside the gate, attending to a man suffering some form of medical distress. One of the officers looked at the young woman and smiled broadly. She turned with a “can you believe this?” look and headed toward the exit gates to put her ticket through like the rest of us fare-paying losers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>I couldn’t help it. It was so pleasing, and so surprising, to see a fare cheater get caught — even better than getting a seat at rush hour — that I whooped and called out, “There you go!” Another passenger broke into raucous guffaws. \u003c/p>\n\u003cp>If you ride BART with any regularity, you know how unusual that scene is. BART police have publicized focused enforcement targeting fare evasion in the last couple of months — including one involving Chief Carlos Rojas himself — and by our count, have announced issuing about 175 citations and warnings to fare jumpers and gate swingers in just the last five weeks. \u003c/p>\n\u003cp>But the prodigious scale of fare evasion on BART appears to dwarf the enforcement effort.\u003c/p>\n\u003cp>Earlier this year, \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-pegs-fare-cheat-losses-at-15-million-to-25-11082222.php\" target=\"_blank\" rel=\"noopener\">the agency estimated\u003c/a> as many as 22,000 people a day may glide in and out of the system without paying fares. The cheaters cost the agency, which is struggling to balance its budget, as much as $25 million a year. \u003c/p>\n\u003cp>Now, the agency is spending $2.65 million in the current year on a series of pilot initiatives to stem the tide of fare cheating. At the downtown Berkeley station, for instance, 5-foot-high glass barriers now surround the entrance to new, Clipper-only fare gates. Similar hard-to-jump barriers are slated for other stations. \u003c/p>\n\u003cp>BART is also moving to restrict movement through “swing gates” adjacent to agents’ booths throughout the system — a popular access point for fare evaders. The agency is also working to make it harder for people to use station elevators to avoid payment, in some instances incorporating elevator access into the stations’ paid areas. \u003c/p>\n\u003cp>At San Francisco’s Embarcadero station, the system’s busiest and the stop believed to have the highest incidence of fare evasion, BART is testing video software to try to get a handle on just how many people are using swing gates or jumping fare gates.\u003c/p>\n\u003cp>And at its meeting Thursday, the BART board of directors is scheduled to consider another step in cracking down on evaders: an ordinance that would help implement a “proof of payment” fare-checking system by imposing fines on those caught on trains or in paid areas of stations without valid fare cards. \u003c/p>\n\u003cp>The fines — $120 for adults, $60 for juveniles — would be administrative, not criminal. The new ordinance, to take effect Jan. 1, 2018, if approved, would be enforced by BART police and by a new six-person group of community service officers who would patrol trains and stations with new handheld fare-inspection devices. \u003c/p>\n\u003cp>BART’s \u003ca href=\"https://assets.documentcloud.org/documents/4029425/BART-Fare-Evasion-Reduction-Initiatives.pdf\" target=\"_blank\" rel=\"noopener\">proposed protocol\u003c/a> for fare inspections would direct officers to inspect \u003cem>everyone\u003c/em> on a car or in a given station area, requiring them to “progress from one person to the next closest person, not skipping any persons in between.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To try to ensure that anti-fare-evasion measures are enforced in a non-biased manner — in other words, that fare inspection don’t focus on minority riders or those who appear to be homeless — fare enforcement operations will be recorded on body cameras, according to the BART proposal, with random video pulled for review on a monthly basis. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>WASHINGTON -- Design limitations of the Tesla Model S's Autopilot system played a major role in the first known fatal crash of a highway vehicle operating under automated control systems, the National Transportation Safety Board says.\u003c/p>\n\u003cp>The board said in \u003ca href=\"https://www.ntsb.gov/news/events/Documents/2017-HWY16FH018-BMG-abstract.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">an abstract of it final report\u003c/a> the direct cause of the crash was an inattentive Tesla driver's over-reliance on technology and a truck driver who made a left-hand turn in front of the car. But the board also recommended that automakers incorporate safeguards that keep drivers' attention engaged and that limit the use of automated systems to the conditions for which they were designed.\u003c/p>\n\u003cp>Joshua Brown, 40, of Canton, Ohio, was traveling on a divided highway near Gainesville, Florida, using the Tesla's automated driving systems when he was killed.\u003c/p>\n\u003cp>Palo Alto-based Tesla had told Model S owners the automated systems should only be used on limited-access highways, which are primarily interstates. But the company didn't incorporate protections against their use on other types of roads, the board found. Despite upgrades since the May 2016 crash, Tesla has still not incorporated such protections, NTSB Chairman Robert Sumwalt said.\u003c/p>\n\u003cp>\"In this crash, Tesla's system worked as designed, but it was designed to perform limited tasks in a limited range of environments,\" he said. \"Tesla allowed the driver to use the system outside of the environment for which it was designed.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The result, Sumwalt said, was a collision \"that should never have happened.\"\u003c/p>\n\u003cp>In a statement, Tesla said \"we appreciate the NTSB's analysis of last year's tragic accident and we will evaluate their recommendations as we continue to evolve our technology.\" The company added that overall its automated driving systems, called Autopilot, improve safety.\u003c/p>\n\u003cp>NTSB directed its recommendations to automakers generally, rather than just Tesla, saying the oversight is an industrywide problem. Manufacturers should be able to use GPS mapping systems to create such safeguards, Sumwalt said.\u003c/p>\n\u003cp>Manufacturers should also develop systems for ensuring operators remain attentive to the vehicle's performance when using semi-autonomous driving systems other than detecting the pressure of hands on the steering wheeling, the NTSB recommended.\u003c/p>\n\u003cp>Brown had his hands on the sedan's steering wheel for only 25 seconds out of the 37.5 minutes the vehicle's cruise control and lane-keeping systems were in use prior to the crash, investigators found.\u003c/p>\n\u003cp>As a consequence, Brown's attention wandered and he didn't detect the semitrailer in his path, they said.\u003c/p>\n\u003cp>The Model S is a level 2 on a self-driving scale of 0 to 5. Level 5 vehicles can operate autonomously in nearly all circumstances. Level 2 automation systems are generally limited to use on interstate highways, which don't have intersections. Drivers are supposed to continuously monitor vehicle performance and be ready to take control if necessary.\u003c/p>\n\u003cp>Besides Tesla, automakers marketing level 2 systems include Audi, BMW, Inifiniti, Mercedes Benz and Volvo.\u003c/p>\n\u003cp>Investigators found that the Tesla Model S sedan's cameras and radar weren't capable of detecting a vehicle turning into its path.\u003c/p>\n\u003cp>Rather, the systems are designed to detect vehicles they are following to prevent rear-end collisions. The board re-issued previous recommendations that the government require all new cars and trucks to be equipped with technology that wirelessly transmits the vehicles' location, speed, heading and other information to other vehicles in order to prevent collisions.\u003c/p>\n\u003cp>Last December, the Obama administration proposed that new vehicles be able to wirelessly communicate with each other, with traffic lights and with other roadway infrastructure. Automakers were generally supportive of the proposal, but it hasn't been acted on by the Trump administration.\u003c/p>\n\u003cp>Brown's family defended his actions and Tesla in a statement released Monday. Brown was a technology geek and enthusiastic fan of the Model S who posted videos about the car and spoke to gatherings at Tesla stores.\u003c/p>\n\u003cp>\"Nobody wants tragedy to touch their family, but expecting to identify all limitations of an emerging technology and expecting perfection is not feasible either,\" the statement said.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, which regulates auto safety, declined this year to issue a recall or fine Tesla as a result of the crash, but it warned automakers they aren't to treat semiautonomous cars as if they were fully self-driving.\u003c/p>\n\u003cp>While the NTSB was meeting to consider the Tesla crash, Transportation Secretary Elaine Chao was in Michigan unveiling new self-driving car safety guidelines for automakers.\u003c/p>\n\u003cp>The guidelines encourage companies to put in place broad safety goals, such as making sure drivers are paying attention while using advanced assist systems. The systems are expected to detect and respond to people and objects both in and out of its travel path \"including pedestrians, bicyclists, animals, and objects that could affect safe operation of the vehicle,\" the guidelines say.\u003c/p>\n\u003cp>There is a 12-point safety checklist, but the government makes it clear that the guidelines are voluntary and not regulations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Auto Writer Dee-Ann Durbin in Ann Arbor, Michigan, contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>WASHINGTON -- Design limitations of the Tesla Model S's Autopilot system played a major role in the first known fatal crash of a highway vehicle operating under automated control systems, the National Transportation Safety Board says.\u003c/p>\n\u003cp>The board said in \u003ca href=\"https://www.ntsb.gov/news/events/Documents/2017-HWY16FH018-BMG-abstract.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">an abstract of it final report\u003c/a> the direct cause of the crash was an inattentive Tesla driver's over-reliance on technology and a truck driver who made a left-hand turn in front of the car. But the board also recommended that automakers incorporate safeguards that keep drivers' attention engaged and that limit the use of automated systems to the conditions for which they were designed.\u003c/p>\n\u003cp>Joshua Brown, 40, of Canton, Ohio, was traveling on a divided highway near Gainesville, Florida, using the Tesla's automated driving systems when he was killed.\u003c/p>\n\u003cp>Palo Alto-based Tesla had told Model S owners the automated systems should only be used on limited-access highways, which are primarily interstates. But the company didn't incorporate protections against their use on other types of roads, the board found. Despite upgrades since the May 2016 crash, Tesla has still not incorporated such protections, NTSB Chairman Robert Sumwalt said.\u003c/p>\n\u003cp>\"In this crash, Tesla's system worked as designed, but it was designed to perform limited tasks in a limited range of environments,\" he said. \"Tesla allowed the driver to use the system outside of the environment for which it was designed.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The result, Sumwalt said, was a collision \"that should never have happened.\"\u003c/p>\n\u003cp>In a statement, Tesla said \"we appreciate the NTSB's analysis of last year's tragic accident and we will evaluate their recommendations as we continue to evolve our technology.\" The company added that overall its automated driving systems, called Autopilot, improve safety.\u003c/p>\n\u003cp>NTSB directed its recommendations to automakers generally, rather than just Tesla, saying the oversight is an industrywide problem. Manufacturers should be able to use GPS mapping systems to create such safeguards, Sumwalt said.\u003c/p>\n\u003cp>Manufacturers should also develop systems for ensuring operators remain attentive to the vehicle's performance when using semi-autonomous driving systems other than detecting the pressure of hands on the steering wheeling, the NTSB recommended.\u003c/p>\n\u003cp>Brown had his hands on the sedan's steering wheel for only 25 seconds out of the 37.5 minutes the vehicle's cruise control and lane-keeping systems were in use prior to the crash, investigators found.\u003c/p>\n\u003cp>As a consequence, Brown's attention wandered and he didn't detect the semitrailer in his path, they said.\u003c/p>\n\u003cp>The Model S is a level 2 on a self-driving scale of 0 to 5. Level 5 vehicles can operate autonomously in nearly all circumstances. Level 2 automation systems are generally limited to use on interstate highways, which don't have intersections. Drivers are supposed to continuously monitor vehicle performance and be ready to take control if necessary.\u003c/p>\n\u003cp>Besides Tesla, automakers marketing level 2 systems include Audi, BMW, Inifiniti, Mercedes Benz and Volvo.\u003c/p>\n\u003cp>Investigators found that the Tesla Model S sedan's cameras and radar weren't capable of detecting a vehicle turning into its path.\u003c/p>\n\u003cp>Rather, the systems are designed to detect vehicles they are following to prevent rear-end collisions. The board re-issued previous recommendations that the government require all new cars and trucks to be equipped with technology that wirelessly transmits the vehicles' location, speed, heading and other information to other vehicles in order to prevent collisions.\u003c/p>\n\u003cp>Last December, the Obama administration proposed that new vehicles be able to wirelessly communicate with each other, with traffic lights and with other roadway infrastructure. Automakers were generally supportive of the proposal, but it hasn't been acted on by the Trump administration.\u003c/p>\n\u003cp>Brown's family defended his actions and Tesla in a statement released Monday. Brown was a technology geek and enthusiastic fan of the Model S who posted videos about the car and spoke to gatherings at Tesla stores.\u003c/p>\n\u003cp>\"Nobody wants tragedy to touch their family, but expecting to identify all limitations of an emerging technology and expecting perfection is not feasible either,\" the statement said.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, which regulates auto safety, declined this year to issue a recall or fine Tesla as a result of the crash, but it warned automakers they aren't to treat semiautonomous cars as if they were fully self-driving.\u003c/p>\n\u003cp>While the NTSB was meeting to consider the Tesla crash, Transportation Secretary Elaine Chao was in Michigan unveiling new self-driving car safety guidelines for automakers.\u003c/p>\n\u003cp>The guidelines encourage companies to put in place broad safety goals, such as making sure drivers are paying attention while using advanced assist systems. The systems are expected to detect and respond to people and objects both in and out of its travel path \"including pedestrians, bicyclists, animals, and objects that could affect safe operation of the vehicle,\" the guidelines say.\u003c/p>\n\u003cp>There is a 12-point safety checklist, but the government makes it clear that the guidelines are voluntary and not regulations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Auto Writer Dee-Ann Durbin in Ann Arbor, Michigan, contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Pipeline Corrosion Caused Small Phillips 66 Oil Spill Prompting Big Concern",
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"content": "\u003cp>A minor oil spill in San Pablo Bay at the Phillips 66 oil refinery this week was most likely caused by a corroded pipeline, a revelation prompting a new set of concerns as the energy company pushes to expand the number of oil tankers that unload crude at the Rodeo facility's marine terminal.\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.kqed.org/news/2017/09/05/agencies-investigate-another-oil-spill-at-phillips-66-east-bay-refinery/\" target=\"_blank\" rel=\"noopener noreferrer\">Monday morning spill,\u003c/a> which is the subject of three investigations, released an estimated 25 to 50 gallons of gas oil from a \"pinhole leak\" on an inactive pipe along the refinery's causeway, according to an email the company sent Contra Costa County health officials and obtained by KQED.\u003c/p>\n\u003cp>\"The cause of the leak is still under investigation, but is believed to have been due to localized corrosion,\" wrote Morgan Walker, the refinery's health and safety manager.\u003c/p>\n\u003cp>That disclosure reignited outrage from environmental groups opposed to \u003ca href=\"https://ww2.kqed.org/news/2017/07/27/phillips-66-seeks-big-increase-in-tanker-traffic-to-rodeo-refinery/\" target=\"_blank\" rel=\"noopener noreferrer\">Phillips' proposal\u003c/a> to raise the daily average of oil unloaded at the marine terminal from about 51,000 barrels to 130,000.\u003c/p>\n\u003cp>The company's request to expand came months after a spill in September 2016 at the same facility that was believed to have been the source of \u003ca href=\"https://ww2.kqed.org/news/2017/06/16/refinery-tanker-firm-cited-for-fumes-that-sickened-scores-in-vallejo/\" target=\"_blank\" rel=\"noopener noreferrer\">noxious fumes\u003c/a> that sickened dozens of people in Vallejo.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"This latest accident shows how little concern oil companies have for safety,\" said Hollin Kretzmann at the Center for Biological Diversity. \"We've got to be concerned about a repeat of this and the next accident could be bigger and much more damaging to our bay and nearby communities.\"\u003c/p>\n\u003cp>A corrosive pipeline indicates the marine terminal's infrastructure is getting old and could allow future spills, according to Sejal Choksi-Chugh, executive director of San Francisco Baykeeper.\u003c/p>\n\u003cp>\"The refinery cannot keep contaminating the Bay and our communities with oil,\" Choksi-Chugh said. \"And if they do, they cannot expect their proposal to more than double the amount of oil that they bring into the Bay Area to go unchallenged by the public and the responsible agencies.\"\u003c/p>\n\u003cp>Phillips 66 has said the extra tanker deliveries would replace crude oil currently delivered by pipeline.\u003c/p>\n\u003cp>A spokesman for the company has not responded to several requests for comment about the recent spill.\u003c/p>\n\u003cp>The refinery's letter to county health officials stresses that the spill was stopped and contained quickly and that there were no odor complaints or impacts to boating.\u003c/p>\n\u003cp>Randy Sawyer, the county's chief environmental health and hazardous materials officer, wants to know what the refinery is doing to avoid a repeat.\u003c/p>\n\u003cp>\"What I have asked them is what are they're doing to ensure the integrity of the rest of the line before they start that line back up,\" Sawyer said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The leak is under investigation by the U.S. Coast Guard, the California Department of Fish and Wildlife's Office of Spill Prevention and the Bay Area Air Quality Management District.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A minor oil spill in San Pablo Bay at the Phillips 66 oil refinery this week was most likely caused by a corroded pipeline, a revelation prompting a new set of concerns as the energy company pushes to expand the number of oil tankers that unload crude at the Rodeo facility's marine terminal.\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.kqed.org/news/2017/09/05/agencies-investigate-another-oil-spill-at-phillips-66-east-bay-refinery/\" target=\"_blank\" rel=\"noopener noreferrer\">Monday morning spill,\u003c/a> which is the subject of three investigations, released an estimated 25 to 50 gallons of gas oil from a \"pinhole leak\" on an inactive pipe along the refinery's causeway, according to an email the company sent Contra Costa County health officials and obtained by KQED.\u003c/p>\n\u003cp>\"The cause of the leak is still under investigation, but is believed to have been due to localized corrosion,\" wrote Morgan Walker, the refinery's health and safety manager.\u003c/p>\n\u003cp>That disclosure reignited outrage from environmental groups opposed to \u003ca href=\"https://ww2.kqed.org/news/2017/07/27/phillips-66-seeks-big-increase-in-tanker-traffic-to-rodeo-refinery/\" target=\"_blank\" rel=\"noopener noreferrer\">Phillips' proposal\u003c/a> to raise the daily average of oil unloaded at the marine terminal from about 51,000 barrels to 130,000.\u003c/p>\n\u003cp>The company's request to expand came months after a spill in September 2016 at the same facility that was believed to have been the source of \u003ca href=\"https://ww2.kqed.org/news/2017/06/16/refinery-tanker-firm-cited-for-fumes-that-sickened-scores-in-vallejo/\" target=\"_blank\" rel=\"noopener noreferrer\">noxious fumes\u003c/a> that sickened dozens of people in Vallejo.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"This latest accident shows how little concern oil companies have for safety,\" said Hollin Kretzmann at the Center for Biological Diversity. \"We've got to be concerned about a repeat of this and the next accident could be bigger and much more damaging to our bay and nearby communities.\"\u003c/p>\n\u003cp>A corrosive pipeline indicates the marine terminal's infrastructure is getting old and could allow future spills, according to Sejal Choksi-Chugh, executive director of San Francisco Baykeeper.\u003c/p>\n\u003cp>\"The refinery cannot keep contaminating the Bay and our communities with oil,\" Choksi-Chugh said. \"And if they do, they cannot expect their proposal to more than double the amount of oil that they bring into the Bay Area to go unchallenged by the public and the responsible agencies.\"\u003c/p>\n\u003cp>Phillips 66 has said the extra tanker deliveries would replace crude oil currently delivered by pipeline.\u003c/p>\n\u003cp>A spokesman for the company has not responded to several requests for comment about the recent spill.\u003c/p>\n\u003cp>The refinery's letter to county health officials stresses that the spill was stopped and contained quickly and that there were no odor complaints or impacts to boating.\u003c/p>\n\u003cp>Randy Sawyer, the county's chief environmental health and hazardous materials officer, wants to know what the refinery is doing to avoid a repeat.\u003c/p>\n\u003cp>\"What I have asked them is what are they're doing to ensure the integrity of the rest of the line before they start that line back up,\" Sawyer said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The leak is under investigation by the U.S. Coast Guard, the California Department of Fish and Wildlife's Office of Spill Prevention and the Bay Area Air Quality Management District.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Heads Up, BART Riders: Oakland Track Project Will Affect Service Over Labor Day Weekend",
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"content": "\u003cp>BART riders -- and especially those who take the system's Warm Springs and Dublin/Pleasanton lines and the Oakland International Airport connector -- here's \u003ca href=\"http://www.bart.gov/news/articles/2017/news20170814\" target=\"_blank\" rel=\"noopener noreferrer\">an important heads-up\u003c/a>: You'll see major changes in service and can count on delays during the Labor Day weekend.\u003c/p>\n\u003cp>That's because BART, as part of the system upgrade program financed by last year's Measure RR, will be replacing tracks and electrical equipment in downtown Oakland starting early Saturday morning.\u003c/p>\n\u003cp>Direct service on BART's Warm Springs and Dublin/Pleasanton lines will be replaced by a \"show up and go\" AC Transit bus bridge operating between West Oakland (for passengers traveling to and from San Francisco) or 19th Street (for passengers traveling to and from Richmond, Berkeley or the Pittsburg/Bay Point line) and Fruitvale Station. The buses will be free for those who have BART tickets.\u003c/p>\n\u003cp>Lake Merritt Station will be closed throughout the holiday weekend.\u003c/p>\n\u003cp>BART says passengers should allow 20 to 40 minutes extra for trips to and from Warm Springs, Dublin/Pleasanton and Oakland airport. Service on the system's other lines -- from Millbrae to Richmond and San Francisco International Airport to Pittsburg/Bay Point -- will not be affected.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Normal train service on all lines is scheduled to resume for Tuesday morning's rush hour.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here's BART's map outlining the service impacts:\u003c/p>\n\u003cfigure id=\"attachment_11614960\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english.jpg\">\u003cimg class=\"size-medium wp-image-11614960\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-800x941.jpg\" alt=\"\" width=\"800\" height=\"941\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-800x941.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-160x188.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-1020x1200.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-1180x1388.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-960x1129.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-240x282.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-375x441.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-520x612.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english.jpg 1275w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART's map outlining service impacts due to downtown Oakland track work over Labor Day weekend.\u003c/figcaption>\u003c/figure>\n\n",
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"excerpt": "Work will interrupt service on the Warm Springs and Dublin/Pleasanton lines and shut down Lake Merritt Station for the weekend.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART riders -- and especially those who take the system's Warm Springs and Dublin/Pleasanton lines and the Oakland International Airport connector -- here's \u003ca href=\"http://www.bart.gov/news/articles/2017/news20170814\" target=\"_blank\" rel=\"noopener noreferrer\">an important heads-up\u003c/a>: You'll see major changes in service and can count on delays during the Labor Day weekend.\u003c/p>\n\u003cp>That's because BART, as part of the system upgrade program financed by last year's Measure RR, will be replacing tracks and electrical equipment in downtown Oakland starting early Saturday morning.\u003c/p>\n\u003cp>Direct service on BART's Warm Springs and Dublin/Pleasanton lines will be replaced by a \"show up and go\" AC Transit bus bridge operating between West Oakland (for passengers traveling to and from San Francisco) or 19th Street (for passengers traveling to and from Richmond, Berkeley or the Pittsburg/Bay Point line) and Fruitvale Station. The buses will be free for those who have BART tickets.\u003c/p>\n\u003cp>Lake Merritt Station will be closed throughout the holiday weekend.\u003c/p>\n\u003cp>BART says passengers should allow 20 to 40 minutes extra for trips to and from Warm Springs, Dublin/Pleasanton and Oakland airport. Service on the system's other lines -- from Millbrae to Richmond and San Francisco International Airport to Pittsburg/Bay Point -- will not be affected.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Normal train service on all lines is scheduled to resume for Tuesday morning's rush hour.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here's BART's map outlining the service impacts:\u003c/p>\n\u003cfigure id=\"attachment_11614960\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english.jpg\">\u003cimg class=\"size-medium wp-image-11614960\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-800x941.jpg\" alt=\"\" width=\"800\" height=\"941\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-800x941.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-160x188.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-1020x1200.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-1180x1388.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-960x1129.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-240x282.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-375x441.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-520x612.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english.jpg 1275w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART's map outlining service impacts due to downtown Oakland track work over Labor Day weekend.\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"headTitle": "Parking After the Street Sweeper Passes: Legal or Not? | KQED",
"content": "\u003cp>If you live or work in San Francisco, you know landing a 12-hour parking spot on the street is one of those little victories of daily life. It means you don’t have to run out and move your car every couple of hours to avoid the parking ticket. And you don’t have to slink into the parking garage, defeated in your search for a free spot on the street.\u003c/p>\n\u003cp>It’s a few more bucks in your pocket.\u003c/p>\n\u003cp>But how much risk is that small victory worth?\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>Ashley Ortiz asked Bay Curious: “If you see a street cleaner come through on a street cleaning day, can you park on the block before the end of the NO PARKING time frame that’s posted?”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the interest of all parking scofflaws and saints, we set out to find the \u003cem>official\u003c/em> answer.\u003c/p>\n\u003cfigure id=\"attachment_11614805\" class=\"wp-caption alignright\" style=\"max-width: 350px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11614805\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/noparking-800x768.jpg\" alt=\"A street cleaning sign in San Francisco.\" width=\"350\" height=\"336\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-800x768.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-160x154.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-1020x979.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-960x921.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-240x230.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-375x360.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-520x499.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking.jpg 1142w\" sizes=\"(max-width: 350px) 100vw, 350px\">\u003cfigcaption class=\"wp-caption-text\">A street cleaning sign in San Francisco. \u003ccite>(Penny Nelson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Walking The Parking Enforcement Beat\u003c/h2>\n\u003cp>I made my way to the San Francisco Municipal Transportation Agency, where I met up with traffic enforcement officer Denise Golden. She’s funny, smart and 100 percent no-nonsense.\u003c/p>\n\u003cp>She says that while people with her job may not be the most well-liked, “without us, it would be chaos. People would never move their vehicles. It would be definitely a problem.”\u003c/p>\n\u003cp>I asked her Ashley’s question and her answer surprised me.\u003c/p>\n\u003cp>“Once the street sweeper has gone by, we do permit the vehicle to park curbside,” she says.\u003c/p>\n\u003cp>So — it’s legal!\u003c/p>\n\u003cp>But, beware. There’s a hitch.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Signs Got You Stumped?\u003c/h3>\n\u003cp>Is there another sign on the street you have a question about? Check out the \u003ca href=\"https://www.sfmta.com/getting-around/parking/how-park-legally\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA Parking Guide.\u003c/a>\u003c/p>\n\u003c/aside>\n\u003cp>Golden went on to say that, in many cases, street cleaning is a four-step process. So, even if you \u003cem>think\u003c/em> you’ve seen the street sweeper go by, you may have actually seen another vehicle.\u003c/p>\n\u003ch2>The Street Sweeping Process\u003c/h2>\n\u003cp>The first vehicle in the street cleaning parade is the broom support truck. A worker picks up large items off the street – things like big pieces of wood or an abandoned chair — and chucks them into this truck. They’re looking for anything that cannot be vacuumed up by the street sweeper.\u003c/p>\n\u003cfigure id=\"attachment_11614806\" class=\"wp-caption alignleft\" style=\"max-width: 350px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11614806\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/buggy-800x583.jpg\" alt=\"The parking enforcement officer typically comes just before the street sweeper.\" width=\"350\" height=\"255\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-800x583.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-160x117.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-1020x743.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-1180x860.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-960x699.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-240x175.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-520x379.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy.jpg 1632w\" sizes=\"(max-width: 350px) 100vw, 350px\">\u003cfigcaption class=\"wp-caption-text\">The parking enforcement officer typically comes just before the street sweeper. \u003ccite>(Penny Nelson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next comes the street flusher, which is used mostly on commercial streets like Market and Mission. The flusher has jets underneath the truck that shoot water on the roadway, loosening grime and grit.\u003c/p>\n\u003cp>Third in line is the parking ticket officer, citing cars that haven’t moved.\u003c/p>\n\u003cp>Finally, the street sweeper comes along with big brushes and a large tube that vacuums up all the remaining trash on the street.\u003c/p>\n\u003cp>After that final step, you can legally park.\u003c/p>\n\u003cp>You’re welcome.\u003c/p>\n\u003ch2>Wait, Four Steps? Really?\u003c/h2>\n\u003cp>I caught a ride one morning with John Sheehan, one of the city’s street sweepers, as he cleaned his route in Noe Valley. He was surprised to hear I’d been told street cleaning is a four-step process.\u003c/p>\n\u003cp>On his route, he said, it’s usually a two-step process: The parking enforcement person moves ahead of him and then he alone cleans the street.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>Turns out the cleaning process changes based on a variety of factors, like which street is being cleaned, which district the street is in, time of year, if there are special events and what’s been requested.\u003c/p>\n\u003cp>But whether it’s a two-step or four-step process, the bottom line is: Wait for that ticket buggy and street sweeper to roll by and you’re in the clear.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"excerpt": "There's one 'no parking' sign in San Francisco that you can bend the rules on ... if the conditions are right.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you live or work in San Francisco, you know landing a 12-hour parking spot on the street is one of those little victories of daily life. It means you don’t have to run out and move your car every couple of hours to avoid the parking ticket. And you don’t have to slink into the parking garage, defeated in your search for a free spot on the street.\u003c/p>\n\u003cp>It’s a few more bucks in your pocket.\u003c/p>\n\u003cp>But how much risk is that small victory worth?\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Ashley Ortiz asked Bay Curious: “If you see a street cleaner come through on a street cleaning day, can you park on the block before the end of the NO PARKING time frame that’s posted?”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the interest of all parking scofflaws and saints, we set out to find the \u003cem>official\u003c/em> answer.\u003c/p>\n\u003cfigure id=\"attachment_11614805\" class=\"wp-caption alignright\" style=\"max-width: 350px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11614805\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/noparking-800x768.jpg\" alt=\"A street cleaning sign in San Francisco.\" width=\"350\" height=\"336\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-800x768.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-160x154.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-1020x979.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-960x921.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-240x230.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-375x360.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-520x499.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking.jpg 1142w\" sizes=\"(max-width: 350px) 100vw, 350px\">\u003cfigcaption class=\"wp-caption-text\">A street cleaning sign in San Francisco. \u003ccite>(Penny Nelson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Walking The Parking Enforcement Beat\u003c/h2>\n\u003cp>I made my way to the San Francisco Municipal Transportation Agency, where I met up with traffic enforcement officer Denise Golden. She’s funny, smart and 100 percent no-nonsense.\u003c/p>\n\u003cp>She says that while people with her job may not be the most well-liked, “without us, it would be chaos. People would never move their vehicles. It would be definitely a problem.”\u003c/p>\n\u003cp>I asked her Ashley’s question and her answer surprised me.\u003c/p>\n\u003cp>“Once the street sweeper has gone by, we do permit the vehicle to park curbside,” she says.\u003c/p>\n\u003cp>So — it’s legal!\u003c/p>\n\u003cp>But, beware. There’s a hitch.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Signs Got You Stumped?\u003c/h3>\n\u003cp>Is there another sign on the street you have a question about? Check out the \u003ca href=\"https://www.sfmta.com/getting-around/parking/how-park-legally\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA Parking Guide.\u003c/a>\u003c/p>\n\u003c/aside>\n\u003cp>Golden went on to say that, in many cases, street cleaning is a four-step process. So, even if you \u003cem>think\u003c/em> you’ve seen the street sweeper go by, you may have actually seen another vehicle.\u003c/p>\n\u003ch2>The Street Sweeping Process\u003c/h2>\n\u003cp>The first vehicle in the street cleaning parade is the broom support truck. A worker picks up large items off the street – things like big pieces of wood or an abandoned chair — and chucks them into this truck. They’re looking for anything that cannot be vacuumed up by the street sweeper.\u003c/p>\n\u003cfigure id=\"attachment_11614806\" class=\"wp-caption alignleft\" style=\"max-width: 350px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11614806\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/buggy-800x583.jpg\" alt=\"The parking enforcement officer typically comes just before the street sweeper.\" width=\"350\" height=\"255\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-800x583.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-160x117.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-1020x743.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-1180x860.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-960x699.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-240x175.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-520x379.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy.jpg 1632w\" sizes=\"(max-width: 350px) 100vw, 350px\">\u003cfigcaption class=\"wp-caption-text\">The parking enforcement officer typically comes just before the street sweeper. \u003ccite>(Penny Nelson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next comes the street flusher, which is used mostly on commercial streets like Market and Mission. The flusher has jets underneath the truck that shoot water on the roadway, loosening grime and grit.\u003c/p>\n\u003cp>Third in line is the parking ticket officer, citing cars that haven’t moved.\u003c/p>\n\u003cp>Finally, the street sweeper comes along with big brushes and a large tube that vacuums up all the remaining trash on the street.\u003c/p>\n\u003cp>After that final step, you can legally park.\u003c/p>\n\u003cp>You’re welcome.\u003c/p>\n\u003ch2>Wait, Four Steps? Really?\u003c/h2>\n\u003cp>I caught a ride one morning with John Sheehan, one of the city’s street sweepers, as he cleaned his route in Noe Valley. He was surprised to hear I’d been told street cleaning is a four-step process.\u003c/p>\n\u003cp>On his route, he said, it’s usually a two-step process: The parking enforcement person moves ahead of him and then he alone cleans the street.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Turns out the cleaning process changes based on a variety of factors, like which street is being cleaned, which district the street is in, time of year, if there are special events and what’s been requested.\u003c/p>\n\u003cp>But whether it’s a two-step or four-step process, the bottom line is: Wait for that ticket buggy and street sweeper to roll by and you’re in the clear.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Uber Ends Its Controversial Post-Ride Tracking Of Users' Location",
"title": "Uber Ends Its Controversial Post-Ride Tracking Of Users' Location",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Uber says it has ended its tracking of users after they complete their rides -- a practice that \u003ca href=\"https://www.revealnews.org/article/uber-said-it-protects-you-from-spying-security-sources-say-otherwise/\" target=\"_blank\" rel=\"noopener noreferrer\">caused immediate concern\u003c/a> when the company \u003ca href=\"https://techcrunch.com/2016/11/28/uber-background-location-data-collection/\" target=\"_blank\" rel=\"noopener noreferrer\">added it\u003c/a> in November.\u003c/p>\n\u003cp>A spokeswoman for Uber tells NPR that users \u003ca href=\"https://help.uber.com/h/741744cb-125c-4efc-ab3f-4a977940ac87\" target=\"_blank\" rel=\"noopener noreferrer\">will now have the option\u003c/a> to share their location with the company only while using the app. That setting had been available before November's change.\u003c/p>\n\u003cp>\"Uber's latest update allows the ride-hailing app to track user location data even when the application is running in the background,\" NPR's Laura Roman \u003ca href=\"https://ww2.kqed.org/news/2016/12/02/uber-now-tracks-passengers-locations-even-after-theyre-dropped-off/\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> at the time. \"Previously, Uber only collected data from the user if the rider had the application open. Now, if a rider calls for an Uber and closes the app, Uber says it will continue to collect location data up until five minutes after the ride ends. That means Uber can see where you end up after you leave the car.\"\u003c/p>\n\u003cp>Uber chief security officer Joe Sullivan \u003ca href=\"https://www.reuters.com/article/us-uber-privacy-idUSKCN1B90EN\" target=\"_blank\" rel=\"noopener noreferrer\">told Reuters\u003c/a> the privacy change was unrelated to the company's \u003ca href=\"https://ww2.kqed.org/news/2017/08/28/uber-picks-new-ceo-expedias-dara-khosrowshahi/\" target=\"_blank\" rel=\"noopener noreferrer\">naming its new CEO\u003c/a> earlier this week.\u003c/p>\n\u003cp>\"We've been building through the turmoil and challenges because we already had our mandate,\" Sullivan told the news service.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After Uber changed the privacy options in November, users were forced into all-or-nothing location permissions: If a user did not permit the app to \"always\" track their locations, they were forced to select \"never\" -- which meant having to type out one's current location every time one hailed a ride. (A minor bummer, but still inconvenient, given the handy geolocation sensors baked into smartphones.)\u003c/p>\n\u003cp>Allowing Uber to always track one's location didn't seem great either, given that this was the same company that announced in 2012 it had scoured user data and \u003ca href=\"https://gigaom.com/2012/03/26/uber-one-night-stands/\" target=\"_blank\" rel=\"noopener noreferrer\">calculated the prevalence of one-night stands\u003c/a>.\u003c/p>\n\u003cp>Why exactly did Uber need to know where riders went after they got out of the car? Uber \u003ca href=\"https://help.uber.com/h/ba9dd342-158d-421f-a9ea-0e6c7aaad726\" target=\"_blank\" rel=\"noopener noreferrer\">said\u003c/a> it used the data \"to improve pickups, drop-offs, customer service, and to enhance safety.\"\u003c/p>\n\u003cp>Privacy concerns about Uber have been a constant, and the Electronic Privacy Information Center \u003ca href=\"https://epic.org/privacy/internet/ftc/uber/Complaint.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">filed a complaint\u003c/a> against the company in June 2015.\u003c/p>\n\u003cp>It turns out that Uber was tracking users in other ways as well, using a technique known as \u003ca href=\"https://www.wired.com/2017/04/uber-didnt-track-users-deleted-app-still-broke-rules/\" target=\"_blank\" rel=\"noopener noreferrer\">fingerprinting\u003c/a>. The New York Times \u003ca href=\"https://www.nytimes.com/2017/04/23/technology/travis-kalanick-pushes-uber-and-himself-to-the-precipice.html?_r=1\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> in April that the company was \"secretly identifying and tagging iPhones even after its app had been deleted and the devices erased,\" in violation of Apple's privacy guidelines.\u003c/p>\n\u003cp>Two weeks ago, Uber \u003ca href=\"https://epic.org/2017/08/after-epic-privacy-complaint-u.html\" target=\"_blank\" rel=\"noopener noreferrer\">entered into a consent agreement\u003c/a> with the Federal Trade Commission, to settle \u003ca href=\"https://www.ftc.gov/news-events/press-releases/2017/08/uber-settles-ftc-allegations-it-made-deceptive-privacy-data\" target=\"_blank\" rel=\"noopener noreferrer\">FTC charges\u003c/a> that the company \"deceived consumers by failing to monitor employee access to consumer personal information and by failing to reasonably secure sensitive consumer data stored in the cloud.\"\u003c/p>\n\u003cp>Under the agreement, Uber is required to implement a comprehensive privacy program that addresses privacy risks related to its products and services. It's also barred from misrepresenting how it monitors internal access to customers' personal information, or how it protects and secures that data. And its privacy program must be audited by a third party — every two years for the next 20 years.\u003c/p>\n\u003cp>Post-trip location collection is already disabled for iPhones and Android, Uber says, and the new privacy settings will appear on iPhones over the next few weeks.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We're working through the mechanics for Android now,\" Melanie Ensign of Uber's Security and Privacy Communications wrote in an email to NPR, \"but we're committed to parity for transparency, privacy & choice across both platforms.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2017 \u003ca href=\"http://www.npr.org\" target=\"_blank\" rel=\"noopener noreferrer\">NPR\u003c/a>. \u003c/em>\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber says it has ended its tracking of users after they complete their rides -- a practice that \u003ca href=\"https://www.revealnews.org/article/uber-said-it-protects-you-from-spying-security-sources-say-otherwise/\" target=\"_blank\" rel=\"noopener noreferrer\">caused immediate concern\u003c/a> when the company \u003ca href=\"https://techcrunch.com/2016/11/28/uber-background-location-data-collection/\" target=\"_blank\" rel=\"noopener noreferrer\">added it\u003c/a> in November.\u003c/p>\n\u003cp>A spokeswoman for Uber tells NPR that users \u003ca href=\"https://help.uber.com/h/741744cb-125c-4efc-ab3f-4a977940ac87\" target=\"_blank\" rel=\"noopener noreferrer\">will now have the option\u003c/a> to share their location with the company only while using the app. That setting had been available before November's change.\u003c/p>\n\u003cp>\"Uber's latest update allows the ride-hailing app to track user location data even when the application is running in the background,\" NPR's Laura Roman \u003ca href=\"https://ww2.kqed.org/news/2016/12/02/uber-now-tracks-passengers-locations-even-after-theyre-dropped-off/\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> at the time. \"Previously, Uber only collected data from the user if the rider had the application open. Now, if a rider calls for an Uber and closes the app, Uber says it will continue to collect location data up until five minutes after the ride ends. That means Uber can see where you end up after you leave the car.\"\u003c/p>\n\u003cp>Uber chief security officer Joe Sullivan \u003ca href=\"https://www.reuters.com/article/us-uber-privacy-idUSKCN1B90EN\" target=\"_blank\" rel=\"noopener noreferrer\">told Reuters\u003c/a> the privacy change was unrelated to the company's \u003ca href=\"https://ww2.kqed.org/news/2017/08/28/uber-picks-new-ceo-expedias-dara-khosrowshahi/\" target=\"_blank\" rel=\"noopener noreferrer\">naming its new CEO\u003c/a> earlier this week.\u003c/p>\n\u003cp>\"We've been building through the turmoil and challenges because we already had our mandate,\" Sullivan told the news service.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After Uber changed the privacy options in November, users were forced into all-or-nothing location permissions: If a user did not permit the app to \"always\" track their locations, they were forced to select \"never\" -- which meant having to type out one's current location every time one hailed a ride. (A minor bummer, but still inconvenient, given the handy geolocation sensors baked into smartphones.)\u003c/p>\n\u003cp>Allowing Uber to always track one's location didn't seem great either, given that this was the same company that announced in 2012 it had scoured user data and \u003ca href=\"https://gigaom.com/2012/03/26/uber-one-night-stands/\" target=\"_blank\" rel=\"noopener noreferrer\">calculated the prevalence of one-night stands\u003c/a>.\u003c/p>\n\u003cp>Why exactly did Uber need to know where riders went after they got out of the car? Uber \u003ca href=\"https://help.uber.com/h/ba9dd342-158d-421f-a9ea-0e6c7aaad726\" target=\"_blank\" rel=\"noopener noreferrer\">said\u003c/a> it used the data \"to improve pickups, drop-offs, customer service, and to enhance safety.\"\u003c/p>\n\u003cp>Privacy concerns about Uber have been a constant, and the Electronic Privacy Information Center \u003ca href=\"https://epic.org/privacy/internet/ftc/uber/Complaint.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">filed a complaint\u003c/a> against the company in June 2015.\u003c/p>\n\u003cp>It turns out that Uber was tracking users in other ways as well, using a technique known as \u003ca href=\"https://www.wired.com/2017/04/uber-didnt-track-users-deleted-app-still-broke-rules/\" target=\"_blank\" rel=\"noopener noreferrer\">fingerprinting\u003c/a>. The New York Times \u003ca href=\"https://www.nytimes.com/2017/04/23/technology/travis-kalanick-pushes-uber-and-himself-to-the-precipice.html?_r=1\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> in April that the company was \"secretly identifying and tagging iPhones even after its app had been deleted and the devices erased,\" in violation of Apple's privacy guidelines.\u003c/p>\n\u003cp>Two weeks ago, Uber \u003ca href=\"https://epic.org/2017/08/after-epic-privacy-complaint-u.html\" target=\"_blank\" rel=\"noopener noreferrer\">entered into a consent agreement\u003c/a> with the Federal Trade Commission, to settle \u003ca href=\"https://www.ftc.gov/news-events/press-releases/2017/08/uber-settles-ftc-allegations-it-made-deceptive-privacy-data\" target=\"_blank\" rel=\"noopener noreferrer\">FTC charges\u003c/a> that the company \"deceived consumers by failing to monitor employee access to consumer personal information and by failing to reasonably secure sensitive consumer data stored in the cloud.\"\u003c/p>\n\u003cp>Under the agreement, Uber is required to implement a comprehensive privacy program that addresses privacy risks related to its products and services. It's also barred from misrepresenting how it monitors internal access to customers' personal information, or how it protects and secures that data. And its privacy program must be audited by a third party — every two years for the next 20 years.\u003c/p>\n\u003cp>Post-trip location collection is already disabled for iPhones and Android, Uber says, and the new privacy settings will appear on iPhones over the next few weeks.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We're working through the mechanics for Android now,\" Melanie Ensign of Uber's Security and Privacy Communications wrote in an email to NPR, \"but we're committed to parity for transparency, privacy & choice across both platforms.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2017 \u003ca href=\"http://www.npr.org\" target=\"_blank\" rel=\"noopener noreferrer\">NPR\u003c/a>. \u003c/em>\u003c/div>\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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"marketplace": {
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"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"source": "American Public Media"
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"masters-of-scale": {
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},
"mindshift": {
"id": "mindshift",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"on-the-media": {
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"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"link": "/radio/program/on-the-media",
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/pbs-newshour",
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"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
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},
"perspectives": {
"id": "perspectives",
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"order": 14
},
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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},
"link": "/radio/program/planet-money",
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
"subscribe": {
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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"source": "PRI"
},
"link": "/radio/program/pri-the-world",
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"tuneIn": "https://tunein.com/podcasts/News--Politics-Podcasts/PRIs-The-World-p24/",
"rss": "http://feeds.feedburner.com/pri/theworld"
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
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