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"bio": "\u003cspan style=\"font-weight: 400;\">Queena Sook Kim is a former senior editor of the weekend desk at KQED. Before taking on that post, she was the Senior Editor of the Silicon Valley Desk and was the \u003c/span>\u003cspan style=\"font-weight: 400;\">host of The California Report. The daily morning show airs on KQED in San Francisco, one of the nation’s largest NPR affiliates, and on 30 stations across the state. In that role, she produces and reports on news, politics and life in the Golden State. Queena likes to take sideways look at the larger trends changing the state. One of her favorite stories asked\u003c/span>\u003ca href=\"https://ww2.kqed.org/news/2015/02/15/why-the-heck-do-mexican-reporters-on-public-radio-say-their-names-that-way\"> \u003cspan style=\"font-weight: 400;\">why Latino journalists “over’pronounce” their Spanish surnames\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> as a way of looking at how immigration is creating a culture shift in California.\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">Before joining The California Report, Queena was a \u003ca href=\"http://www.marketplace.org/people/queena-kim\">Senior Reporter covering technology for Marketplace\u003c/a>, the daily business show that airs on public radio. Queena covered daily tech business stories and reported on larger technology trends. She did a series of stories looking at role of social engineering in hacking and on a start-up in Silicon Valley that’s trying to use technology, instead of animals, to make meat that bleeds.\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">Queena started her career as a business journalist at the Wall Street Journal, where she spent four years covering the paper, home building and toy industries. She wrote A1 stories about the unusually aggressive tactics KB Home took against its home buyers. and the resurgence of “Cracker” architecture in Florida. She also wrote section front stories on marketing trends and\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">As a journalist, Queena has spent much of her career helping start-up editorial products. She was on the founding editorial team of The Bay Citizen, an experimental, online news site in San Francisco that was funded by the late hillbilly billionaire Warren Hellman. In 2009, Queena received a grant from the Corporation of Public Broadcasting to start-up a podcast called \u003ca href=\"https://soundcloud.com/cyberfrequencies\">CyberFrequencies\u003c/a>, which reported on the culture of technology. She also helped start-up two radio shows - Off-Ramp and Pacific Drift - for KPCC, the NPR-affiliate in Los Angeles. Off-Ramp was awarded 1st Place for news and Public Affairs programming by the PRINDI and the L.A. Press club. \u003ca href=\"https://soundcloud.com/queena-sook-kim\">Queena’s stories have appeared \u003c/a>on NPR’s Day to Day, Hearing Voices, WNYC’s Studio 360, WBUR’s Here and Now, BBC’s Global Perspectives and New York Times’ multimedia page.\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">In 1994, Queena won a Fulbright Grant to teach and study in Seoul, South Korea. She was also selected to be a Teach For America Corps Member in 1991 and taught elementary school in the Inglewood Unified School District in Southern California.\u003c/span>\r\n\r\n\u003cspan style=\"font-weight: 400;\">Queena is a frequent public speaker and has given talks at UC Berkeley, Stanford University, San Francisco State University, PRINDI conference and the Craigslist Foundation Boot Camp. Queena went to UC Berkeley’s Graduate School of Journalism and graduated cum laude from New York University with a B.A. in Politics. She grew up in Southern California and lives in Berkeley, Ca in a big fixer on which she spends most weekends, well, fixing.\u003c/span>",
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"content": "\u003cp>Amid heightened concerns about rising sea levels around the Bay Area, San Francisco International Airport officials are scrambling to make emergency repairs to a seriously damaged concrete wall that protects SFO's airfield from the bay.\u003c/p>\n\u003cp>The airport's top official called the damage to the seawall along SFO's perimeter \"an imminent threat to airport property\" \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=4732576&GUID=1041EB59-2564-44DE-8144-2B1CC10D691A\" target=\"_blank\">in a letter\u003c/a> to the Airport Commission in September.\u003c/p>\n\u003cp>\"I am declaring an emergency due to unforeseeable and unexpected erosion damages to the seawall,\" wrote SFO Airport Director Ivar Satero.\u003c/p>\n\u003cp>On Wednesday, the San Francisco Board of Supervisors Budget and Finance Committee approved $1.5 million in airport capital improvement funds to pay for emergency construction work to shore up the wall. The full board is expected to vote on the work next Tuesday.\u003c/p>\n\u003cp>The section of seawall in need of repair is located at the end of runways 19L and 19R, which are primarily used for departing flights. The erosion problems are located at the base of the wall, according to SFO spokesman Doug Yakel.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Water is starting to kind of seep into this area, and that's causing some erosion,\" Yakel said. \"We don't want to wait for the wall to fail. We want to make the repairs before it becomes an issue.\"\u003c/p>\n\u003cp>It's unclear if sea level rise is to blame. SFO officials have yet to determine a definitive cause for the erosion, according to Yakel.\u003c/p>\n\u003cfigure id=\"attachment_11198195\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11198195\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/sfo-seawall-1920-800x582.jpg\" alt=\"A segment of the damaged seawall at San Francisco International Airport.\" width=\"800\" height=\"582\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-800x582.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-1020x742.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-1180x858.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-960x698.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-240x175.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-520x378.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A segment of the damaged seawall at San Francisco International Airport. \u003ccite>(Courtesy of SFO)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Airport Commission earlier this fall approved the job, which will take place on the northeast section of SFO's property that protects it from flooding, king tides, high waves and storm surges.\u003c/p>\n\u003cp>The emergency declaration allows the airport to fast-track repair work. SFO officials are in the process of getting permit approvals from the U.S. Army Corps of Engineers and the San Francisco Bay Conservation and Development Commission.\u003c/p>\n\u003cp>In July, airport staff observed the damage. Several weeks later a geotechnical consultant found \"seepage problems\" and a potential sinkhole, Satero's letter states. \"If this repair is not completed before the rain season, the seawall may fail and flooding is likely to occur,\" Satero said. The letter also said the repair work should have been completed by Nov. 30.\u003c/p>\n\u003cp>According to AGS, a San Francisco-based engineering firm hired by SFO, the section of seawall was in \"critical condition\" and repairs were needed before the rainy season when \"the seawall was likely to fail and allow flooding,\" according to a \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=4805188&GUID=73F0A245-56F7-4C8F-B142-EA3729FE4180\" target=\"_blank\">memo \u003c/a>written by the Board of Supervisors' budget and legislative analyst.\u003c/p>\n\u003cp>That flooding could occur on all eight of the airport's runways and taxiways, according to Geri Rayca, the manager of SFO's Planning, Design and Construction Division.\u003c/p>\n\u003cp>Airport officials say putting the contract for the work up for competitive bidding would take too long. They selected the Dutra Group, a marine construction and dredging firm, to make the repairs.\u003c/p>\n\u003cp>The short-term emergency work involves placing 2,000 feet of riprap, a layer of stones and concrete chunks, at the site, as well as repairs to the seawall's asphalt pavement.\u003c/p>\n\u003cp>Airport officials expect the repairs to take a month to be completed. A crane on the bay side of the seawall will do the work, and SFO operations are \u003cem>not\u003c/em> expected to be affected, Cathy Widener, SFO's manager of government affairs, said during Wednesday's hearing.\u003c/p>\n\u003cp>Long-term work to prevent flooding at the airport from sea level rise, a decade-long project called the Shoreline Protection Project, will cost $60 million, according to SFO.\u003c/p>\n\u003cp>In the meantime, airport officials are working on increasing inspections of the entirety of SFO's 8-mile perimeter seawall.\u003c/p>\n\u003cp>Right now those inspections are done intermittently, Widener said. \"Airport staff ... are currently working developing a more rigorous program.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed reporting to this post.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Amid heightened concerns about rising sea levels around the Bay Area, San Francisco International Airport officials are scrambling to make emergency repairs to a seriously damaged concrete wall that protects SFO's airfield from the bay.\u003c/p>\n\u003cp>The airport's top official called the damage to the seawall along SFO's perimeter \"an imminent threat to airport property\" \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=4732576&GUID=1041EB59-2564-44DE-8144-2B1CC10D691A\" target=\"_blank\">in a letter\u003c/a> to the Airport Commission in September.\u003c/p>\n\u003cp>\"I am declaring an emergency due to unforeseeable and unexpected erosion damages to the seawall,\" wrote SFO Airport Director Ivar Satero.\u003c/p>\n\u003cp>On Wednesday, the San Francisco Board of Supervisors Budget and Finance Committee approved $1.5 million in airport capital improvement funds to pay for emergency construction work to shore up the wall. The full board is expected to vote on the work next Tuesday.\u003c/p>\n\u003cp>The section of seawall in need of repair is located at the end of runways 19L and 19R, which are primarily used for departing flights. The erosion problems are located at the base of the wall, according to SFO spokesman Doug Yakel.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Water is starting to kind of seep into this area, and that's causing some erosion,\" Yakel said. \"We don't want to wait for the wall to fail. We want to make the repairs before it becomes an issue.\"\u003c/p>\n\u003cp>It's unclear if sea level rise is to blame. SFO officials have yet to determine a definitive cause for the erosion, according to Yakel.\u003c/p>\n\u003cfigure id=\"attachment_11198195\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11198195\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/sfo-seawall-1920-800x582.jpg\" alt=\"A segment of the damaged seawall at San Francisco International Airport.\" width=\"800\" height=\"582\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-800x582.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-1020x742.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-1180x858.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-960x698.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-240x175.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-520x378.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A segment of the damaged seawall at San Francisco International Airport. \u003ccite>(Courtesy of SFO)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Airport Commission earlier this fall approved the job, which will take place on the northeast section of SFO's property that protects it from flooding, king tides, high waves and storm surges.\u003c/p>\n\u003cp>The emergency declaration allows the airport to fast-track repair work. SFO officials are in the process of getting permit approvals from the U.S. Army Corps of Engineers and the San Francisco Bay Conservation and Development Commission.\u003c/p>\n\u003cp>In July, airport staff observed the damage. Several weeks later a geotechnical consultant found \"seepage problems\" and a potential sinkhole, Satero's letter states. \"If this repair is not completed before the rain season, the seawall may fail and flooding is likely to occur,\" Satero said. The letter also said the repair work should have been completed by Nov. 30.\u003c/p>\n\u003cp>According to AGS, a San Francisco-based engineering firm hired by SFO, the section of seawall was in \"critical condition\" and repairs were needed before the rainy season when \"the seawall was likely to fail and allow flooding,\" according to a \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=4805188&GUID=73F0A245-56F7-4C8F-B142-EA3729FE4180\" target=\"_blank\">memo \u003c/a>written by the Board of Supervisors' budget and legislative analyst.\u003c/p>\n\u003cp>That flooding could occur on all eight of the airport's runways and taxiways, according to Geri Rayca, the manager of SFO's Planning, Design and Construction Division.\u003c/p>\n\u003cp>Airport officials say putting the contract for the work up for competitive bidding would take too long. They selected the Dutra Group, a marine construction and dredging firm, to make the repairs.\u003c/p>\n\u003cp>The short-term emergency work involves placing 2,000 feet of riprap, a layer of stones and concrete chunks, at the site, as well as repairs to the seawall's asphalt pavement.\u003c/p>\n\u003cp>Airport officials expect the repairs to take a month to be completed. A crane on the bay side of the seawall will do the work, and SFO operations are \u003cem>not\u003c/em> expected to be affected, Cathy Widener, SFO's manager of government affairs, said during Wednesday's hearing.\u003c/p>\n\u003cp>Long-term work to prevent flooding at the airport from sea level rise, a decade-long project called the Shoreline Protection Project, will cost $60 million, according to SFO.\u003c/p>\n\u003cp>In the meantime, airport officials are working on increasing inspections of the entirety of SFO's 8-mile perimeter seawall.\u003c/p>\n\u003cp>Right now those inspections are done intermittently, Widener said. \"Airport staff ... are currently working developing a more rigorous program.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed reporting to this post.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The blows keep coming for San Francisco's struggling taxi industry. The city's largest taxi company, the bankrupt Yellow Cab Cooperative, is up for sale.\u003c/p>\n\u003cp>A series of large personal injury lawsuits against the company, combined with the growing popularity of \u003ca href=\"https://ww2.kqed.org/news/09/17/2014/taxi_rides_san_francisco/\" target=\"_blank\">ride-hailing companies\u003c/a> like Uber and Lyft, pushed Yellow Cab into financial insolvency.\u003c/p>\n\u003cp>Taxi operator CityWide has already submitted a bid to buy Yellow Cab and its 500 or so cabs. Flywheel, formerly DeSoto Cab, is expected to follow suit.\u003c/p>\n\u003cp>So what does this mean for the state of taxis in San Francisco? Is this a sign of darker days ahead? Or is it just part of the new ride-share reality?\u003c/p>\n\u003cp>Mark Gruberg drives for Green Cab and is a board member of the San Francisco Taxi Worker Alliance. Count him among those who see the Yellow Cab sale as particularly bad news.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I think it's a very dire warning to everybody else,\" he said. \"The loss of Yellow does not bode well for the rest of the industry.\"\u003c/p>\n\u003cp>He's worried about whether the rest of the city's cabbies will be able to absorb the hundreds of taxi medallions that Yellow Cab is currently operating.\u003c/p>\n\u003cp>Gruberg also says drivers are \"on tenterhooks\" about what this means for them.\u003c/p>\n\u003cp>\"They're concerned for their livelihood,\" he said. \"Drivers have taken an enormous hit since Uber and Lyft have come into play.\"\u003c/p>\n\u003cp>Ashwani Aeri, who has been driving for Yellow Cab for 28 years, agrees and disagrees.\u003c/p>\n\u003cp>He says he's definitely felt the impact of the influx of \u003ca href=\"http://www.sfexaminer.com/45000-uber-lyft-drivers-may-now-operate-san-francisco-drivers-continue-multiply/\" target=\"_blank\">tens of thousands\u003c/a> of Uber and Lyft drivers flooding San Francisco streets, but he's not worried about getting a new boss. He's hopeful that whoever the buyer is, they will take steps to keep the company going.\u003c/p>\n\u003cp>\"If somebody is going to spend millions of dollars to buy Yellow Cab and not care for the business, that would be bad for them,\" he said. He said other drivers are confident that the company's strong foothold in the city will mean little disruption will come with the sale.\u003c/p>\n\u003cp>Carl Macmurdo, the president of the Medallion Holders Association, agrees.\u003c/p>\n\u003cp>\"It really won't change a whole lot,\" he said of the sale. \"All the cabs will still be on the road.\"\u003c/p>\n\u003cp>Macmurdo drove for Yellow Cab for more than a decade before switching over to Flywheel two years ago. He thinks the sale will be wrapped up by the end of the year, with either Citywide or Flywheel taking over the business.\u003c/p>\n\u003cp>\"There is a future for taxis,\" said Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley and a leading expert on the evolving ride-share world.\u003c/p>\n\u003cp>Shaheen says taxis play a crucial role by providing transportation to people who don't have credit cards or smartphones and can't access Uber or Lyft.\u003c/p>\n\u003cp>\"These types of services need to be preserved,\" she said. \"It's imperative we provide equitable transportation services to all individuals.\"\u003c/p>\n\u003cp>She's encouraged by moves some in the taxi industry are making toward incorporating new \u003ca href=\"http://www.sfexaminer.com/tale-two-taxis-flywheel-yellow-cab-diverge-strategies/\" target=\"_blank\">app-based technologies\u003c/a> as well as self-driving technology.\u003c/p>\n\u003cp>\"We're still going to need people,\" Shaheen said about the evolving industry, \"but the skills required may change dramatically.\" She said those jobs could include caretakers and monitors who would act as human support staff for automated taxis.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It could create more opportunities,\" she said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The blows keep coming for San Francisco's struggling taxi industry. The city's largest taxi company, the bankrupt Yellow Cab Cooperative, is up for sale.\u003c/p>\n\u003cp>A series of large personal injury lawsuits against the company, combined with the growing popularity of \u003ca href=\"https://ww2.kqed.org/news/09/17/2014/taxi_rides_san_francisco/\" target=\"_blank\">ride-hailing companies\u003c/a> like Uber and Lyft, pushed Yellow Cab into financial insolvency.\u003c/p>\n\u003cp>Taxi operator CityWide has already submitted a bid to buy Yellow Cab and its 500 or so cabs. Flywheel, formerly DeSoto Cab, is expected to follow suit.\u003c/p>\n\u003cp>So what does this mean for the state of taxis in San Francisco? Is this a sign of darker days ahead? Or is it just part of the new ride-share reality?\u003c/p>\n\u003cp>Mark Gruberg drives for Green Cab and is a board member of the San Francisco Taxi Worker Alliance. Count him among those who see the Yellow Cab sale as particularly bad news.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"I think it's a very dire warning to everybody else,\" he said. \"The loss of Yellow does not bode well for the rest of the industry.\"\u003c/p>\n\u003cp>He's worried about whether the rest of the city's cabbies will be able to absorb the hundreds of taxi medallions that Yellow Cab is currently operating.\u003c/p>\n\u003cp>Gruberg also says drivers are \"on tenterhooks\" about what this means for them.\u003c/p>\n\u003cp>\"They're concerned for their livelihood,\" he said. \"Drivers have taken an enormous hit since Uber and Lyft have come into play.\"\u003c/p>\n\u003cp>Ashwani Aeri, who has been driving for Yellow Cab for 28 years, agrees and disagrees.\u003c/p>\n\u003cp>He says he's definitely felt the impact of the influx of \u003ca href=\"http://www.sfexaminer.com/45000-uber-lyft-drivers-may-now-operate-san-francisco-drivers-continue-multiply/\" target=\"_blank\">tens of thousands\u003c/a> of Uber and Lyft drivers flooding San Francisco streets, but he's not worried about getting a new boss. He's hopeful that whoever the buyer is, they will take steps to keep the company going.\u003c/p>\n\u003cp>\"If somebody is going to spend millions of dollars to buy Yellow Cab and not care for the business, that would be bad for them,\" he said. He said other drivers are confident that the company's strong foothold in the city will mean little disruption will come with the sale.\u003c/p>\n\u003cp>Carl Macmurdo, the president of the Medallion Holders Association, agrees.\u003c/p>\n\u003cp>\"It really won't change a whole lot,\" he said of the sale. \"All the cabs will still be on the road.\"\u003c/p>\n\u003cp>Macmurdo drove for Yellow Cab for more than a decade before switching over to Flywheel two years ago. He thinks the sale will be wrapped up by the end of the year, with either Citywide or Flywheel taking over the business.\u003c/p>\n\u003cp>\"There is a future for taxis,\" said Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley and a leading expert on the evolving ride-share world.\u003c/p>\n\u003cp>Shaheen says taxis play a crucial role by providing transportation to people who don't have credit cards or smartphones and can't access Uber or Lyft.\u003c/p>\n\u003cp>\"These types of services need to be preserved,\" she said. \"It's imperative we provide equitable transportation services to all individuals.\"\u003c/p>\n\u003cp>She's encouraged by moves some in the taxi industry are making toward incorporating new \u003ca href=\"http://www.sfexaminer.com/tale-two-taxis-flywheel-yellow-cab-diverge-strategies/\" target=\"_blank\">app-based technologies\u003c/a> as well as self-driving technology.\u003c/p>\n\u003cp>\"We're still going to need people,\" Shaheen said about the evolving industry, \"but the skills required may change dramatically.\" She said those jobs could include caretakers and monitors who would act as human support staff for automated taxis.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It could create more opportunities,\" she said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>[audio mp3=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/0011dc77.mp3\"][/audio]\u003c/p>\n\u003cp>These days at Santa Clara University, you can get a glimpse of how the automated future will unroll. Yesterday the school started offering a driverless shuttle service.\u003c/p>\n\u003cp>I took a ride on the shuttle, which is believed to be the first self-driving service on a college campus. It basically looks like a pimped-out golf cart.\u003c/p>\n\u003cp>“That’s exactly what it is. It’s an off-the-shelf golf cart that we’ve retrofitted with our drive-by-wire computerized units and sensors,” said \u003ca href=\"https://twitter.com/benstinnett\" target=\"_blank\" rel=\"noopener\">Ben Stinnett\u003c/a>, a hardware engineer at \u003ca href=\"http://www.auro.ai/\" target=\"_blank\" rel=\"noopener\">Auro\u003c/a>, the Sunnyvale startup that built this self-driving shuttle.\u003c/p>\n\u003cp>The shuttle service is part of a two-month pilot program. During that time, an Auro engineer sits in the front seat ready to take over if systems fail. The shuttle took me on a 1-mile loop at its maximum speed of 7 mph. And rather than maneuver around pedestrians, it slows down to follow them at their speed to ensure safety. All this makes for a very slow ride.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While Google and Tesla are grabbing headlines for plans to bring self-driving cars to the open road, it could be another decade before consumers can buy them. In the meantime, there’s a cottage industry of startups deploying similar technology, but in more controlled settings.\u003c/p>\n\u003cp>\u003ca href=\"https://www.crunchbase.com/person/srinivas-reddy-2\" target=\"_blank\" rel=\"noopener\">Srinivas Reddy\u003c/a>, a co-founder of Auro, says mapping cities and counties is an expensive endeavor, but mapping a college campus is within a startup’s budget.\u003c/p>\n\u003cp>“And hence, we deploy these much faster than the other companies that are eyeing for the passenger car market,” he said.\u003c/p>\n\u003cp>That means Auro can get to market faster. In nearby \u003ca href=\"http://kron4.com/2016/11/13/redwood-city-officials-approve-robot-delivery-pilot-program/\" target=\"_blank\" rel=\"noopener\">Redwood City, Starship Technologies\u003c/a> recently won approval to run a pilot program where robots deliver groceries and food from restaurants to homes and businesses in a 5-mile radius. \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\" target=\"_blank\" rel=\"noopener\">Robert Siegel\u003c/a>, who teaches at Stanford’s Graduate School of Business, says the move to automation will be incremental.\u003c/p>\n\u003cp>“We are gonna continue to see more and more examples of autonomous systems touch every part of our lives,” Siegel said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He says sticking to controlled settings with low stakes also allows consumers to become more comfortable with autonomous systems.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>These days at Santa Clara University, you can get a glimpse of how the automated future will unroll. Yesterday the school started offering a driverless shuttle service.\u003c/p>\n\u003cp>I took a ride on the shuttle, which is believed to be the first self-driving service on a college campus. It basically looks like a pimped-out golf cart.\u003c/p>\n\u003cp>“That’s exactly what it is. It’s an off-the-shelf golf cart that we’ve retrofitted with our drive-by-wire computerized units and sensors,” said \u003ca href=\"https://twitter.com/benstinnett\" target=\"_blank\" rel=\"noopener\">Ben Stinnett\u003c/a>, a hardware engineer at \u003ca href=\"http://www.auro.ai/\" target=\"_blank\" rel=\"noopener\">Auro\u003c/a>, the Sunnyvale startup that built this self-driving shuttle.\u003c/p>\n\u003cp>The shuttle service is part of a two-month pilot program. During that time, an Auro engineer sits in the front seat ready to take over if systems fail. The shuttle took me on a 1-mile loop at its maximum speed of 7 mph. And rather than maneuver around pedestrians, it slows down to follow them at their speed to ensure safety. All this makes for a very slow ride.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While Google and Tesla are grabbing headlines for plans to bring self-driving cars to the open road, it could be another decade before consumers can buy them. In the meantime, there’s a cottage industry of startups deploying similar technology, but in more controlled settings.\u003c/p>\n\u003cp>\u003ca href=\"https://www.crunchbase.com/person/srinivas-reddy-2\" target=\"_blank\" rel=\"noopener\">Srinivas Reddy\u003c/a>, a co-founder of Auro, says mapping cities and counties is an expensive endeavor, but mapping a college campus is within a startup’s budget.\u003c/p>\n\u003cp>“And hence, we deploy these much faster than the other companies that are eyeing for the passenger car market,” he said.\u003c/p>\n\u003cp>That means Auro can get to market faster. In nearby \u003ca href=\"http://kron4.com/2016/11/13/redwood-city-officials-approve-robot-delivery-pilot-program/\" target=\"_blank\" rel=\"noopener\">Redwood City, Starship Technologies\u003c/a> recently won approval to run a pilot program where robots deliver groceries and food from restaurants to homes and businesses in a 5-mile radius. \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\" target=\"_blank\" rel=\"noopener\">Robert Siegel\u003c/a>, who teaches at Stanford’s Graduate School of Business, says the move to automation will be incremental.\u003c/p>\n\u003cp>“We are gonna continue to see more and more examples of autonomous systems touch every part of our lives,” Siegel said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He says sticking to controlled settings with low stakes also allows consumers to become more comfortable with autonomous systems.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "high-speed-rail-reality-and-hyperloop-dreams",
"title": "High-Speed Rail Reality and Hyperloop Dreams",
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"headTitle": "High-Speed Rail Reality and Hyperloop Dreams | KQED",
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"content": "\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/fze5spdN3nU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>It’s kind of startling. Out there in the San Joaquin Valley, \u003ca href=\"http://www.hsr.ca.gov/docs/programs/construction/road_closure/2016_October_Construction_Update.pdf\" target=\"_blank\" rel=\"noopener\">work is proceeding\u003c/a> on California’s first high-speed rail route. And by work, I mean actual concrete and steel. Workers are creating tangible infrastructure — for instance, a series of bridges designed to carry a future bullet train across the San Joaquin and Fresno rivers and other waterways.\u003c/p>\n\u003cp>The slow and steady progress of construction in the valley is startling mostly because the actual presence of a train I could climb on and ride, even for a trip between beautiful Madera and even-more-beautiful Bakersfield, seems so far in the future. The state’s high-speed rail agency says in \u003ca href=\"https://www.hsr.ca.gov/docs/about/business_plans/2016_BusinessPlan.pdf\" target=\"_blank\" rel=\"noopener\">its 2016 business plan\u003c/a> that service could begin, somewhere, by the middle of the next decade.\u003c/p>\n\u003cp>In the meantime, the project remains fraught with \u003ca href=\"http://www.cahsrblog.com/2016/11/california-hsr-2016-election-preview/\" target=\"_blank\" rel=\"noopener\">political\u003c/a> and \u003ca href=\"http://www.economist.com/news/science-and-technology/21695237-taxpayers-could-pay-dearly-californias-high-speed-dreams-biting-bullet\" target=\"_blank\" rel=\"noopener\">practical\u003c/a> hurdles. By this point, many Americans have gotten to ride on very, very fast trains in Japan, France, Germany and elsewhere, and are wondering why something similar can’t happen here.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As the bullet train’s route takes shape in Madera, Fresno and Kern counties, another high-speed travel dream is unfolding: the Hyperloop.\u003c/p>\n\u003cp>Yes, that’s \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Elon Musk’s vision\u003c/a> for a system that would be able to propel passenger pods at near-supersonic speeds through closed tubes. The system would make it possible to travel from San Francisco to Los Angeles in half an hour. If that’s not an amazing enough travel value, the pods will be sealed so tightly and going so fast that you’d never smell Harris Ranch, aka \u003ca href=\"https://pando.com/2015/09/07/journey-through-oligarch-valley-pt-6-cowschwitz-exit-334/\" target=\"_blank\" rel=\"noopener\">Cowschwitz\u003c/a>, as you whiz past.\u003c/p>\n\u003cp>Hyperloop believers say it will not only be much faster than high-speed rail, but that it will be cheaper and faster to build. Already, one startup, Los Angeles-based \u003ca href=\"https://hyperloop-one.com/\" target=\"_blank\" rel=\"noopener\">Hyperloop One\u003c/a>, has \u003ca href=\"https://youtu.be/1e-Po9C8Kj8\" target=\"_blank\" rel=\"noopener\">begun open-air testing\u003c/a> of its technology at a research facility near Las Vegas.\u003c/p>\n\u003cp>But just as the California bullet train has been subject to criticism that it will turn out to be an expensive boondoggle, skeptics have argued the Hyperloop is little more than a costly, \u003ca href=\"http://www.citylab.com/tech/2015/12/the-hyperloop-is-not-superior-to-high-speed-rail/419592/\" target=\"_blank\" rel=\"noopener\">harsh-riding\u003c/a> distraction from building more \u003ca href=\"http://www.citylab.com/work/2013/10/another-reason-not-build-hyperloop/7163/\" target=\"_blank\" rel=\"noopener\">basic and technologically accessible infrastructure\u003c/a>.\u003c/p>\n\u003cp>This is the point where I say, “We’ll see.” — Meaning yeah, sure, maybe this will happen. Just like \u003ca href=\"http://archive.fortune.com/magazines/fortune/fortune_archive/1986/12/08/68392/index.htm\" target=\"_blank\" rel=\"noopener\">hypersonic airline travel\u003c/a>.\u003c/p>\n\u003cp>But in this case, there’s a possibility that we’ll see some version of a system before another two or three decades have passed. Hyperloop One is moving ahead with \u003ca href=\"https://techcrunch.com/2016/11/08/hyperloop-one-will-build-the-first-hyperloop-system-to-go-from-dubai-to-abu-dhabi-in-twelve-minutes/\" target=\"_blank\" rel=\"noopener\">a feasibility study\u003c/a> for a system that would run the 100 miles from Dubai to Abu Dhabi in the United Arab Emirates, a trip that would take about 12 minutes.\u003c/p>\n\u003cp>There’s one Achilles’ heel on display in the vision: It suggests pods will merge into city traffic to complete their trips. Maybe they don’t have gridlock in the U.A.E.\u003c/p>\n\u003cp>The video above shows Hyperloop One’s concept for its Abu Dhabi-Dubai route. The one below shows my favorite visualization of future travel.\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/q3oHmVhviO8\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n",
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"excerpt": "While construction continues on the state's hoped-for bullet train system, engineers work on what would be a tech marvel. ",
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"title": "High-Speed Rail Reality and Hyperloop Dreams | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/fze5spdN3nU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>It’s kind of startling. Out there in the San Joaquin Valley, \u003ca href=\"http://www.hsr.ca.gov/docs/programs/construction/road_closure/2016_October_Construction_Update.pdf\" target=\"_blank\" rel=\"noopener\">work is proceeding\u003c/a> on California’s first high-speed rail route. And by work, I mean actual concrete and steel. Workers are creating tangible infrastructure — for instance, a series of bridges designed to carry a future bullet train across the San Joaquin and Fresno rivers and other waterways.\u003c/p>\n\u003cp>The slow and steady progress of construction in the valley is startling mostly because the actual presence of a train I could climb on and ride, even for a trip between beautiful Madera and even-more-beautiful Bakersfield, seems so far in the future. The state’s high-speed rail agency says in \u003ca href=\"https://www.hsr.ca.gov/docs/about/business_plans/2016_BusinessPlan.pdf\" target=\"_blank\" rel=\"noopener\">its 2016 business plan\u003c/a> that service could begin, somewhere, by the middle of the next decade.\u003c/p>\n\u003cp>In the meantime, the project remains fraught with \u003ca href=\"http://www.cahsrblog.com/2016/11/california-hsr-2016-election-preview/\" target=\"_blank\" rel=\"noopener\">political\u003c/a> and \u003ca href=\"http://www.economist.com/news/science-and-technology/21695237-taxpayers-could-pay-dearly-californias-high-speed-dreams-biting-bullet\" target=\"_blank\" rel=\"noopener\">practical\u003c/a> hurdles. By this point, many Americans have gotten to ride on very, very fast trains in Japan, France, Germany and elsewhere, and are wondering why something similar can’t happen here.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As the bullet train’s route takes shape in Madera, Fresno and Kern counties, another high-speed travel dream is unfolding: the Hyperloop.\u003c/p>\n\u003cp>Yes, that’s \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Elon Musk’s vision\u003c/a> for a system that would be able to propel passenger pods at near-supersonic speeds through closed tubes. The system would make it possible to travel from San Francisco to Los Angeles in half an hour. If that’s not an amazing enough travel value, the pods will be sealed so tightly and going so fast that you’d never smell Harris Ranch, aka \u003ca href=\"https://pando.com/2015/09/07/journey-through-oligarch-valley-pt-6-cowschwitz-exit-334/\" target=\"_blank\" rel=\"noopener\">Cowschwitz\u003c/a>, as you whiz past.\u003c/p>\n\u003cp>Hyperloop believers say it will not only be much faster than high-speed rail, but that it will be cheaper and faster to build. Already, one startup, Los Angeles-based \u003ca href=\"https://hyperloop-one.com/\" target=\"_blank\" rel=\"noopener\">Hyperloop One\u003c/a>, has \u003ca href=\"https://youtu.be/1e-Po9C8Kj8\" target=\"_blank\" rel=\"noopener\">begun open-air testing\u003c/a> of its technology at a research facility near Las Vegas.\u003c/p>\n\u003cp>But just as the California bullet train has been subject to criticism that it will turn out to be an expensive boondoggle, skeptics have argued the Hyperloop is little more than a costly, \u003ca href=\"http://www.citylab.com/tech/2015/12/the-hyperloop-is-not-superior-to-high-speed-rail/419592/\" target=\"_blank\" rel=\"noopener\">harsh-riding\u003c/a> distraction from building more \u003ca href=\"http://www.citylab.com/work/2013/10/another-reason-not-build-hyperloop/7163/\" target=\"_blank\" rel=\"noopener\">basic and technologically accessible infrastructure\u003c/a>.\u003c/p>\n\u003cp>This is the point where I say, “We’ll see.” — Meaning yeah, sure, maybe this will happen. Just like \u003ca href=\"http://archive.fortune.com/magazines/fortune/fortune_archive/1986/12/08/68392/index.htm\" target=\"_blank\" rel=\"noopener\">hypersonic airline travel\u003c/a>.\u003c/p>\n\u003cp>But in this case, there’s a possibility that we’ll see some version of a system before another two or three decades have passed. Hyperloop One is moving ahead with \u003ca href=\"https://techcrunch.com/2016/11/08/hyperloop-one-will-build-the-first-hyperloop-system-to-go-from-dubai-to-abu-dhabi-in-twelve-minutes/\" target=\"_blank\" rel=\"noopener\">a feasibility study\u003c/a> for a system that would run the 100 miles from Dubai to Abu Dhabi in the United Arab Emirates, a trip that would take about 12 minutes.\u003c/p>\n\u003cp>There’s one Achilles’ heel on display in the vision: It suggests pods will merge into city traffic to complete their trips. Maybe they don’t have gridlock in the U.A.E.\u003c/p>\n\u003cp>The video above shows Hyperloop One’s concept for its Abu Dhabi-Dubai route. The one below shows my favorite visualization of future travel.\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/q3oHmVhviO8\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "S.F.'s 'Google Bus' Program Making Progress, Report Says",
"title": "S.F.'s 'Google Bus' Program Making Progress, Report Says",
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"content": "\u003cp>San Francisco transportation officials are touting the success of a city program that seeks to regulate the big shuttle buses that move tech workers from San Francisco to their jobs in Silicon Valley.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2016/Commuter%20Shuttle%20Program%20Mid%20Term%20Status%20Report.pdf\" target=\"_blank\">A report\u003c/a> released Thursday showed a 91 percent decrease in the number of shuttles operating on small residential streets since April, when a retooled Commuter Shuttle Program went into full effect.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/projects-planning/projects/commuter-shuttle-program-2016-2017\" target=\"_blank\">The program\u003c/a> started as an 18-month pilot between August 2014 and January 2016, which established specific unloading zones for shuttles and limited the type of streets shuttles could drive on, among other regulations.\u003c/p>\n\u003cp>\"Before we launched our original pilot program in 2014, shuttles basically pulled over wherever they could and conflicted with Muni service, blocked traffic and created safety hazards,\" said Paul Rose, a spokesman for the San Francisco Municipal Transportation Agency, which runs the program.\u003c/p>\n\u003cp>Some people objected, arguing that it disrupted Muni travel and had negative effects on housing costs by keeping tech workers in San Francisco and contributing to gentrification. \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-tech-bus-program-targeted-in-lawsuit-5445875.php\" target=\"_blank\">A lawsuit\u003c/a> was filed against the program in 2014 alleging it violated state traffic and environmental law.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In November 2015, the SFMTA board approved legislation creating the current Commuter Shuttle Program for a one-year term starting in April 2016. Opponents continued to protest, leading the Board of Supervisors to hammer out \u003ca href=\"https://ww2.kqed.org/news/2016/02/09/s-f-supervisors-deal-would-extend-tech-shuttle-bus-program/\" target=\"_blank\">a deal\u003c/a> with them and the tech companies in February.\u003c/p>\n\u003cp>Shuttle companies must apply for a permit to participate in the program, which grants them access to 80 shared Muni stops as well as 29 shuttle-only stops in the city. That's down from an original 125 approved stops before the February deal.\u003c/p>\n\u003cp>Rose said there are currently 17 permitted shuttle companies operating 789 shuttles on San Francisco streets. Those shuttles carry an average of just under 10,000 riders a day, a 15 percent increase from the pilot program.\u003c/p>\n\u003cp>As part of the program, companies must pay $7.31 each time one of their vehicles makes a stop and must agree to avoid smaller restricted streets. They must also agree to provide the SFMTA with continuous real-time GPS data so the agency can track where the shuttles are driving.\u003c/p>\n\u003cp>\"[The GPS tracking system] makes enforcement more efficient by allowing us to know when shuttles use restricted streets and allows us to issue penalties when we need to,\" Rose said.\u003c/p>\n\u003cp>Rose points to effective enforcement -- fueled by the GPS system and a dedicated enforcement team -- as one of the key reasons the program has been so successful. Shuttle companies are fined $250 if one of their vehicles drives on an unauthorized street. These fines have totaled more than $500,000 since the start of the pilot program, but the average daily number of vehicles on these no-go streets dropped from 195 in April to only 15 in August.\u003c/p>\n\u003cp>There's also been a 129 percent increase in monthly citations issued to shuttle vehicles between the pilot and the current program, with more than 800 citations being doled out between April and August of this year. The citations are heavily concentrated around busy locations like Valencia and 26th Streets, Divisadero and Haight Streets, and Townsend and Fourth Streets.\u003c/p>\n\u003cp>The SFMTA received 267 complaints about shuttles between April and August, with 99 coming in the first month. Almost a third of complaints were for shuttles operating on restricted streets. Other complaints focused on shuttles making unauthorized stops, idling, blocking traffic as well as unpermitted shuttles. The report notes that more than 40 percent of all complaints were submitted by one Noe Valley resident.\u003c/p>\n\u003cp>As another part of the February deal, the Board Supervisors asked the SFMTA to look into potentially creating a \u003ca href=\"http://www.sfexaminer.com/sfmta-board-approves-changes-to-commuter-shuttle-program/\" target=\"_blank\">\"hub\" model\u003c/a> for the shuttle program that would reduce and concentrate the number of shuttle spots in the city.\u003c/p>\n\u003cp>With the help of the San Francisco County Transportation Authority, the SFMTA studied three potential hub models: a single San Francisco hub, a BART-oriented system with five \"nodes\" within a quarter-mile of the eight San Francisco BART stations, and a freeway-based system with nine nodes located within a quarter-mile of freeway on- and off-ramps. It also studied a more consolidated network similar to the current program with significantly fewer pickup and dropoff locations.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2016/Commuter_Shuttle_Hub_Report_Final.pdf\" target=\"_blank\">another report\u003c/a> released last week, the two agencies determined that shuttle ridership would decrease between 24 and 45 percent under a hub model, leading to thousands of additional cars on the road each day and increased potential for crashes.\u003c/p>\n\u003cp>Rose said the biggest unknown with a potential switch to a hub model would be how shuttle operators would respond and if they would continue to participate in what is still a voluntary program.\u003c/p>\n\u003cp>\"We don't have the authority to determine whether or not shuttles like these can use our city streets,\" Rose said. \"We have the authority to create a program like we have to organize the system.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Three shuttle companies were interviewed as part of the hub study, and all three voiced concerns about reducing the number of stops and the potential for a hub system to limit commuters' access to the system. Rose said SFMTA staff would expect some companies to move their service partially or completely off the program if it were switched to a hub model.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials are touting the success of a city program that seeks to regulate the big shuttle buses that move tech workers from San Francisco to their jobs in Silicon Valley.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2016/Commuter%20Shuttle%20Program%20Mid%20Term%20Status%20Report.pdf\" target=\"_blank\">A report\u003c/a> released Thursday showed a 91 percent decrease in the number of shuttles operating on small residential streets since April, when a retooled Commuter Shuttle Program went into full effect.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/projects-planning/projects/commuter-shuttle-program-2016-2017\" target=\"_blank\">The program\u003c/a> started as an 18-month pilot between August 2014 and January 2016, which established specific unloading zones for shuttles and limited the type of streets shuttles could drive on, among other regulations.\u003c/p>\n\u003cp>\"Before we launched our original pilot program in 2014, shuttles basically pulled over wherever they could and conflicted with Muni service, blocked traffic and created safety hazards,\" said Paul Rose, a spokesman for the San Francisco Municipal Transportation Agency, which runs the program.\u003c/p>\n\u003cp>Some people objected, arguing that it disrupted Muni travel and had negative effects on housing costs by keeping tech workers in San Francisco and contributing to gentrification. \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-tech-bus-program-targeted-in-lawsuit-5445875.php\" target=\"_blank\">A lawsuit\u003c/a> was filed against the program in 2014 alleging it violated state traffic and environmental law.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In November 2015, the SFMTA board approved legislation creating the current Commuter Shuttle Program for a one-year term starting in April 2016. Opponents continued to protest, leading the Board of Supervisors to hammer out \u003ca href=\"https://ww2.kqed.org/news/2016/02/09/s-f-supervisors-deal-would-extend-tech-shuttle-bus-program/\" target=\"_blank\">a deal\u003c/a> with them and the tech companies in February.\u003c/p>\n\u003cp>Shuttle companies must apply for a permit to participate in the program, which grants them access to 80 shared Muni stops as well as 29 shuttle-only stops in the city. That's down from an original 125 approved stops before the February deal.\u003c/p>\n\u003cp>Rose said there are currently 17 permitted shuttle companies operating 789 shuttles on San Francisco streets. Those shuttles carry an average of just under 10,000 riders a day, a 15 percent increase from the pilot program.\u003c/p>\n\u003cp>As part of the program, companies must pay $7.31 each time one of their vehicles makes a stop and must agree to avoid smaller restricted streets. They must also agree to provide the SFMTA with continuous real-time GPS data so the agency can track where the shuttles are driving.\u003c/p>\n\u003cp>\"[The GPS tracking system] makes enforcement more efficient by allowing us to know when shuttles use restricted streets and allows us to issue penalties when we need to,\" Rose said.\u003c/p>\n\u003cp>Rose points to effective enforcement -- fueled by the GPS system and a dedicated enforcement team -- as one of the key reasons the program has been so successful. Shuttle companies are fined $250 if one of their vehicles drives on an unauthorized street. These fines have totaled more than $500,000 since the start of the pilot program, but the average daily number of vehicles on these no-go streets dropped from 195 in April to only 15 in August.\u003c/p>\n\u003cp>There's also been a 129 percent increase in monthly citations issued to shuttle vehicles between the pilot and the current program, with more than 800 citations being doled out between April and August of this year. The citations are heavily concentrated around busy locations like Valencia and 26th Streets, Divisadero and Haight Streets, and Townsend and Fourth Streets.\u003c/p>\n\u003cp>The SFMTA received 267 complaints about shuttles between April and August, with 99 coming in the first month. Almost a third of complaints were for shuttles operating on restricted streets. Other complaints focused on shuttles making unauthorized stops, idling, blocking traffic as well as unpermitted shuttles. The report notes that more than 40 percent of all complaints were submitted by one Noe Valley resident.\u003c/p>\n\u003cp>As another part of the February deal, the Board Supervisors asked the SFMTA to look into potentially creating a \u003ca href=\"http://www.sfexaminer.com/sfmta-board-approves-changes-to-commuter-shuttle-program/\" target=\"_blank\">\"hub\" model\u003c/a> for the shuttle program that would reduce and concentrate the number of shuttle spots in the city.\u003c/p>\n\u003cp>With the help of the San Francisco County Transportation Authority, the SFMTA studied three potential hub models: a single San Francisco hub, a BART-oriented system with five \"nodes\" within a quarter-mile of the eight San Francisco BART stations, and a freeway-based system with nine nodes located within a quarter-mile of freeway on- and off-ramps. It also studied a more consolidated network similar to the current program with significantly fewer pickup and dropoff locations.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2016/Commuter_Shuttle_Hub_Report_Final.pdf\" target=\"_blank\">another report\u003c/a> released last week, the two agencies determined that shuttle ridership would decrease between 24 and 45 percent under a hub model, leading to thousands of additional cars on the road each day and increased potential for crashes.\u003c/p>\n\u003cp>Rose said the biggest unknown with a potential switch to a hub model would be how shuttle operators would respond and if they would continue to participate in what is still a voluntary program.\u003c/p>\n\u003cp>\"We don't have the authority to determine whether or not shuttles like these can use our city streets,\" Rose said. \"We have the authority to create a program like we have to organize the system.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Three shuttle companies were interviewed as part of the hub study, and all three voiced concerns about reducing the number of stops and the potential for a hub system to limit commuters' access to the system. Rose said SFMTA staff would expect some companies to move their service partially or completely off the program if it were switched to a hub model.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Sometimes the noise on BART is so loud you can hardly think. Why such a racket? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Bay Curious\u003c/a> is a new podcast from KQED that’s all about answering \u003cem>your\u003c/em> questions about the Bay Area. Find us on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener\">iTunes\u003c/a>, \u003ca href=\"https://play.google.com/music/listen?u=0#/ps/Ipi2mc5aqfen4nr2daayiziiyuy\">Google Play\u003c/a> or \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\">NPR One\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>KQED listener Eric Bauer wanted to know something most Bay Area BART passengers have probably wondered about at one point or another in their commute: Why are the trains so loud?\u003c/p>\n\u003cp>“They scream like banshees,” Eric said. “One should probably use hearing protection.”\u003c/p>\n\u003cp>First off, Eric, you’ll be happy to know there is a plan in the works to dampen BART’s signature wail.\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/293466182″ params=”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false” width=”100%” height=”166″ iframe=”true” /]\u003c/p>\n\u003cp>The bad news is the fix is tied to the\u003ca href=\"https://www.bart.gov/about/projects/cars/delivery-plan\"> rollout of new BART train cars\u003c/a>, which will begin late this year and won’t be done until 2021. So until then, you might want to keep some earplugs on hand.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Now, on to the business of what causes that banshee scream.\u003c/p>\n\u003cfigure id=\"attachment_11030324\" class=\"wp-caption aligncenter\" style=\"max-width: 2592px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11030324 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Shop.jpg\" alt=\"BART workers refurbish cars at the Hayward Shop.\" width=\"2592\" height=\"1936\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop.jpg 2592w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-960x717.jpg 960w\" sizes=\"(max-width: 2592px) 100vw, 2592px\">\u003cfigcaption class=\"wp-caption-text\">BART workers refurbish cars at the Hayward shop. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To find out why the trains are so loud, I took a trip to the BART maintenance shop in Hayward to meet Henry Kolesar, BART’s chief vehicle engineer. Not only does he know every little sound his train cars make, but he can imitate them startlingly well. The man has spent a \u003cem>lot\u003c/em> of time in and around BART trains.\u003c/p>\n\u003cp>When I arrived, Kolesar was sitting at his desk behind a stack of engineering reports. The one on top was a sound test of the BART system done a few years ago. First off, Kolesar explained, the trains make all kinds of noises, and not all of them are unpleasant. Believe it or not, some of the sounds are actually music to an engineer’s ears.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘The trains make quite a few different sounds. Some of them are music to the ears of engineers.’ \u003ccite>Henry Kolesar, BART chief vehicle engineer\u003c/cite>\u003c/aside>\n\u003cp>BART makes three main sounds that passengers hear. There is a nasally electronic hum some of the trains make as they are braking. This is the sound of BART saving energy, Kolesar says. As some of the newer train cars brake, they convert mechanical energy into electric energy that can be used to run the BART trains. As they do this, the train cars make this kind of “nnneeoooowwww” sound.\u003c/p>\n\u003cp>The other two sounds fall squarely into the unpleasant category.\u003c/p>\n\u003cp>The first comes from wheels running on rails that have become worn and bumpy — “corrugated,” to use the technical term. When BART trains go over corrugated rail, they make a low-pitched, continuous “uuunnnhhh.” It sounds like some blend of a confused “uhhh” and the buzzer noise when someone answers incorrectly on one of those old daytime game shows from the ’80s.\u003c/p>\n\u003cfigure id=\"attachment_11030326\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11030326\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Wheel-800x1071.jpg\" alt=\"The wheel design leads to the wail and other unpleasant noises.\" width=\"800\" height=\"1071\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-800x1071.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-400x536.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-1920x2571.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-1180x1580.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-960x1285.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel.jpg 1936w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The wheel design leads to the wail and other unpleasant noises. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART actually has a big machine that grinds down the bumps on corrugated track, eliminating some of the noise. This explains why sometimes a portion of the BART system makes loud uuunnnhhh sounds one day and doesn’t make a peep the next. You aren’t crazy — they just smoothed out the track at night.\u003c/p>\n\u003cp>Finally, there is the infamous squealing banshee wail.\u003c/p>\n\u003cp>This happens when the trains go around turns, and it is most pronounced in tunnels, where the sound waves bounce back into the train and drill into passengers’ ears. Kolesar did not imitate this sound. It falls a wee bit out of his natural vocal range, he said. But KQED listeners were not afraid to give the banshee squeal a shot.\u003c/p>\n\u003cp>We asked listeners for their impressions of the sound, and we got some accurate and unexpected descriptions.\u003c/p>\n\u003cp>It was compared to a baby seal calling for its mom, a 10-year-old slowly releasing air from a balloon at a birthday party, the high-pitched, long-lasting “goal scream” of a soccer commentator, the soundtrack from the trippy, space/time travel scene in \u003ca href=\"https://www.youtube.com/watch?v=ou6JNQwPWE0\">\u003cem>2001: A Space Odyssey\u003c/em>\u003c/a> (which, at times, is eerily spot on), and my personal favorite: all of the happy emojis that ever existed, put in a blender, desperately crying for help.\u003c/p>\n\u003cp>You can hear a little montage below of what KQED listeners think the BART wail sounds like. Thanks to everyone out there who contributed, and to Meghan Mund and Lucas Waldron for recording their ear-splitting BART squeals.\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/playlists/246643779″ params=”auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true” width=”100%” height=”450″ iframe=”true” /]\u003c/p>\n\u003cp>Now hold on a minute. Kolesar does not agree with the categorization of BART as loud. He says BART is rather quiet — that is, if you consider how fast it goes.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>“People say BART cars are loud, but it’s all relative,” Kolesar says. \u003ca href=\"http://www.bart.gov/about/history/facts\">BART averages 35 mph\u003c/a>, which is much faster than trains in most cities. New York’s subway goes about half as fast on average — 17 mph. And as anyone who has taken the A train can tell you, New York subway cars are not known to be silent types.\u003c/p>\n\u003cp>Also, Kolesar says BART’s banshee wail is not a mistake. It isn’t the result of some design mishap. It came from a conscious engineering choice.\u003c/p>\n\u003cp>Engineers had to make a trade-off back when they started building BART more than 50 years ago. They decided to make the wheels solid axle — or connected — so that they rotate at the same rate. Kolesar says that makes the trains quiet on the straightaways, which constitute a majority of BART’s tracks. But because of the design, one of the wheels ends up getting dragged against the rail on turns, which causes that high-pitched squeal.\u003c/p>\n\u003cfigure id=\"attachment_11030322\" class=\"wp-caption alignleft\" style=\"max-width: 502px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\" wp-image-11030322\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Chassis-800x598.jpg\" alt=\"The wheels are designed to be quiet on straightaways but squeal in turns.\" width=\"502\" height=\"375\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-960x717.jpg 960w\" sizes=\"(max-width: 502px) 100vw, 502px\">\u003cfigcaption class=\"wp-caption-text\">The wheels are designed to be quiet on straightaways but squeal in turns. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“So one wheel has to be sliding while the other is rolling,” Kolesar says. “Or they both have to be slightly sliding, because they are turning at different speeds going around that bend. It just makes noise.”\u003c/p>\n\u003cp>Now there is a plan to make BART quieter. New train cars will have tapered wheels that drag less on the rail. That will help a little. But there’s a bigger change coming with the new cars.\u003c/p>\n\u003cp>Kolesar says the “the doors are the key.” No matter what you do, the wheels will always squeal a little. The current doors let in lots of that sound, but the new trains will have better insulated doors that could make the trains two or three times as quiet.\u003c/p>\n\u003cfigure id=\"attachment_11030323\" class=\"wp-caption aligncenter\" style=\"max-width: 2592px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11030323 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Kolesar.jpg\" alt=\"Henry Kolesar shows where the wheel rubs on the rail to make the wail.\" width=\"2592\" height=\"1936\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar.jpg 2592w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-960x717.jpg 960w\" sizes=\"(max-width: 2592px) 100vw, 2592px\">\u003cfigcaption class=\"wp-caption-text\">Henry Kolesar shows where the wheel rubs on the rail to make the wail. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Again, we’ve got to wait a few years to enjoy that kind of relative quiet. All the old squealing cars won’t be replaced until around 2021.\u003c/p>\n\u003cp>After then, should you grow nostalgic for the BART wail, you could always hear an approximation by watching \u003cem>2001: A Space Odyssey\u003c/em>.\u003c/p>\n\u003cp>But for right now, commuters like Eric will have to endure the BART wail, or as I like to think about it: happy emojis going into the old blender.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Got a question you want the Bay Curious team to investigate? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious/\">Ask!\u003c/a>\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Sometimes the noise on BART is so loud you can hardly think. Why such a racket? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Bay Curious\u003c/a> is a new podcast from KQED that’s all about answering \u003cem>your\u003c/em> questions about the Bay Area. Find us on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener\">iTunes\u003c/a>, \u003ca href=\"https://play.google.com/music/listen?u=0#/ps/Ipi2mc5aqfen4nr2daayiziiyuy\">Google Play\u003c/a> or \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\">NPR One\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>KQED listener Eric Bauer wanted to know something most Bay Area BART passengers have probably wondered about at one point or another in their commute: Why are the trains so loud?\u003c/p>\n\u003cp>“They scream like banshees,” Eric said. “One should probably use hearing protection.”\u003c/p>\n\u003cp>First off, Eric, you’ll be happy to know there is a plan in the works to dampen BART’s signature wail.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='”100%”' height='”166″'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=”https://api.soundcloud.com/tracks/293466182″&visual=true&”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false”'\n title='”https://api.soundcloud.com/tracks/293466182″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The bad news is the fix is tied to the\u003ca href=\"https://www.bart.gov/about/projects/cars/delivery-plan\"> rollout of new BART train cars\u003c/a>, which will begin late this year and won’t be done until 2021. So until then, you might want to keep some earplugs on hand.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Now, on to the business of what causes that banshee scream.\u003c/p>\n\u003cfigure id=\"attachment_11030324\" class=\"wp-caption aligncenter\" style=\"max-width: 2592px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11030324 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Shop.jpg\" alt=\"BART workers refurbish cars at the Hayward Shop.\" width=\"2592\" height=\"1936\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop.jpg 2592w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-960x717.jpg 960w\" sizes=\"(max-width: 2592px) 100vw, 2592px\">\u003cfigcaption class=\"wp-caption-text\">BART workers refurbish cars at the Hayward shop. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To find out why the trains are so loud, I took a trip to the BART maintenance shop in Hayward to meet Henry Kolesar, BART’s chief vehicle engineer. Not only does he know every little sound his train cars make, but he can imitate them startlingly well. The man has spent a \u003cem>lot\u003c/em> of time in and around BART trains.\u003c/p>\n\u003cp>When I arrived, Kolesar was sitting at his desk behind a stack of engineering reports. The one on top was a sound test of the BART system done a few years ago. First off, Kolesar explained, the trains make all kinds of noises, and not all of them are unpleasant. Believe it or not, some of the sounds are actually music to an engineer’s ears.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘The trains make quite a few different sounds. Some of them are music to the ears of engineers.’ \u003ccite>Henry Kolesar, BART chief vehicle engineer\u003c/cite>\u003c/aside>\n\u003cp>BART makes three main sounds that passengers hear. There is a nasally electronic hum some of the trains make as they are braking. This is the sound of BART saving energy, Kolesar says. As some of the newer train cars brake, they convert mechanical energy into electric energy that can be used to run the BART trains. As they do this, the train cars make this kind of “nnneeoooowwww” sound.\u003c/p>\n\u003cp>The other two sounds fall squarely into the unpleasant category.\u003c/p>\n\u003cp>The first comes from wheels running on rails that have become worn and bumpy — “corrugated,” to use the technical term. When BART trains go over corrugated rail, they make a low-pitched, continuous “uuunnnhhh.” It sounds like some blend of a confused “uhhh” and the buzzer noise when someone answers incorrectly on one of those old daytime game shows from the ’80s.\u003c/p>\n\u003cfigure id=\"attachment_11030326\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11030326\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Wheel-800x1071.jpg\" alt=\"The wheel design leads to the wail and other unpleasant noises.\" width=\"800\" height=\"1071\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-800x1071.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-400x536.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-1920x2571.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-1180x1580.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-960x1285.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel.jpg 1936w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The wheel design leads to the wail and other unpleasant noises. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART actually has a big machine that grinds down the bumps on corrugated track, eliminating some of the noise. This explains why sometimes a portion of the BART system makes loud uuunnnhhh sounds one day and doesn’t make a peep the next. You aren’t crazy — they just smoothed out the track at night.\u003c/p>\n\u003cp>Finally, there is the infamous squealing banshee wail.\u003c/p>\n\u003cp>This happens when the trains go around turns, and it is most pronounced in tunnels, where the sound waves bounce back into the train and drill into passengers’ ears. Kolesar did not imitate this sound. It falls a wee bit out of his natural vocal range, he said. But KQED listeners were not afraid to give the banshee squeal a shot.\u003c/p>\n\u003cp>We asked listeners for their impressions of the sound, and we got some accurate and unexpected descriptions.\u003c/p>\n\u003cp>It was compared to a baby seal calling for its mom, a 10-year-old slowly releasing air from a balloon at a birthday party, the high-pitched, long-lasting “goal scream” of a soccer commentator, the soundtrack from the trippy, space/time travel scene in \u003ca href=\"https://www.youtube.com/watch?v=ou6JNQwPWE0\">\u003cem>2001: A Space Odyssey\u003c/em>\u003c/a> (which, at times, is eerily spot on), and my personal favorite: all of the happy emojis that ever existed, put in a blender, desperately crying for help.\u003c/p>\n\u003cp>You can hear a little montage below of what KQED listeners think the BART wail sounds like. Thanks to everyone out there who contributed, and to Meghan Mund and Lucas Waldron for recording their ear-splitting BART squeals.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='”100%”' height='”450″'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=”https://api.soundcloud.com/playlists/246643779″&visual=true&”auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true”'\n title='”https://api.soundcloud.com/playlists/246643779″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Now hold on a minute. Kolesar does not agree with the categorization of BART as loud. He says BART is rather quiet — that is, if you consider how fast it goes.\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>“People say BART cars are loud, but it’s all relative,” Kolesar says. \u003ca href=\"http://www.bart.gov/about/history/facts\">BART averages 35 mph\u003c/a>, which is much faster than trains in most cities. New York’s subway goes about half as fast on average — 17 mph. And as anyone who has taken the A train can tell you, New York subway cars are not known to be silent types.\u003c/p>\n\u003cp>Also, Kolesar says BART’s banshee wail is not a mistake. It isn’t the result of some design mishap. It came from a conscious engineering choice.\u003c/p>\n\u003cp>Engineers had to make a trade-off back when they started building BART more than 50 years ago. They decided to make the wheels solid axle — or connected — so that they rotate at the same rate. Kolesar says that makes the trains quiet on the straightaways, which constitute a majority of BART’s tracks. But because of the design, one of the wheels ends up getting dragged against the rail on turns, which causes that high-pitched squeal.\u003c/p>\n\u003cfigure id=\"attachment_11030322\" class=\"wp-caption alignleft\" style=\"max-width: 502px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\" wp-image-11030322\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Chassis-800x598.jpg\" alt=\"The wheels are designed to be quiet on straightaways but squeal in turns.\" width=\"502\" height=\"375\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-960x717.jpg 960w\" sizes=\"(max-width: 502px) 100vw, 502px\">\u003cfigcaption class=\"wp-caption-text\">The wheels are designed to be quiet on straightaways but squeal in turns. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“So one wheel has to be sliding while the other is rolling,” Kolesar says. “Or they both have to be slightly sliding, because they are turning at different speeds going around that bend. It just makes noise.”\u003c/p>\n\u003cp>Now there is a plan to make BART quieter. New train cars will have tapered wheels that drag less on the rail. That will help a little. But there’s a bigger change coming with the new cars.\u003c/p>\n\u003cp>Kolesar says the “the doors are the key.” No matter what you do, the wheels will always squeal a little. The current doors let in lots of that sound, but the new trains will have better insulated doors that could make the trains two or three times as quiet.\u003c/p>\n\u003cfigure id=\"attachment_11030323\" class=\"wp-caption aligncenter\" style=\"max-width: 2592px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11030323 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Kolesar.jpg\" alt=\"Henry Kolesar shows where the wheel rubs on the rail to make the wail.\" width=\"2592\" height=\"1936\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar.jpg 2592w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-960x717.jpg 960w\" sizes=\"(max-width: 2592px) 100vw, 2592px\">\u003cfigcaption class=\"wp-caption-text\">Henry Kolesar shows where the wheel rubs on the rail to make the wail. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Again, we’ve got to wait a few years to enjoy that kind of relative quiet. All the old squealing cars won’t be replaced until around 2021.\u003c/p>\n\u003cp>After then, should you grow nostalgic for the BART wail, you could always hear an approximation by watching \u003cem>2001: A Space Odyssey\u003c/em>.\u003c/p>\n\u003cp>But for right now, commuters like Eric will have to endure the BART wail, or as I like to think about it: happy emojis going into the old blender.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>Got a question you want the Bay Curious team to investigate? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious/\">Ask!\u003c/a>\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "BART's $3.5 Billion Bond Measure Rolling to Victory",
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"content": "\u003cp>\u003cem>Updated 11 a.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>BART’s Measure RR, a $3.5 billion bond measure the transit agency has promoted as crucial to restoring its core infrastructure, appears to be on its way to a resounding victory.\u003c/p>\n\u003cp>With about two-thirds of the votes counted in the three BART counties — Alameda, Contra Costa and San Francisco — Measure RR was getting an aggregate 70.1 percent yes vote. It needed two-thirds approval to win.\u003c/p>\n\u003cp>San Francisco voted heavily in favor of the bond with an 81.1 percent yes vote. Alameda County reported a 70.9 percent yes vote. Contra Costa County, the only jurisdiction where there was a concerted “No on RR” effort, registered a 59.5 percent yes vote.\u003c/p>\n\u003cp>Those are numbers as of 11 a.m. Wednesday, but they’re not quite final. Here’s why: There are about 2 million voters in the three BART counties. Assuming a 75 percent turnout — which is close to the aggregate turnout for the three counties in 2012 — about 1.5 million people may have cast ballots in the election. So far, though, just over 966,000 ballots have been tallied in the race. There’s still a mathematical chance — a very small one, to be sure — that the hundreds of thousands of uncounted vote-by-mail and provisional ballots still out there could shift the outcome.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The bond won wide backing during the campaign from business groups and private companies throughout the region, including most major sports franchises. Supporters argued that reinvesting in BART is vital to the Bay Area economy and for the welfare of everyone trying to travel in the region, regardless of the mode of transportation.\u003c/p>\n\u003cp>But opponents, still furious with a pair of strikes that shut down the system in 2013 and with the union contracts that settled them, mounted an aggressive No campaign.\u003c/p>\n\u003cp>Opposition was led by Orinda state Sen. Steve Glazer and East Bay Times columnist Daniel Borenstein. Citing BART’s 2013 strikes and labor contracts, they argued that BART management and the agency’s elected board have lavished high pay and benefits on employees and cannot be trusted with the infusion of money for capital projects.\u003c/p>\n\u003cp>“If it winds up passing, we’re going to have to work hard to keep BART focused on fiscal accountability and how they spend this money,” Glazer said Tuesday night.\u003c/p>\n\u003cp>Nick Josefowitz, who represents a San Francisco district on the BART board and donated $80,000 to the Yes on RR campaign, said the early results showed the value Bay Area voters place on the transit system.\u003c/p>\n\u003cp>“A significant majority in each of the three counties have spoken very plainly about how important BART is to our region,” Josefowitz said.\u003c/p>\n\u003cp>But the news was less positive for a Contra Costa sales tax issue, Measure X, which would pay for a variety of transportation projects. Some $300 million of the funds would be earmarked to help BART supplement its Fleet of the Future. With a 62.5 percent yes vote early Wednesday, the measure was falling short of the two-thirds approval it needs.\u003c/p>\n\u003cp>The bond vote comes at a moment when BART continues to struggle with a dramatic increase in ridership and frequent service problems that in the past year have included a broken rail in a San Francisco tunnel and an ultimately unsolved electrical problem that damaged dozens of train cars and caused a weeklong service disruption to the Pittsburg/Bay Point Station.\u003c/p>\n\u003cp>Glazer conceded last month that BART service would continue to deteriorate if the bond were rejected. He and the Times argued that voters should first replace several incumbents running for re-election to the BART Board of Directors and that the reconstituted board should craft a bond measure with stricter guarantees for how funds are spent.\u003c/p>\n\u003cp>The results of the board elections are as of 11 a.m. Wednesday. All returns reflect 100 percent of the precinct vote counted, with varying numbers of mail-in and provisional ballots still to be counted. At this point, none of the races looks close enough to change.\u003c/p>\n\u003cp>\u003cstrong>District 1 (Central Contra Costa):\u003c/strong> Three-term incumbent Gail Murray was running against Debora Allen, a CPA and former Republican candidate for the state Assembly whom Glazer backed in her BART bid.\u003cbr>\n\u003cstrong>Allen:\u003c/strong> 64 percent\u003cbr>\n\u003cstrong>Murray:\u003c/strong> 35.8 percent\u003c/p>\n\u003cp>\u003cstrong>District 3 (Contra Costa-Alameda):\u003c/strong> Incumbent Rebecca Saltzman faced a challenge from Ken Chew, a former member of the Moraga City Council and two first-time office-seekers, business consultant Varun Paul and software programmer Worth Freeman. Saltzman, too, was one of the incumbents targeted by Glazer and the East Bay Times.\u003cbr>\n\u003cstrong>Chew:\u003c/strong> 28.9 percent\u003cbr>\n\u003cstrong>Freeman:\u003c/strong> 4.7 percent\u003cbr>\n\u003cstrong>Paul\u003c/strong>: 10.2 percent\u003cbr>\n\u003cstrong>Saltzman:\u003c/strong> 55.9 percent\u003c/p>\n\u003cp>\u003cstrong>District 5 (Alameda):\u003c/strong> Incumbent John McPartland, a former Army officer and Oakland firefighter, faced a Glazer-backed challenge from Jennifer Hosterman, former mayor of Pleasanton.\u003cbr>\n\u003cstrong>Hosterman:\u003c/strong> 37.6 percent\u003cbr>\n\u003cstrong>McPartland:\u003c/strong> 61.8 percent\u003c/p>\n\u003cp>\u003cstrong>District 7 (Contra Costa/Alameda/San Francisco):\u003c/strong> Incumbent Zakhary Mallett, whose votes against BART’s current labor contracts won him the backing of Glazer and the East Bay Times, was up against a well-financed challenge from social justice activist and former MacArthur “genius grant” winner Lateefah Simon. Two other candidates, nonprofit office manager Roland Emerson and programmer Will Roscoe, both of Oakland, rounded out the field.\u003cbr>\n\u003cstrong>Emerson:\u003c/strong> 5.4 percent\u003cbr>\n\u003cstrong>Mallett:\u003c/strong> 28.0 percent\u003cbr>\n\u003cstrong>Roscoe:\u003c/strong> 17.3 percent\u003cbr>\n\u003cstrong>Simon:\u003c/strong> 49.0 percent\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>District 9 (San Francisco):\u003c/strong> The race to replace veteran board member Tom Radulovich featured: Bevan Dufty, former member of the San Francisco Board of Supervisors; Gwyneth Borden, a member of the city’s Municipal Transportation Agency board; and Mission resident and perennial community activist Michael Petrelis.\u003cbr>\n\u003cstrong>Borden:\u003c/strong> 31.3 percent\u003cbr>\n\u003cstrong>Dufty:\u003c/strong> 61.1 percent\u003cbr>\n\u003cstrong>Petrelis:\u003c/strong> 7.1 percent\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 11 a.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>BART’s Measure RR, a $3.5 billion bond measure the transit agency has promoted as crucial to restoring its core infrastructure, appears to be on its way to a resounding victory.\u003c/p>\n\u003cp>With about two-thirds of the votes counted in the three BART counties — Alameda, Contra Costa and San Francisco — Measure RR was getting an aggregate 70.1 percent yes vote. It needed two-thirds approval to win.\u003c/p>\n\u003cp>San Francisco voted heavily in favor of the bond with an 81.1 percent yes vote. Alameda County reported a 70.9 percent yes vote. Contra Costa County, the only jurisdiction where there was a concerted “No on RR” effort, registered a 59.5 percent yes vote.\u003c/p>\n\u003cp>Those are numbers as of 11 a.m. Wednesday, but they’re not quite final. Here’s why: There are about 2 million voters in the three BART counties. Assuming a 75 percent turnout — which is close to the aggregate turnout for the three counties in 2012 — about 1.5 million people may have cast ballots in the election. So far, though, just over 966,000 ballots have been tallied in the race. There’s still a mathematical chance — a very small one, to be sure — that the hundreds of thousands of uncounted vote-by-mail and provisional ballots still out there could shift the outcome.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The bond won wide backing during the campaign from business groups and private companies throughout the region, including most major sports franchises. Supporters argued that reinvesting in BART is vital to the Bay Area economy and for the welfare of everyone trying to travel in the region, regardless of the mode of transportation.\u003c/p>\n\u003cp>But opponents, still furious with a pair of strikes that shut down the system in 2013 and with the union contracts that settled them, mounted an aggressive No campaign.\u003c/p>\n\u003cp>Opposition was led by Orinda state Sen. Steve Glazer and East Bay Times columnist Daniel Borenstein. Citing BART’s 2013 strikes and labor contracts, they argued that BART management and the agency’s elected board have lavished high pay and benefits on employees and cannot be trusted with the infusion of money for capital projects.\u003c/p>\n\u003cp>“If it winds up passing, we’re going to have to work hard to keep BART focused on fiscal accountability and how they spend this money,” Glazer said Tuesday night.\u003c/p>\n\u003cp>Nick Josefowitz, who represents a San Francisco district on the BART board and donated $80,000 to the Yes on RR campaign, said the early results showed the value Bay Area voters place on the transit system.\u003c/p>\n\u003cp>“A significant majority in each of the three counties have spoken very plainly about how important BART is to our region,” Josefowitz said.\u003c/p>\n\u003cp>But the news was less positive for a Contra Costa sales tax issue, Measure X, which would pay for a variety of transportation projects. Some $300 million of the funds would be earmarked to help BART supplement its Fleet of the Future. With a 62.5 percent yes vote early Wednesday, the measure was falling short of the two-thirds approval it needs.\u003c/p>\n\u003cp>The bond vote comes at a moment when BART continues to struggle with a dramatic increase in ridership and frequent service problems that in the past year have included a broken rail in a San Francisco tunnel and an ultimately unsolved electrical problem that damaged dozens of train cars and caused a weeklong service disruption to the Pittsburg/Bay Point Station.\u003c/p>\n\u003cp>Glazer conceded last month that BART service would continue to deteriorate if the bond were rejected. He and the Times argued that voters should first replace several incumbents running for re-election to the BART Board of Directors and that the reconstituted board should craft a bond measure with stricter guarantees for how funds are spent.\u003c/p>\n\u003cp>The results of the board elections are as of 11 a.m. Wednesday. All returns reflect 100 percent of the precinct vote counted, with varying numbers of mail-in and provisional ballots still to be counted. At this point, none of the races looks close enough to change.\u003c/p>\n\u003cp>\u003cstrong>District 1 (Central Contra Costa):\u003c/strong> Three-term incumbent Gail Murray was running against Debora Allen, a CPA and former Republican candidate for the state Assembly whom Glazer backed in her BART bid.\u003cbr>\n\u003cstrong>Allen:\u003c/strong> 64 percent\u003cbr>\n\u003cstrong>Murray:\u003c/strong> 35.8 percent\u003c/p>\n\u003cp>\u003cstrong>District 3 (Contra Costa-Alameda):\u003c/strong> Incumbent Rebecca Saltzman faced a challenge from Ken Chew, a former member of the Moraga City Council and two first-time office-seekers, business consultant Varun Paul and software programmer Worth Freeman. Saltzman, too, was one of the incumbents targeted by Glazer and the East Bay Times.\u003cbr>\n\u003cstrong>Chew:\u003c/strong> 28.9 percent\u003cbr>\n\u003cstrong>Freeman:\u003c/strong> 4.7 percent\u003cbr>\n\u003cstrong>Paul\u003c/strong>: 10.2 percent\u003cbr>\n\u003cstrong>Saltzman:\u003c/strong> 55.9 percent\u003c/p>\n\u003cp>\u003cstrong>District 5 (Alameda):\u003c/strong> Incumbent John McPartland, a former Army officer and Oakland firefighter, faced a Glazer-backed challenge from Jennifer Hosterman, former mayor of Pleasanton.\u003cbr>\n\u003cstrong>Hosterman:\u003c/strong> 37.6 percent\u003cbr>\n\u003cstrong>McPartland:\u003c/strong> 61.8 percent\u003c/p>\n\u003cp>\u003cstrong>District 7 (Contra Costa/Alameda/San Francisco):\u003c/strong> Incumbent Zakhary Mallett, whose votes against BART’s current labor contracts won him the backing of Glazer and the East Bay Times, was up against a well-financed challenge from social justice activist and former MacArthur “genius grant” winner Lateefah Simon. Two other candidates, nonprofit office manager Roland Emerson and programmer Will Roscoe, both of Oakland, rounded out the field.\u003cbr>\n\u003cstrong>Emerson:\u003c/strong> 5.4 percent\u003cbr>\n\u003cstrong>Mallett:\u003c/strong> 28.0 percent\u003cbr>\n\u003cstrong>Roscoe:\u003c/strong> 17.3 percent\u003cbr>\n\u003cstrong>Simon:\u003c/strong> 49.0 percent\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>District 9 (San Francisco):\u003c/strong> The race to replace veteran board member Tom Radulovich featured: Bevan Dufty, former member of the San Francisco Board of Supervisors; Gwyneth Borden, a member of the city’s Municipal Transportation Agency board; and Mission resident and perennial community activist Michael Petrelis.\u003cbr>\n\u003cstrong>Borden:\u003c/strong> 31.3 percent\u003cbr>\n\u003cstrong>Dufty:\u003c/strong> 61.1 percent\u003cbr>\n\u003cstrong>Petrelis:\u003c/strong> 7.1 percent\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Faced with a vote they say will determine whether BART gets a quick start on a planned rebuild or sinks further into disrepair, a high-profile group of Bay Area elected officials gathered in downtown Oakland on Monday to plead for passage of the agency's $3.5 billion bond measure.\u003c/p>\n\u003cp>Lt. Gov. Gavin Newsom, East Bay Congresswoman Barbara Lee, San Francisco Mayor Ed Lee and Oakland Mayor Libby Schaaf headlined a last-minute media event called to rally support for Measure RR.\u003c/p>\n\u003cp>\"We know that BART is old -- it's 44 years old this year -- and no one has made a major investment in getting it into a good state of repair,\" Schaaf said to a throng of reporters and a small group of bond supporters. \"We know that 450,000 Bay Area residents rely on BART every day to get to work. But don't forget that those of us who don't use BART are relying on it, too -- because people who ride the trains are not on the road for us exacerbating the unacceptable congestion that is choking the Bay Area.\" \u003c/p>\n\u003cp>While others talked about how the bond could pave the way for a major expansion of BART's capacity, Mayor Lee said he had a simple message for voters working through the unusually long and complex 2016 ballot. \u003c/p>\n\u003cp>\"Go to the last measure on the last page, all right?\" Lee said. \"We've got 25 measures in San Francisco, 17 state measures -- seek out RR and vote yes. ... Riding BART this morning, I gotta say, you look at all the faces of the people there and you wonder what will happen to all of us if we don't maintain a reliable Bay Area system.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The measure, on the ballot in Alameda, Contra Costa and San Francisco counties, needs to win two-thirds of the three counties' total vote to pass.\u003c/p>\n\u003cp>East Bay state Sen. Steve Glazer, some other local officials and the East Bay Times oppose the bond. They argue that in the wake of pay raises granted after a pair of 2013 strikes and amid continuing service problems and other woes they blame on poor planning, BART management can't be trusted to handle money from the bond. \u003c/p>\n\u003cp>Glazer has also campaigned against three board incumbents who voted for the labor contracts that settled the 2013 labor dispute. He supports a slate of candidates who say they'll try to take a tougher line with the agency's union -- reforming work rules they term wasteful and inefficient, for instance -- and develop a more tightly crafted bond measure that would be put before voters in a future election. \u003c/p>\n\u003cp>Although no names were mentioned, one of the dozen or so officials who spoke took on Glazer's opposition directly. \u003c/p>\n\u003cp>\"I'm going to cut straight to the politics of this,\" said state. Sen. Mark Leno, D-San Francisco. \"To advocate a 'no' position on Measure RR without a viable, immediate alternative plan is merely irresponsible. Obstructionism is not a plan, and anger is not an answer. ... I really do implore everyone to vote yes, and if you hear anyone suggest otherwise, ask them, 'What is your plan?' We haven't got another four years to wait for another presidential election to come up with something else that may not be exactly the way one person wants it.\"\u003c/p>\n\u003cp>Glazer's fellow Orindan, City Councilmember Amy Worth, supports the bond measure but said she understands voters' concerns. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Concerns about BART's management \"do present challenges to the voter, so they're kind of torn,\" Worth said. \"It's really incumbent upon the BART board to demonstrate that it will fulfill its commitment to the voters.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Faced with a vote they say will determine whether BART gets a quick start on a planned rebuild or sinks further into disrepair, a high-profile group of Bay Area elected officials gathered in downtown Oakland on Monday to plead for passage of the agency's $3.5 billion bond measure.\u003c/p>\n\u003cp>Lt. Gov. Gavin Newsom, East Bay Congresswoman Barbara Lee, San Francisco Mayor Ed Lee and Oakland Mayor Libby Schaaf headlined a last-minute media event called to rally support for Measure RR.\u003c/p>\n\u003cp>\"We know that BART is old -- it's 44 years old this year -- and no one has made a major investment in getting it into a good state of repair,\" Schaaf said to a throng of reporters and a small group of bond supporters. \"We know that 450,000 Bay Area residents rely on BART every day to get to work. But don't forget that those of us who don't use BART are relying on it, too -- because people who ride the trains are not on the road for us exacerbating the unacceptable congestion that is choking the Bay Area.\" \u003c/p>\n\u003cp>While others talked about how the bond could pave the way for a major expansion of BART's capacity, Mayor Lee said he had a simple message for voters working through the unusually long and complex 2016 ballot. \u003c/p>\n\u003cp>\"Go to the last measure on the last page, all right?\" Lee said. \"We've got 25 measures in San Francisco, 17 state measures -- seek out RR and vote yes. ... Riding BART this morning, I gotta say, you look at all the faces of the people there and you wonder what will happen to all of us if we don't maintain a reliable Bay Area system.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measure, on the ballot in Alameda, Contra Costa and San Francisco counties, needs to win two-thirds of the three counties' total vote to pass.\u003c/p>\n\u003cp>East Bay state Sen. Steve Glazer, some other local officials and the East Bay Times oppose the bond. They argue that in the wake of pay raises granted after a pair of 2013 strikes and amid continuing service problems and other woes they blame on poor planning, BART management can't be trusted to handle money from the bond. \u003c/p>\n\u003cp>Glazer has also campaigned against three board incumbents who voted for the labor contracts that settled the 2013 labor dispute. He supports a slate of candidates who say they'll try to take a tougher line with the agency's union -- reforming work rules they term wasteful and inefficient, for instance -- and develop a more tightly crafted bond measure that would be put before voters in a future election. \u003c/p>\n\u003cp>Although no names were mentioned, one of the dozen or so officials who spoke took on Glazer's opposition directly. \u003c/p>\n\u003cp>\"I'm going to cut straight to the politics of this,\" said state. Sen. Mark Leno, D-San Francisco. \"To advocate a 'no' position on Measure RR without a viable, immediate alternative plan is merely irresponsible. Obstructionism is not a plan, and anger is not an answer. ... I really do implore everyone to vote yes, and if you hear anyone suggest otherwise, ask them, 'What is your plan?' We haven't got another four years to wait for another presidential election to come up with something else that may not be exactly the way one person wants it.\"\u003c/p>\n\u003cp>Glazer's fellow Orindan, City Councilmember Amy Worth, supports the bond measure but said she understands voters' concerns. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Concerns about BART's management \"do present challenges to the voter, so they're kind of torn,\" Worth said. \"It's really incumbent upon the BART board to demonstrate that it will fulfill its commitment to the voters.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A regional business group that’s one of the biggest supporters of BART’s $3.5 billion bond measure is firing back at opponents who have branded BART management as incompetent and untrustworthy to handle the money.\u003c/p>\n\u003cp>The Bay Area Council says opponents are waging a “scorched earth” campaign against the bond — on Tuesday’s ballot in San Francisco, Contra Costa and Alameda counties as Measure RR. Council officials say the bond critics will hurt BART service in the short run and erode support for the agency in the long run.\u003c/p>\n\u003cp>While acknowledging BART’s shortcomings, ranging from the disruptive strikes of 2013 to maintenance issues and frequent service disruptions, council chief Jim Wunderman says defeating the bond is the wrong way to fix the agency’s problems.\u003c/p>\n\u003cp>“If this was our house — and it is — and things were falling apart because we had neglected some things, we wouldn’t say, ‘Well, let’s just torch the place’ because we’ve been neglectful,” Wunderman said in an interview Thursday. “… We need to make an investment, and we need to realize this is all of our problem. Just pointing a finger at management or a labor contract isn’t going to be helpful in making sure the Bay Area continues to perform as a place.”\u003c/p>\n\u003cp>The anti-bond forces have been led by state Sen. Steve Glazer, the former mayor of Orinda elected to the Legislature last year largely on the strength of his promise to try to ban BART labor strikes, and by East Bay Times columnist Daniel Borenstein and the paper’s editorial page. They accuse the agency’s management and elected board of a wide range of sins, ranging from knuckling under to labor unions to settle the 2013 strikes to outright deceit in promoting the bond.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Measure RR would authorize BART to issue $3.5 billion in bonds over the next two decades to pay for core infrastructure upgrades, including new rails, new electrical systems, tunnel repairs and a modern train-control system. Other capital projects, such as the system’s new train cars and its revamped Hayward maintenance facility, are being financed through a combination of grants and funds set aside from BART’s operating revenue.\u003c/p>\n\u003cp>Property owners in the three BART counties would pay an annual levy ranging from about $9 to $17.50 per $100,000 of \u003cem>assessed\u003c/em> valuation (not market value), with the higher figure reached around 2035. Under that scenario, the additional annual tax for a home with an assessed value of $500,000 would be $45 a year near the outset of the bond program. The additional annual tax bill for a home with an assessed value of $1 million in 2035 would be around $175.\u003c/p>\n\u003cp>Measure RR would require a collective two-thirds Yes vote in the three counties to pass.\u003c/p>\n\u003cp>Glazer \u003ca href=\"http://elections.kqed.org/article/11060910/steve-glazer-bart-bond-measure\" target=\"_blank\" rel=\"noopener\">has likened\u003c/a> the current board members to unruly children who must not be rewarded for bad behavior. He says if voters want change on BART, they ought to vote down the bond, vote out most incumbents and let a new board of directors “do it right” with a revised financing proposal.\u003c/p>\n\u003cp>Borenstein and the East Bay Times have repeatedly denounced BART and the bond measure over the last several months. The columnist has labeled the measure a “\u003ca href=\"http://www.mercurynews.com/2016/08/11/borenstein-barts-bait-and-switch-could-fund-labor-costs/\" target=\"_blank\" rel=\"noopener\">bait and switch scheme\u003c/a>” that would allow the agency to spend bond funds indirectly on labor costs. The Times itself has editorialized against the measure not once but twice, saying residents of the three BART counties should vote “\u003ca href=\"http://www.eastbaytimes.com/2016/09/13/editorial-reject-barts-3-5-billion-bond-measure-east-bay-times/\" target=\"_blank\" rel=\"noopener\">hell no\u003c/a>” on the bond and labeling the proposal “\u003ca href=\"http://www.eastbaytimes.com/2016/10/28/editorial-reject-barts-measure-rr-high-pressure-sales-pitch/\" target=\"_blank\" rel=\"noopener\">a scam\u003c/a>.”\u003c/p>\n\u003cp>Rufus Jeffris, the Bay Area Council’s chief spokesman, said rhetoric like that could have an impact beyond Tuesday’s election.\u003c/p>\n\u003cp>“Sen. Glazer and others might argue that Measure RR should be defeated now, that reforms should be made, and then return with another measure in 2018,” he said in an email. “But decimating public opinion about the system could take years to repair and put BART is a position where 2018 isn’t a viable election.”\u003c/p>\n\u003cp>Wunderman said he recognizes BART leadership’s faults over the years.\u003c/p>\n\u003cp>“I don’t disagree that BART management has been imperfect on some issues, getting into the past, but the solution is not to then blow up BART to prove a point, because it’s not going to fix itself,” he said. “You can’t disagree that the system needs investment.”\u003c/p>\n\u003cp>Wunderman, who says he commutes to San Francisco from BART’s Pleasant Hill nearly daily, also argues the agency’s service, management and workers are getting a bad rap.\u003c/p>\n\u003cp>“I think BART management on the whole has done a great job,” Wunderman said. “Management is easy when everything works well and all you have to do is show up and go home at 5 o’clock. That’s not the story at BART. They’re playing a huge amount of catch-up and using chewing gum to fix parts. … I’ve been to the maintenance yards and seen what the workers do, and it’s actually very, very impressive. There’s a lot of spirit there, and I think it must be very dispiriting for people to do hard work and meaningful work and have it belittled.”\u003c/p>\n\u003cp>He applauds the agency for its increased use of operating revenues — the money it gets from fares, parking fees, sales tax and other sources — to pay for long-term capital improvements. In its fiscal 2016-17 budget, adopted in June, the agency designated $193 million from its operating revenues for new rail cars, system repairs and other projects. That figure has grown from $6.7 million at the depth of the Great Recession in 2009 and $52 million five years ago.\u003c/p>\n\u003cp>In an interview last week, Sen. Glazer dismissed BART management’s efforts to tap operating revenue to pay for its long-term, big-ticket needs.\u003c/p>\n\u003cp>“Well, look, they feel like they need to get everybody to like them now, so they’ve tried to improve their behavior,” he said, adding such steps are too little to make up for what he called decades of neglect.\u003c/p>\n\u003cp>Glazer conceded voting the bond down will have a negative impact on the system. But he added BART itself bears responsibility for that.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“There will be deterioration in the system,” he said. “They’re going to try to find a way to keep it together for all of us. But that’s a problem that’s not of our making now — that’s a problem that has been the making of the BART board and the BART managers.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A regional business group that’s one of the biggest supporters of BART’s $3.5 billion bond measure is firing back at opponents who have branded BART management as incompetent and untrustworthy to handle the money.\u003c/p>\n\u003cp>The Bay Area Council says opponents are waging a “scorched earth” campaign against the bond — on Tuesday’s ballot in San Francisco, Contra Costa and Alameda counties as Measure RR. Council officials say the bond critics will hurt BART service in the short run and erode support for the agency in the long run.\u003c/p>\n\u003cp>While acknowledging BART’s shortcomings, ranging from the disruptive strikes of 2013 to maintenance issues and frequent service disruptions, council chief Jim Wunderman says defeating the bond is the wrong way to fix the agency’s problems.\u003c/p>\n\u003cp>“If this was our house — and it is — and things were falling apart because we had neglected some things, we wouldn’t say, ‘Well, let’s just torch the place’ because we’ve been neglectful,” Wunderman said in an interview Thursday. “… We need to make an investment, and we need to realize this is all of our problem. Just pointing a finger at management or a labor contract isn’t going to be helpful in making sure the Bay Area continues to perform as a place.”\u003c/p>\n\u003cp>The anti-bond forces have been led by state Sen. Steve Glazer, the former mayor of Orinda elected to the Legislature last year largely on the strength of his promise to try to ban BART labor strikes, and by East Bay Times columnist Daniel Borenstein and the paper’s editorial page. They accuse the agency’s management and elected board of a wide range of sins, ranging from knuckling under to labor unions to settle the 2013 strikes to outright deceit in promoting the bond.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Measure RR would authorize BART to issue $3.5 billion in bonds over the next two decades to pay for core infrastructure upgrades, including new rails, new electrical systems, tunnel repairs and a modern train-control system. Other capital projects, such as the system’s new train cars and its revamped Hayward maintenance facility, are being financed through a combination of grants and funds set aside from BART’s operating revenue.\u003c/p>\n\u003cp>Property owners in the three BART counties would pay an annual levy ranging from about $9 to $17.50 per $100,000 of \u003cem>assessed\u003c/em> valuation (not market value), with the higher figure reached around 2035. Under that scenario, the additional annual tax for a home with an assessed value of $500,000 would be $45 a year near the outset of the bond program. The additional annual tax bill for a home with an assessed value of $1 million in 2035 would be around $175.\u003c/p>\n\u003cp>Measure RR would require a collective two-thirds Yes vote in the three counties to pass.\u003c/p>\n\u003cp>Glazer \u003ca href=\"http://elections.kqed.org/article/11060910/steve-glazer-bart-bond-measure\" target=\"_blank\" rel=\"noopener\">has likened\u003c/a> the current board members to unruly children who must not be rewarded for bad behavior. He says if voters want change on BART, they ought to vote down the bond, vote out most incumbents and let a new board of directors “do it right” with a revised financing proposal.\u003c/p>\n\u003cp>Borenstein and the East Bay Times have repeatedly denounced BART and the bond measure over the last several months. The columnist has labeled the measure a “\u003ca href=\"http://www.mercurynews.com/2016/08/11/borenstein-barts-bait-and-switch-could-fund-labor-costs/\" target=\"_blank\" rel=\"noopener\">bait and switch scheme\u003c/a>” that would allow the agency to spend bond funds indirectly on labor costs. The Times itself has editorialized against the measure not once but twice, saying residents of the three BART counties should vote “\u003ca href=\"http://www.eastbaytimes.com/2016/09/13/editorial-reject-barts-3-5-billion-bond-measure-east-bay-times/\" target=\"_blank\" rel=\"noopener\">hell no\u003c/a>” on the bond and labeling the proposal “\u003ca href=\"http://www.eastbaytimes.com/2016/10/28/editorial-reject-barts-measure-rr-high-pressure-sales-pitch/\" target=\"_blank\" rel=\"noopener\">a scam\u003c/a>.”\u003c/p>\n\u003cp>Rufus Jeffris, the Bay Area Council’s chief spokesman, said rhetoric like that could have an impact beyond Tuesday’s election.\u003c/p>\n\u003cp>“Sen. Glazer and others might argue that Measure RR should be defeated now, that reforms should be made, and then return with another measure in 2018,” he said in an email. “But decimating public opinion about the system could take years to repair and put BART is a position where 2018 isn’t a viable election.”\u003c/p>\n\u003cp>Wunderman said he recognizes BART leadership’s faults over the years.\u003c/p>\n\u003cp>“I don’t disagree that BART management has been imperfect on some issues, getting into the past, but the solution is not to then blow up BART to prove a point, because it’s not going to fix itself,” he said. “You can’t disagree that the system needs investment.”\u003c/p>\n\u003cp>Wunderman, who says he commutes to San Francisco from BART’s Pleasant Hill nearly daily, also argues the agency’s service, management and workers are getting a bad rap.\u003c/p>\n\u003cp>“I think BART management on the whole has done a great job,” Wunderman said. “Management is easy when everything works well and all you have to do is show up and go home at 5 o’clock. That’s not the story at BART. They’re playing a huge amount of catch-up and using chewing gum to fix parts. … I’ve been to the maintenance yards and seen what the workers do, and it’s actually very, very impressive. There’s a lot of spirit there, and I think it must be very dispiriting for people to do hard work and meaningful work and have it belittled.”\u003c/p>\n\u003cp>He applauds the agency for its increased use of operating revenues — the money it gets from fares, parking fees, sales tax and other sources — to pay for long-term capital improvements. In its fiscal 2016-17 budget, adopted in June, the agency designated $193 million from its operating revenues for new rail cars, system repairs and other projects. That figure has grown from $6.7 million at the depth of the Great Recession in 2009 and $52 million five years ago.\u003c/p>\n\u003cp>In an interview last week, Sen. Glazer dismissed BART management’s efforts to tap operating revenue to pay for its long-term, big-ticket needs.\u003c/p>\n\u003cp>“Well, look, they feel like they need to get everybody to like them now, so they’ve tried to improve their behavior,” he said, adding such steps are too little to make up for what he called decades of neglect.\u003c/p>\n\u003cp>Glazer conceded voting the bond down will have a negative impact on the system. But he added BART itself bears responsibility for that.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There will be deterioration in the system,” he said. “They’re going to try to find a way to keep it together for all of us. But that’s a problem that’s not of our making now — that’s a problem that has been the making of the BART board and the BART managers.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Bond Foes Say Agency Emails, Videos Violate Campaign Laws",
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"content": "\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/NLl0anKYiE0\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>BART is facing a spate of complaints that it's using public resources to campaign for Measure RR, the $3.5 billion infrastructure bond on next Tuesday's ballot.\u003c/p>\n\u003cp>State Sen. Steve Glazer, D-Orinda, an outspoken BART critic and Measure RR opponent, filed a complaint Oct. 16 with the state Fair Political Practices Commission that cited a pair of agency emails sent earlier this month.\u003c/p>\n\u003cp>Glazer's complaint notes the emails -- sent out with the subject lines \"\u003ca href=\"http://www.bart.gov/news/articles/2016/news20161013\" target=\"_blank\">Get informed about Measure RR\u003c/a>\" and \"\u003ca href=\"http://www.bart.gov/news/articles/2016/news20161004\" target=\"_blank\">What's threatening power to the people\u003c/a>?\" -- linked to articles on the bart.gov website describing the agency's infrastructure challenges and how the bond would help meet them. The articles also contain links to further information on BART's infrastructure plans.\u003c/p>\n\u003cp>\"These emails, linking to BART's website and YouTube channel, describe the need to pass the Measure RR bond,\" Glazer wrote in his complaint to the FPPC. He added that he believed the communications, \"produced and disseminated by BART at public expense,\" violated provisions of the state's Political Reform Act.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://www.fppc.ca.gov/content/dam/fppc/NS-Documents/LegalDiv/The%20Political%20Reform%20Act/2016-act-final.pdf\" target=\"_blank\">The law\u003c/a> says flatly that no campaign-related mailings \"shall be sent at public expense.\" \u003ca href=\"http://www.fppc.ca.gov/content/dam/fppc/NS-Documents/LegalDiv/Regulations/Index/Chapter9/18901.1.pdf\" target=\"_blank\">FPPC regulations\u003c/a> and state court decisions \u003ca href=\"http://www.fppc.ca.gov/learn/campaign-rules/campaign-related-communications-at-public-expense.html\" target=\"_blank\">have expanded on\u003c/a> what publicly funded communications are allowable.\u003c/p>\n\u003cp>\"The general rule is that things have to be informational, not advocacy,\" Jay Wierenga, the FPPC's communications director, said Tuesday.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said in an email that all of the transit system's Measure RR-related materials are educational.\u003c/p>\n\u003cp>\"BART can educate the public about the measure -- we just cannot advocate,\" she said.\u003c/p>\n\u003cp>A second FPPC complaint, filed by Lafayette attorney Jason Bezis last week, focuses on a video posted on a BART YouTube channel that feature Golden State Warriors player Draymond Green urging viewers \"to show BART some love\" by taking trains to the team's home games at Oakland's Oracle Arena.\u003c/p>\n\u003cp>Bezis, also a Measure RR opponent, contends that the video and BART social media messages referring to it use a series of phrases nearly identical to those employed by the formal\u003ca href=\"http://www.yesforbart.com/\" target=\"_blank\"> Yes on RR campaign\u003c/a>: \"BART is the backbone of the Bay Area,\" \"BART needs to stay safe and reliable\" and \"44 years.\"\u003c/p>\n\u003cp>\"I don't think it's an accidental coincidence that Draymond Green spoke the words 'safe and reliable' because that is the main message that the Yes on RR campaign is promoting for the bond measure,\" Bezis said in an interview Tuesday. \"It was completely unnecessary for them to be included in this so-called public service announcement.\"\u003c/p>\n\u003cp>Trost said via email that the Warriors \"gave us the video to use as part of joint efforts that date back many years to promote taking BART to the game. We do this with other sports teams and events as well.\" She said BART did not pay for the video and had no role in writing Green's script.\u003c/p>\n\u003cp>Bezis filed a second FPPC complaint against BART, alleging that a June video posted by the agency also violated the prohibition on spending public funds on a political campaign. The video, shot immediately after the BART board voted to place Measure RR on the November ballot, showed agency officials and community activists expressing support for the bond.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>FPPC spokesman Wierenga declined to comment on the specific complaints, but said the agency is bound by regulation to finish its initial review of complaints within 14 days, with the possibility of a 14-day extension.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://www.fppc.ca.gov/content/dam/fppc/NS-Documents/LegalDiv/The%20Political%20Reform%20Act/2016-act-final.pdf\" target=\"_blank\">The law\u003c/a> says flatly that no campaign-related mailings \"shall be sent at public expense.\" \u003ca href=\"http://www.fppc.ca.gov/content/dam/fppc/NS-Documents/LegalDiv/Regulations/Index/Chapter9/18901.1.pdf\" target=\"_blank\">FPPC regulations\u003c/a> and state court decisions \u003ca href=\"http://www.fppc.ca.gov/learn/campaign-rules/campaign-related-communications-at-public-expense.html\" target=\"_blank\">have expanded on\u003c/a> what publicly funded communications are allowable.\u003c/p>\n\u003cp>\"The general rule is that things have to be informational, not advocacy,\" Jay Wierenga, the FPPC's communications director, said Tuesday.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said in an email that all of the transit system's Measure RR-related materials are educational.\u003c/p>\n\u003cp>\"BART can educate the public about the measure -- we just cannot advocate,\" she said.\u003c/p>\n\u003cp>A second FPPC complaint, filed by Lafayette attorney Jason Bezis last week, focuses on a video posted on a BART YouTube channel that feature Golden State Warriors player Draymond Green urging viewers \"to show BART some love\" by taking trains to the team's home games at Oakland's Oracle Arena.\u003c/p>\n\u003cp>Bezis, also a Measure RR opponent, contends that the video and BART social media messages referring to it use a series of phrases nearly identical to those employed by the formal\u003ca href=\"http://www.yesforbart.com/\" target=\"_blank\"> Yes on RR campaign\u003c/a>: \"BART is the backbone of the Bay Area,\" \"BART needs to stay safe and reliable\" and \"44 years.\"\u003c/p>\n\u003cp>\"I don't think it's an accidental coincidence that Draymond Green spoke the words 'safe and reliable' because that is the main message that the Yes on RR campaign is promoting for the bond measure,\" Bezis said in an interview Tuesday. \"It was completely unnecessary for them to be included in this so-called public service announcement.\"\u003c/p>\n\u003cp>Trost said via email that the Warriors \"gave us the video to use as part of joint efforts that date back many years to promote taking BART to the game. We do this with other sports teams and events as well.\" She said BART did not pay for the video and had no role in writing Green's script.\u003c/p>\n\u003cp>Bezis filed a second FPPC complaint against BART, alleging that a June video posted by the agency also violated the prohibition on spending public funds on a political campaign. The video, shot immediately after the BART board voted to place Measure RR on the November ballot, showed agency officials and community activists expressing support for the bond.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>FPPC spokesman Wierenga declined to comment on the specific complaints, but said the agency is bound by regulation to finish its initial review of complaints within 14 days, with the possibility of a 14-day extension.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Talks start Tuesday to extend the labor peace that ended a major dispute between tens of thousands of West Coast dockworkers and their shipping company employers.\u003c/p>\n\u003cp>The International Longshore and Warehouse Union (ILWU) and the Pacific Maritime Association (PMA) have agreed to meet for two days to discuss extending the contract that ended a nine-month dispute in late 2014 and early 2015 that involved work slowdowns and lockouts.\u003c/p>\n\u003cp>The current deal covers around 20,000 workers at 29 West Coast ports and expires July 1, 2019.\u003c/p>\n\u003cp>The nation's top labor official hopes the talks are fruitful.\u003c/p>\n\u003cp>\"I'm pleased to see labor and management coming to the table for discussions well in advance of the end of the current contract,\" Secretary of Labor Tom Perez said in a statement to KQED.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I'm optimistic about the prospects for an extension that would benefit both sides,\" said Perez, who was \u003ca href=\"http://www.cnn.com/2015/02/21/politics/tom-perez-ports-dispute/\" target=\"_blank\">brought in to end the last port labor dispute\u003c/a>.\u003c/p>\n\u003cp>Representatives at the Port of Oakland are also hoping for the best.\u003c/p>\n\u003cp>\"The Port sees it as a positive sign that both sides are willing to discuss a contract extension,\" said Mike Zampa, a Port of Oakland spokesman. \"Labor-management collaboration has been key to improvements in cargo-handling performance at the Port of Oakland in 2016.\"\u003c/p>\n\u003cp>In fact, the port announced Monday that work could start in November to \u003ca href=\"http://www.portofoakland.com/press-releases/port-oakland-terminal-ok-expand-start-november/\" target=\"_blank\">nearly double the size of its second-largest marine\u003c/a> terminal as it sees increased cargo volume.\u003c/p>\n\u003cp>Those hopeful statements are a far cry from the \u003ca href=\"https://ww2.kqed.org/news/2015/02/17/shipping-operations-to-resume-at-port-of-oakland-amid-ongoing-labor-dispute/\" target=\"_blank\">tense dispute\u003c/a> that slowed down, and at times halted, service at West Coast ports two years ago, hurting many businesses in California that were caught in the middle.\u003c/p>\n\u003cp>The new talks are in some way prompted by a fear of returning to those days.\u003c/p>\n\u003cp>It would be historic to have an extension to a contract this early, according to UC Berkeley professor Harley Shaiken, who specializes in labor issues.\u003c/p>\n\u003cp>\"It's clearly in the strong interest of both sides to be pre-emptive here,\" Shaiken said. \"It isn't simply the threat of a strike that is disruptive, but rather the uncertainty months before that disrupts supply lines.\"\u003c/p>\n\u003cp>Even the possibility of another round of labor strife could push some manufacturers and retailers to use other routes that favor the Panama Canal as well as ports along the East Coast and Gulf of Mexico, Shaiken said.\u003c/p>\n\u003cp>\"It used to be that geography trumped everything and the West Coast ports had a lock on that,\" Shaiken said. \"That's no longer the case.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>ILWU and PMA officials would not comment, other than referring to a \u003ca href=\"https://www.ajot.com/news/pma-ilwu-schedule-exploratory-contact-extension-talks\" target=\"_blank\">statement \u003c/a>they made in late September, announcing the exploratory contract extension talks.\u003c/p>\n\n",
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"order": 9
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"meta": {
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"hidden-brain": {
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"airtime": "SUN 7pm-8pm",
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"order": 15
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
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"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
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"source": "American Public Media"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"meta": {
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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"npr": "https://www.npr.org/podcasts/432309616/perspectives",
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"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"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",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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"rss": "https://feeds.npr.org/510289/podcast.xml"
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"source": "kqed",
"order": 5
},
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