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"content": "\u003cp>In this corner: state Sen. Steve Glazer. He says he'll vote no on BART's $3.5 billion bond measure in November and likens the agency's leadership to misbehaving children who shouldn't be trusted with the public's money.\u003c/p>\n\u003cp>And in this corner: Tom Radulovich, longtime BART board president. He calls Glazer's opposition \"petty\" and says it threatens to undermine service on an aging transit system that's suffered through a siege of breakdowns, overcrowding and passenger frustration.\u003c/p>\n\u003cp>Glazer, the former mayor of Orinda, was elected to the state Senate last year largely on a campaign promise to try ban BART strikes. He said in an interview last week he's basing his \"no\" vote on what he calls \"a collection of errors and poor leadership\" at the agency \"over the last many years.\"\u003c/p>\n\u003cp>Those missteps, he said, included \u003ca href=\"http://ww2.kqed.org/news/2013/10/15/bart-strike-deadline-update-talks-continue/\" target=\"_blank\">the two strikes\u003c/a> that crippled the system in 2013, the pay increases that followed the strikes, the failure to train replacement workers to run the system in the event of a new labor action, a more recent controversy over \u003ca href=\"https://ww2.kqed.org/news/2016/07/18/bart-still-hasnt-installed-surveillance-cameras/\" target=\"_blank\">dummy security cameras\u003c/a> on BART trains, and what he called \"a lack of planning for the deterioration of the system that's now reached a crisis point.\"\u003c/p>\n\u003cp>\"At some point you can't reward bad behavior, and you gotta do as a parent does with an unruly child -- you gotta just sometimes say no, and you gotta go back and do it right and rebuild the trust that has so deteriorated,\" Glazer said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART says \u003ca href=\"https://ww2.kqed.org/news/2016/06/09/BART-bond-measure-november-3-point-5-billion/\" target=\"_blank\">the bond is necessary\u003c/a> for critical infrastructure needs, including extensive electrical, track and structural upgrades throughout the system. The bond would also pay for a new central computer control system that would allow trains to run closer together and relieve crowding on a system that saw a 22.5 percent daily ridership increase between June 2011 and June 2016.\u003c/p>\n\u003cp>The bond, Measure RR, will be on the ballot in San Francisco, Contra Costa and Alameda counties. To pass, the proposal needs a two-thirds yes vote -- 66.66 percent of the total vote in the three-county district.\u003c/p>\n\u003cp>Radulovich, the BART president, said Glazer's opposition will only serve to undermine a system the state senator professes to support.\u003c/p>\n\u003cp>\"He is not getting back at the board or the workers by not supporting the bond,\" Radulovich said. \"He's merely making sure BART can't meet its obligations in terms of the service the Bay Area needs. So it's petty.\"\u003c/p>\n\u003cp>Radulovich also flatly rejected a criticism voiced by Glazer and others -- notably East Bay Times columnist Daniel Borenstein -- that the bond will \u003ca href=\"http://www.eastbaytimes.com/daniel-borenstein/ci_30235851/borenstein-bart-could-use-bonds-labor-costs?source=pkg\" target=\"_blank\">make it possible\u003c/a> for BART to shift other funds in its budget from long-term projects to worker salaries and benefits.\u003c/p>\n\u003cp>The funds at issue involve operating revenue from fares and other sources that BART sets aside to help pay for upcoming capital expenses, such as acquiring new train cars and expanding its Hayward maintenance facility. BART officials have said the agency will spend $1.8 billion from operating revenue over the next decade for its capital needs.\u003c/p>\n\u003cp>But Glazer and Borenstein note that BART's commitment on $1.2 billion of that operating revenue is not binding and that the money could be spent on worker salaries and benefits, which they complain are already too high. Glazer says the agency should have agreed to place a portion of its future operating revenue in \"a lockbox\" to ensure it's spent as BART is promising now -- a notion Radulovich dismissed.\u003c/p>\n\u003cp>\"We can't put it in a lockbox the way he would like us to or imagines he can,\" Radulovich said. \"He should know this -- the state can't do this either.\"\u003c/p>\n\u003cp>Radulovich also said BART has a strong history of using its operating revenue to support the system's long-term needs.\u003c/p>\n\u003cp>\"As far as funds going from capital to operating, actually the story, as long as I've been on the BART board, nearly 20 years, has been the other way around,\" Radulovich said. \"We take operating money and put it in capital. We're doing $140 million this year. We have sustained that transfer from operating to capital for every year I've been on the board, through the worst recession in BART history.\"\u003c/p>\n\u003cp>Glazer said BART riders fed up with chronic rush-hour overcrowding and train breakdowns should elect a new BART board to restore public confidence in the system. Only then should they consider revenue measures, he said.\u003c/p>\n\u003cp>\"First, they should participate in the election and throw their BART directors out,\" Glazer said. \"Most of them have been around, with one exception, and have been part of the problem that has built up over these many years. So they [riders] should engage, and their voting opportunity is the place to engage.\"\u003c/p>\n\u003cp>Radulovich said the choice for voters in the BART counties is whether they're willing to invest in the system at a time that state and federal support for transit is shrinking.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We've done the best we can to make do with the resources that are there, but they're simply not adequate,\" Radulovich said. \"The people of the Bay Area put a lot of their own money in to build the BART system 50 years ago, and it's served us incredibly well. And we're asking the Bay Area to do that again.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In this corner: state Sen. Steve Glazer. He says he'll vote no on BART's $3.5 billion bond measure in November and likens the agency's leadership to misbehaving children who shouldn't be trusted with the public's money.\u003c/p>\n\u003cp>And in this corner: Tom Radulovich, longtime BART board president. He calls Glazer's opposition \"petty\" and says it threatens to undermine service on an aging transit system that's suffered through a siege of breakdowns, overcrowding and passenger frustration.\u003c/p>\n\u003cp>Glazer, the former mayor of Orinda, was elected to the state Senate last year largely on a campaign promise to try ban BART strikes. He said in an interview last week he's basing his \"no\" vote on what he calls \"a collection of errors and poor leadership\" at the agency \"over the last many years.\"\u003c/p>\n\u003cp>Those missteps, he said, included \u003ca href=\"http://ww2.kqed.org/news/2013/10/15/bart-strike-deadline-update-talks-continue/\" target=\"_blank\">the two strikes\u003c/a> that crippled the system in 2013, the pay increases that followed the strikes, the failure to train replacement workers to run the system in the event of a new labor action, a more recent controversy over \u003ca href=\"https://ww2.kqed.org/news/2016/07/18/bart-still-hasnt-installed-surveillance-cameras/\" target=\"_blank\">dummy security cameras\u003c/a> on BART trains, and what he called \"a lack of planning for the deterioration of the system that's now reached a crisis point.\"\u003c/p>\n\u003cp>\"At some point you can't reward bad behavior, and you gotta do as a parent does with an unruly child -- you gotta just sometimes say no, and you gotta go back and do it right and rebuild the trust that has so deteriorated,\" Glazer said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART says \u003ca href=\"https://ww2.kqed.org/news/2016/06/09/BART-bond-measure-november-3-point-5-billion/\" target=\"_blank\">the bond is necessary\u003c/a> for critical infrastructure needs, including extensive electrical, track and structural upgrades throughout the system. The bond would also pay for a new central computer control system that would allow trains to run closer together and relieve crowding on a system that saw a 22.5 percent daily ridership increase between June 2011 and June 2016.\u003c/p>\n\u003cp>The bond, Measure RR, will be on the ballot in San Francisco, Contra Costa and Alameda counties. To pass, the proposal needs a two-thirds yes vote -- 66.66 percent of the total vote in the three-county district.\u003c/p>\n\u003cp>Radulovich, the BART president, said Glazer's opposition will only serve to undermine a system the state senator professes to support.\u003c/p>\n\u003cp>\"He is not getting back at the board or the workers by not supporting the bond,\" Radulovich said. \"He's merely making sure BART can't meet its obligations in terms of the service the Bay Area needs. So it's petty.\"\u003c/p>\n\u003cp>Radulovich also flatly rejected a criticism voiced by Glazer and others -- notably East Bay Times columnist Daniel Borenstein -- that the bond will \u003ca href=\"http://www.eastbaytimes.com/daniel-borenstein/ci_30235851/borenstein-bart-could-use-bonds-labor-costs?source=pkg\" target=\"_blank\">make it possible\u003c/a> for BART to shift other funds in its budget from long-term projects to worker salaries and benefits.\u003c/p>\n\u003cp>The funds at issue involve operating revenue from fares and other sources that BART sets aside to help pay for upcoming capital expenses, such as acquiring new train cars and expanding its Hayward maintenance facility. BART officials have said the agency will spend $1.8 billion from operating revenue over the next decade for its capital needs.\u003c/p>\n\u003cp>But Glazer and Borenstein note that BART's commitment on $1.2 billion of that operating revenue is not binding and that the money could be spent on worker salaries and benefits, which they complain are already too high. Glazer says the agency should have agreed to place a portion of its future operating revenue in \"a lockbox\" to ensure it's spent as BART is promising now -- a notion Radulovich dismissed.\u003c/p>\n\u003cp>\"We can't put it in a lockbox the way he would like us to or imagines he can,\" Radulovich said. \"He should know this -- the state can't do this either.\"\u003c/p>\n\u003cp>Radulovich also said BART has a strong history of using its operating revenue to support the system's long-term needs.\u003c/p>\n\u003cp>\"As far as funds going from capital to operating, actually the story, as long as I've been on the BART board, nearly 20 years, has been the other way around,\" Radulovich said. \"We take operating money and put it in capital. We're doing $140 million this year. We have sustained that transfer from operating to capital for every year I've been on the board, through the worst recession in BART history.\"\u003c/p>\n\u003cp>Glazer said BART riders fed up with chronic rush-hour overcrowding and train breakdowns should elect a new BART board to restore public confidence in the system. Only then should they consider revenue measures, he said.\u003c/p>\n\u003cp>\"First, they should participate in the election and throw their BART directors out,\" Glazer said. \"Most of them have been around, with one exception, and have been part of the problem that has built up over these many years. So they [riders] should engage, and their voting opportunity is the place to engage.\"\u003c/p>\n\u003cp>Radulovich said the choice for voters in the BART counties is whether they're willing to invest in the system at a time that state and federal support for transit is shrinking.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We've done the best we can to make do with the resources that are there, but they're simply not adequate,\" Radulovich said. \"The people of the Bay Area put a lot of their own money in to build the BART system 50 years ago, and it's served us incredibly well. And we're asking the Bay Area to do that again.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Exploring Historic Shipwrecks Along California's Redwood Coast",
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"content": "\u003cp>Traveling along the seafloor, 2,600 feet beneath the surface, a remotely operated vessel approaches a shipwreck that’s not been seen in 65 years.\u003c/p>\n\u003cp>Swimming through the jellyfish and \u003ca href=\"http://faculty.washington.edu/cemills/Ctenophores.html\">ctenophore\u003c/a>-flecked waters, the ROV’s cameras focus on a ship, the \u003cem>\u003ca href=\"http://www.cvl-22.com/\" target=\"_blank\">USS Independence\u003c/a>\u003c/em>. It’s encrusted with sea life -- nature quickly colonizes all in its domain -- yet many features are still intact on the deck of this World War II-era aircraft carrier.\u003c/p>\n\u003cp>\u003cem>Independence\u003c/em> was part of the U.S. Pacific Fleet, and in October 1944 was part of\u003cspan class=\"s1\"> the \u003ca href=\"http://www.public.navy.mil/surflant/cg55/Pages/Battle.aspx\" target=\"_blank\">Battle of Leyte Gulf\u003c/a>, the largest naval battle in modern history. Fought to support the liberation of the Philippines from Japanese occupation, the battle was a decisive victory for the Allies against the Japanese Navy.\u003c/span>\u003c/p>\n\u003cp>After the war, the ship was used as a target in \u003cem>\u003ca href=\"http://www.atomicheritage.org/history/operation-crossroads\" target=\"_blank\">Operation Crossroads\u003c/a>,\u003c/em> to test the impacts of nuclear weapons at Bikini Atoll. The U.S. Navy scuttled the heavily damaged carrier in 1951, not far from the Farallon Islands. It has been there ever since.\u003c/p>\n\u003cp>\u003ca href=\"https://youtu.be/qZLNKc84YA4\">[youtube https://www.youtube.com/watch?v=qZLNKc84YA4&w=800&h=349]\u003c/a>\u003c/p>\n\u003cp>Finding and exploring \u003cem>Independence \u003c/em>was a joint project between the \u003ca href=\"http://www.oceanexplorationtrust.org/\" target=\"_blank\">Ocean Exploration Trust\u003c/a>, a Connecticut organization founded by famed underwater explorer Robert Ballard, the \u003ca href=\"http://www.noaa.gov/\" target=\"_blank\">National Oceanic and Atmospheric Administration\u003c/a>, and \u003ca href=\"http://www.navy.mil/local/navhist/\" target=\"_blank\">Naval History and Heritage Command\u003c/a>. The remotely operated vehicles \u003ca href=\"http://oceanexplorer.noaa.gov/technology/subs/hercules/hercules.html\" target=\"_blank\">\u003cem>Hercules\u003c/em>\u003c/a> and \u003ca href=\"http://www.nautiluslive.org/tech/rov-argus\" target=\"_blank\">\u003cem>Argus\u003c/em>\u003c/a> were both \u003ca href=\"http://ojhstreasure.weebly.com/the-rovs.html\" target=\"_blank\">part of the Titanic exploration\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But this fresh look at \u003cem>Independence\u003c/em> has just been one part of the search for maritime artifacts along the Northern Californian coast this summer.\u003c/p>\n\u003cp>In early August, James Delgado, director of the NOAA's Maritime Heritage Program, stands on a bluff at \u003ca href=\"http://www.parks.ca.gov/?page_id=449\">Fort Ross Historic State Park\u003c/a>, about a three-hour drive north of San Francisco. It's an area that has long attracted people to the coastline.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/280107851\" 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>\"For thousands of years this environment has nurtured people,\" says Delgado. \"Its rich offshore nutrients have made the marine mammals thrive, along with fish. And so, for the Kashia (band of Pomo) and their ancestors, they certainly have used these waters. The Russians came by sea and settled here.\"\u003c/p>\n\u003cp>In the early 1800s, Russian settlers hunted marine mammals at Fort Ross, primarily selling otter pelts. By the middle of the century, though, otter populations crashed, and most Russians returned to their homeland. So, t\u003cspan class=\"s1\">he main industry became timber.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_11062465\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/Poster.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/Poster-800x1075.jpg\" alt=\"A map of shipwrecks and doghole ports in Cordell Bank and Greater Farallones National Marine Sanctuaries.\" width=\"800\" height=\"1075\" class=\"size-medium wp-image-11062465\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster-800x1075.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster-400x537.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster-1180x1585.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster-960x1290.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map of shipwrecks and doghole ports in Cordell Bank and Greater Farallones National Marine Sanctuaries. \u003ccite>(Robert Schwemmer, NOAA ONMS)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"I don't know if the average person realizes what an active area this was back in the 19th century and turn of the century,\" says Deborah Marx, a maritime archaeologist with NOAA. \"Schooners were traveling up and down the coast, shipping this lumber, mainly to San Francisco.\"\u003c/p>\n\u003cp>Sonoma and Mendocino redwood ended up around the globe, attractive because it is so resistant to rot.\u003c/p>\n\u003cp>\"It was moved onto larger vessels and shipped all over the world,\" says Marx. \"They shipped it to Hong Kong, China, Australia, South America. And so our lumber industry here really fueled the development of lots of these countries. It was essential for the building of the railroads. You wanted a very durable hardwood that would last especially in the hot humid conditions, in places like South America.\"\u003c/p>\n\u003cp>To support that industry, tiny ports known as \"doghole ports\" (so named because a dog could barely turn around in them) popped up along the coast: Duncans Mills, Timber Cove and Salt Point Landing are a few of the places still known today.\u003c/p>\n\u003cp>At the ports, loggers and mariners set up elaborate timber chutes to transfer cargo from the shore directly to the deck of a ship anchored near the coast at a mooring. It was easy for things to go wrong.\u003c/p>\n\u003cp>[gallery type=\"rectangular\" size=\"large\" ids=\"11062459,11062461\"]\u003c/p>\n\u003cp>\"If you're anchored in and a storm comes up, then you're going to get pushed into the rocks. And in that way a lot of these ships were lost,\" says Delgado.\u003c/p>\n\u003cp>Archaeologists searched the national archive, old news clippings and historical accounts to find sites of shipwrecks along the coast. Their underwater and land survey of ports this month searched for both old shipwrecks and old port infrastructure.\u003c/p>\n\u003cp>Divers searched the waters at four ports: Fort Ross, Gerstle Cove, Fisk Mill Cove and Duncan's Landing. They found old port infrastructure at Fort Ross and Gerstle, visited the remains of the steamship \u003ci>Pomona, \u003c/i>which sank in 1908 near Fort Ross and made exploratory dives to locate the schooner \u003ci>J. Eppinger\u003c/i>, bark \u003ci>Windermere\u003c/i> and steamship \u003ci>Whitelaw\u003c/i>. It seems that \u003cem>Eppinger\u003c/em>, \u003cem>Windermere\u003c/em> and \u003cem>Whitelaw \u003c/em>may be lost to time.\u003c/p>\n\u003cfigure id=\"attachment_11062475\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/Doghole3.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/Doghole3-800x497.jpg\" alt=\"A waiting schooner at a Timber Cove doghole port is moored at three points, perilously close to shore, to receive its cargo.\" width=\"800\" height=\"497\" class=\"size-medium wp-image-11062475\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3-800x497.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3-400x248.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3-1180x733.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3-960x596.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A waiting schooner at a Timber Cove doghole port is moored at three points, perilously close to shore, to receive its cargo. \u003ccite>(Fort Ross Conservancy)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Searching for old shipwrecks, especially the ones that have been battered by storms and waves, isn’t like in the movies, explains Ken Kramer, diving safety officer for\u003ca href=\"https://www.parks.ca.gov/\" target=\"_blank\"> California State Parks\u003c/a> and one of the searchers.\u003c/p>\n\u003cp>\"Usually when you see these things, they're so encrusted with marine life and plant life that sometimes it's hard to tell submerged features just from parts of the reef,\" says Kramer.\u003c/p>\n\u003cp>\"It could simply be a piece of wood or a piece of iron or some other feature that now is almost unrecognizable until you do the homework and doing the investigation. You know, with the ruggedness of the coast, and the exposure to waves, it's very unlikely that you find anything fully intact or even partially intact.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Footage from the dives and maps made with new uncovered information will be available to the public through the \u003ca href=\"http://farallones.noaa.gov/heritage/doghole.html\" target=\"_blank\">Greater Farallones National Marine Sanctuary\u003c/a> website in the coming months.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Traveling along the seafloor, 2,600 feet beneath the surface, a remotely operated vessel approaches a shipwreck that’s not been seen in 65 years.\u003c/p>\n\u003cp>Swimming through the jellyfish and \u003ca href=\"http://faculty.washington.edu/cemills/Ctenophores.html\">ctenophore\u003c/a>-flecked waters, the ROV’s cameras focus on a ship, the \u003cem>\u003ca href=\"http://www.cvl-22.com/\" target=\"_blank\">USS Independence\u003c/a>\u003c/em>. It’s encrusted with sea life -- nature quickly colonizes all in its domain -- yet many features are still intact on the deck of this World War II-era aircraft carrier.\u003c/p>\n\u003cp>\u003cem>Independence\u003c/em> was part of the U.S. Pacific Fleet, and in October 1944 was part of\u003cspan class=\"s1\"> the \u003ca href=\"http://www.public.navy.mil/surflant/cg55/Pages/Battle.aspx\" target=\"_blank\">Battle of Leyte Gulf\u003c/a>, the largest naval battle in modern history. Fought to support the liberation of the Philippines from Japanese occupation, the battle was a decisive victory for the Allies against the Japanese Navy.\u003c/span>\u003c/p>\n\u003cp>After the war, the ship was used as a target in \u003cem>\u003ca href=\"http://www.atomicheritage.org/history/operation-crossroads\" target=\"_blank\">Operation Crossroads\u003c/a>,\u003c/em> to test the impacts of nuclear weapons at Bikini Atoll. The U.S. Navy scuttled the heavily damaged carrier in 1951, not far from the Farallon Islands. It has been there ever since.\u003c/p>\n\u003cp>\u003ca href=\"https://youtu.be/qZLNKc84YA4\">\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/qZLNKc84YA4'\n title='//www.youtube.com/embed/qZLNKc84YA4'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/a>\u003c/p>\n\u003cp>Finding and exploring \u003cem>Independence \u003c/em>was a joint project between the \u003ca href=\"http://www.oceanexplorationtrust.org/\" target=\"_blank\">Ocean Exploration Trust\u003c/a>, a Connecticut organization founded by famed underwater explorer Robert Ballard, the \u003ca href=\"http://www.noaa.gov/\" target=\"_blank\">National Oceanic and Atmospheric Administration\u003c/a>, and \u003ca href=\"http://www.navy.mil/local/navhist/\" target=\"_blank\">Naval History and Heritage Command\u003c/a>. The remotely operated vehicles \u003ca href=\"http://oceanexplorer.noaa.gov/technology/subs/hercules/hercules.html\" target=\"_blank\">\u003cem>Hercules\u003c/em>\u003c/a> and \u003ca href=\"http://www.nautiluslive.org/tech/rov-argus\" target=\"_blank\">\u003cem>Argus\u003c/em>\u003c/a> were both \u003ca href=\"http://ojhstreasure.weebly.com/the-rovs.html\" target=\"_blank\">part of the Titanic exploration\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But this fresh look at \u003cem>Independence\u003c/em> has just been one part of the search for maritime artifacts along the Northern Californian coast this summer.\u003c/p>\n\u003cp>In early August, James Delgado, director of the NOAA's Maritime Heritage Program, stands on a bluff at \u003ca href=\"http://www.parks.ca.gov/?page_id=449\">Fort Ross Historic State Park\u003c/a>, about a three-hour drive north of San Francisco. It's an area that has long attracted people to the coastline.\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/280107851&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/280107851'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\"For thousands of years this environment has nurtured people,\" says Delgado. \"Its rich offshore nutrients have made the marine mammals thrive, along with fish. And so, for the Kashia (band of Pomo) and their ancestors, they certainly have used these waters. The Russians came by sea and settled here.\"\u003c/p>\n\u003cp>In the early 1800s, Russian settlers hunted marine mammals at Fort Ross, primarily selling otter pelts. By the middle of the century, though, otter populations crashed, and most Russians returned to their homeland. So, t\u003cspan class=\"s1\">he main industry became timber.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_11062465\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/Poster.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/Poster-800x1075.jpg\" alt=\"A map of shipwrecks and doghole ports in Cordell Bank and Greater Farallones National Marine Sanctuaries.\" width=\"800\" height=\"1075\" class=\"size-medium wp-image-11062465\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster-800x1075.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster-400x537.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster-1180x1585.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Poster-960x1290.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map of shipwrecks and doghole ports in Cordell Bank and Greater Farallones National Marine Sanctuaries. \u003ccite>(Robert Schwemmer, NOAA ONMS)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"I don't know if the average person realizes what an active area this was back in the 19th century and turn of the century,\" says Deborah Marx, a maritime archaeologist with NOAA. \"Schooners were traveling up and down the coast, shipping this lumber, mainly to San Francisco.\"\u003c/p>\n\u003cp>Sonoma and Mendocino redwood ended up around the globe, attractive because it is so resistant to rot.\u003c/p>\n\u003cp>\"It was moved onto larger vessels and shipped all over the world,\" says Marx. \"They shipped it to Hong Kong, China, Australia, South America. And so our lumber industry here really fueled the development of lots of these countries. It was essential for the building of the railroads. You wanted a very durable hardwood that would last especially in the hot humid conditions, in places like South America.\"\u003c/p>\n\u003cp>To support that industry, tiny ports known as \"doghole ports\" (so named because a dog could barely turn around in them) popped up along the coast: Duncans Mills, Timber Cove and Salt Point Landing are a few of the places still known today.\u003c/p>\n\u003cp>At the ports, loggers and mariners set up elaborate timber chutes to transfer cargo from the shore directly to the deck of a ship anchored near the coast at a mooring. It was easy for things to go wrong.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"If you're anchored in and a storm comes up, then you're going to get pushed into the rocks. And in that way a lot of these ships were lost,\" says Delgado.\u003c/p>\n\u003cp>Archaeologists searched the national archive, old news clippings and historical accounts to find sites of shipwrecks along the coast. Their underwater and land survey of ports this month searched for both old shipwrecks and old port infrastructure.\u003c/p>\n\u003cp>Divers searched the waters at four ports: Fort Ross, Gerstle Cove, Fisk Mill Cove and Duncan's Landing. They found old port infrastructure at Fort Ross and Gerstle, visited the remains of the steamship \u003ci>Pomona, \u003c/i>which sank in 1908 near Fort Ross and made exploratory dives to locate the schooner \u003ci>J. Eppinger\u003c/i>, bark \u003ci>Windermere\u003c/i> and steamship \u003ci>Whitelaw\u003c/i>. It seems that \u003cem>Eppinger\u003c/em>, \u003cem>Windermere\u003c/em> and \u003cem>Whitelaw \u003c/em>may be lost to time.\u003c/p>\n\u003cfigure id=\"attachment_11062475\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/Doghole3.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/Doghole3-800x497.jpg\" alt=\"A waiting schooner at a Timber Cove doghole port is moored at three points, perilously close to shore, to receive its cargo.\" width=\"800\" height=\"497\" class=\"size-medium wp-image-11062475\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3-800x497.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3-400x248.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3-1180x733.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/Doghole3-960x596.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A waiting schooner at a Timber Cove doghole port is moored at three points, perilously close to shore, to receive its cargo. \u003ccite>(Fort Ross Conservancy)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Searching for old shipwrecks, especially the ones that have been battered by storms and waves, isn’t like in the movies, explains Ken Kramer, diving safety officer for\u003ca href=\"https://www.parks.ca.gov/\" target=\"_blank\"> California State Parks\u003c/a> and one of the searchers.\u003c/p>\n\u003cp>\"Usually when you see these things, they're so encrusted with marine life and plant life that sometimes it's hard to tell submerged features just from parts of the reef,\" says Kramer.\u003c/p>\n\u003cp>\"It could simply be a piece of wood or a piece of iron or some other feature that now is almost unrecognizable until you do the homework and doing the investigation. You know, with the ruggedness of the coast, and the exposure to waves, it's very unlikely that you find anything fully intact or even partially intact.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Footage from the dives and maps made with new uncovered information will be available to the public through the \u003ca href=\"http://farallones.noaa.gov/heritage/doghole.html\" target=\"_blank\">Greater Farallones National Marine Sanctuary\u003c/a> website in the coming months.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>East Bay Rep. Barbara Lee and U.S. Transportation Secretary Anthony Foxx joined local leaders at the groundbreaking of the East Bay's \u003ca href=\"http://brt.actransit.org/aboutbrt/\">first bus rapid transit line\u003c/a> on Friday.\u003c/p>\n\u003cp>Foxx called BRT, which will stretch 9.5 miles from downtown Oakland to San Leandro, a \"remarkable\" project, especially considering the challenges in 21st century transportation planning like population growth, climate change and new technology.\u003c/p>\n\u003cp>\"When you deploy this bus rapid transit, it is a connector, it is a lifeline, it is a job creator,\" he said. \"It is a system that is going to radically change the quality of life for so many.\"\u003c/p>\n\u003cp>BRT will include 12 curbside stations and 21 center median stations primarily along International Boulevard and East 14th Street. Transit officials say a new dedicated BRT bus-only lane and green-light priority for BRT buses will allow them to operate at least every seven minutes during peak hours.\u003c/p>\n\u003cfigure id=\"attachment_11062261\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11062261\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-800x533.jpg\" alt=\"(Starting sixth from left to right) Oakland Mayor Libby Schaaf, U.S. Rep. Barbara Lee, U.S. Transportation Secretary Anthony Foxx and San Leandro Mayor Pauline Cutter ceremonially break ground on AC Transit's bus rapid transit line in Oakland on Aug. 26, 2016.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-1180x786.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-960x639.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut.jpg 1625w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">(Starting sixth from left to right) Oakland Mayor Libby Schaaf, U.S. Rep. Barbara Lee, U.S. Transportation Secretary Anthony Foxx and San Leandro Mayor Pauline Cutter ceremonially break ground on AC Transit's bus rapid transit line in Oakland on Aug. 26, 2016. \u003ccite>(Ryan Levi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"BRT is going to serve some of our most diverse and low-income neighborhoods,\" Oakland Mayor Libby Schaaf said. \"East Oakland residents now know they have reliable and affordable transportation to our region's job centers and education institutions.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BRT Director David Wilkins estimates the project will create between 150 and 200 jobs. \u003ca href=\"http://www.actransit.org/wp-content/uploads/board_policies/1_BP%20327%20-%20Construction%20Careers.pdf\">Construction goals\u003c/a> for the project call for 50 percent of the work to be done by Oakland and San Leandro residents, 20 percent to be done by apprentices learning a trade and 25 percent of apprentice hours to be committed to disadvantaged workers.\u003c/p>\n\u003cp>\"[These goals are] going to ensure that disadvantaged residents in the local communities where this project is being built are going to have a pathway into careers in good union construction jobs,\" said Andreas Cluver, Building and Construction Trades Council of Alameda County secretary-treasurer.\u003c/p>\n\u003cp>Those involved with the project hope these efforts will prevent BRT from potentially displacing existing low-income residents.\u003c/p>\n\u003cp>\"If you're giving working people good jobs, I think that you're going to find that a lot more people will be able to afford to stay,\" San Leandro Mayor Pauline Cutter said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BRT construction is expected to be completed in November 2017, and Wilkins said service should begin in spring 2018.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>East Bay Rep. Barbara Lee and U.S. Transportation Secretary Anthony Foxx joined local leaders at the groundbreaking of the East Bay's \u003ca href=\"http://brt.actransit.org/aboutbrt/\">first bus rapid transit line\u003c/a> on Friday.\u003c/p>\n\u003cp>Foxx called BRT, which will stretch 9.5 miles from downtown Oakland to San Leandro, a \"remarkable\" project, especially considering the challenges in 21st century transportation planning like population growth, climate change and new technology.\u003c/p>\n\u003cp>\"When you deploy this bus rapid transit, it is a connector, it is a lifeline, it is a job creator,\" he said. \"It is a system that is going to radically change the quality of life for so many.\"\u003c/p>\n\u003cp>BRT will include 12 curbside stations and 21 center median stations primarily along International Boulevard and East 14th Street. Transit officials say a new dedicated BRT bus-only lane and green-light priority for BRT buses will allow them to operate at least every seven minutes during peak hours.\u003c/p>\n\u003cfigure id=\"attachment_11062261\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11062261\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-800x533.jpg\" alt=\"(Starting sixth from left to right) Oakland Mayor Libby Schaaf, U.S. Rep. Barbara Lee, U.S. Transportation Secretary Anthony Foxx and San Leandro Mayor Pauline Cutter ceremonially break ground on AC Transit's bus rapid transit line in Oakland on Aug. 26, 2016.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-1180x786.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut-960x639.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/RS20995_BRT-Groundbreaking-2-qut.jpg 1625w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">(Starting sixth from left to right) Oakland Mayor Libby Schaaf, U.S. Rep. Barbara Lee, U.S. Transportation Secretary Anthony Foxx and San Leandro Mayor Pauline Cutter ceremonially break ground on AC Transit's bus rapid transit line in Oakland on Aug. 26, 2016. \u003ccite>(Ryan Levi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"BRT is going to serve some of our most diverse and low-income neighborhoods,\" Oakland Mayor Libby Schaaf said. \"East Oakland residents now know they have reliable and affordable transportation to our region's job centers and education institutions.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BRT Director David Wilkins estimates the project will create between 150 and 200 jobs. \u003ca href=\"http://www.actransit.org/wp-content/uploads/board_policies/1_BP%20327%20-%20Construction%20Careers.pdf\">Construction goals\u003c/a> for the project call for 50 percent of the work to be done by Oakland and San Leandro residents, 20 percent to be done by apprentices learning a trade and 25 percent of apprentice hours to be committed to disadvantaged workers.\u003c/p>\n\u003cp>\"[These goals are] going to ensure that disadvantaged residents in the local communities where this project is being built are going to have a pathway into careers in good union construction jobs,\" said Andreas Cluver, Building and Construction Trades Council of Alameda County secretary-treasurer.\u003c/p>\n\u003cp>Those involved with the project hope these efforts will prevent BRT from potentially displacing existing low-income residents.\u003c/p>\n\u003cp>\"If you're giving working people good jobs, I think that you're going to find that a lot more people will be able to afford to stay,\" San Leandro Mayor Pauline Cutter said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BRT construction is expected to be completed in November 2017, and Wilkins said service should begin in spring 2018.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The transit agency that operates in Dublin is preparing to partner with ride-hailing services Lyft and Uber, as well as taxicab companies, to help commuters find rides in areas of the suburbs where public transportation is sparse or nonexistent.\u003c/p>\n\u003cp>The Livermore Amador Valley Transit Authority has committed $100,000 for the pilot program in Dublin and has submitted an application for a $100,000 grant from the Alameda County Transportation Commission, said Christy Wegener, director of planning and communications for LAVTA.\u003c/p>\n\u003cp>Dublin will join other \u003ca href=\"http://www.citylab.com/cityfixer/2015/08/uber-and-public-transit-are-trying-to-get-along/400283/\">cities testing out\u003c/a> the partnerships as a way to connect people to larger public transportation systems like BART.\u003c/p>\n\u003cp>[contextly_sidebar id=\"uCykDYS3AbBt3Rxgn5GQrQuqyaauBTbP\"]\u003c/p>\n\u003cp>If the program saves money and provides a better level of service than currently provided by LAVTA, it could be extended to other Bay Area suburbs, Wegener said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Richard Fierro, a spokesman for Teamsters Local 70, said the union is not against finding alternative ways to serve commuters, but said they would have liked to participate in the conversations. Fierro told the \u003ca href=\"http://www.mercurynews.com/bay-area-news/ci_30263318/dublin-uber-lyft-partner-public-transit\">Mercury News\u003c/a>, which first reported the story, \"We object that they are using public funds to subcontract with drivers who are independent contractors working for a company that has a bad reputation for how it treats its workers.\"\u003c/p>\n\u003cp>The agreements with the individual ride services and taxi companies still need to be finalized, Wegener said. It might be that only one or two companies sign an agreement, but the pilot program will continue until the money runs out, which Wegener said could be in a year.\u003c/p>\n\u003cp>KQED's Devin Katayama spoke with Wegener to find out more about the pilot program, called \u003ca href=\"http://www.wheelsforward.com/\">Wheels on Demand\u003c/a>, which will be limited to certain areas in Dublin. She anticipates the program will be running by mid-September.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/279047905\" 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>\u003cstrong>How will this work?\u003c/strong>\u003c/p>\n\u003cp>We're trying to make it simple to use. So basically a passenger in the pilot project area would request a ride in a participating transportation network company (TNC), and a discount for that trip would automatically be applied.\u003c/p>\n\u003cp>\u003cstrong>Who is your target audience?\u003c/strong>\u003c/p>\n\u003cp>We hope that anyone looking to go to the BART station in Dublin would use our service. We're also working with taxicab companies to accommodate trips for passengers who don't have a smartphone. So any partnering taxicab company would be available to offer the same discount in the same project area. But we're really trying to pull people out of their cars and offer an innovative solution to get to the BART station or to get to the main Wheels [bus] route on Dublin Boulevard.\u003c/p>\n\u003cp>\u003cstrong>Is there anything under these potential agreements with Uber and Lyft that will make these companies operate differently? Surge pricing or additional background checks, for example?\u003c/strong>\u003c/p>\n\u003cp>Not at this time. We're really trying to make this as simple as possible. So we aren't asking the TNCs or the participating transportation companies to do anything really different. We are looking to get as much data as we can. But we really want to get this rolling. We've already made our route changes and we recognize that it's a pilot program and that things may change down the road.\u003c/p>\n\u003cp>\u003cstrong>Dublin's population has been one of the fastest growing in Alameda County. Do you think that these partnerships are a long- term fix or a short-term fix to gaps in the public transportation system in the Bay Area suburbs?\u003c/strong>\u003c/p>\n\u003cp>I think that it has definite long-term potential. We're struggling with how do you provide that connectivity to your main line routes, and this is our first attempt to come up with a creative solution.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>The conversation has been edited for length.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The transit agency that operates in Dublin is preparing to partner with ride-hailing services Lyft and Uber, as well as taxicab companies, to help commuters find rides in areas of the suburbs where public transportation is sparse or nonexistent.\u003c/p>\n\u003cp>The Livermore Amador Valley Transit Authority has committed $100,000 for the pilot program in Dublin and has submitted an application for a $100,000 grant from the Alameda County Transportation Commission, said Christy Wegener, director of planning and communications for LAVTA.\u003c/p>\n\u003cp>Dublin will join other \u003ca href=\"http://www.citylab.com/cityfixer/2015/08/uber-and-public-transit-are-trying-to-get-along/400283/\">cities testing out\u003c/a> the partnerships as a way to connect people to larger public transportation systems like BART.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>If the program saves money and provides a better level of service than currently provided by LAVTA, it could be extended to other Bay Area suburbs, Wegener said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Richard Fierro, a spokesman for Teamsters Local 70, said the union is not against finding alternative ways to serve commuters, but said they would have liked to participate in the conversations. Fierro told the \u003ca href=\"http://www.mercurynews.com/bay-area-news/ci_30263318/dublin-uber-lyft-partner-public-transit\">Mercury News\u003c/a>, which first reported the story, \"We object that they are using public funds to subcontract with drivers who are independent contractors working for a company that has a bad reputation for how it treats its workers.\"\u003c/p>\n\u003cp>The agreements with the individual ride services and taxi companies still need to be finalized, Wegener said. It might be that only one or two companies sign an agreement, but the pilot program will continue until the money runs out, which Wegener said could be in a year.\u003c/p>\n\u003cp>KQED's Devin Katayama spoke with Wegener to find out more about the pilot program, called \u003ca href=\"http://www.wheelsforward.com/\">Wheels on Demand\u003c/a>, which will be limited to certain areas in Dublin. She anticipates the program will be running by mid-September.\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/279047905&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/279047905'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>How will this work?\u003c/strong>\u003c/p>\n\u003cp>We're trying to make it simple to use. So basically a passenger in the pilot project area would request a ride in a participating transportation network company (TNC), and a discount for that trip would automatically be applied.\u003c/p>\n\u003cp>\u003cstrong>Who is your target audience?\u003c/strong>\u003c/p>\n\u003cp>We hope that anyone looking to go to the BART station in Dublin would use our service. We're also working with taxicab companies to accommodate trips for passengers who don't have a smartphone. So any partnering taxicab company would be available to offer the same discount in the same project area. But we're really trying to pull people out of their cars and offer an innovative solution to get to the BART station or to get to the main Wheels [bus] route on Dublin Boulevard.\u003c/p>\n\u003cp>\u003cstrong>Is there anything under these potential agreements with Uber and Lyft that will make these companies operate differently? Surge pricing or additional background checks, for example?\u003c/strong>\u003c/p>\n\u003cp>Not at this time. We're really trying to make this as simple as possible. So we aren't asking the TNCs or the participating transportation companies to do anything really different. We are looking to get as much data as we can. But we really want to get this rolling. We've already made our route changes and we recognize that it's a pilot program and that things may change down the road.\u003c/p>\n\u003cp>\u003cstrong>Dublin's population has been one of the fastest growing in Alameda County. Do you think that these partnerships are a long- term fix or a short-term fix to gaps in the public transportation system in the Bay Area suburbs?\u003c/strong>\u003c/p>\n\u003cp>I think that it has definite long-term potential. We're struggling with how do you provide that connectivity to your main line routes, and this is our first attempt to come up with a creative solution.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>The conversation has been edited for length.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Uber is plowing ahead with its ambitious plan to make self-driving cars a reality. The company will run an experiment in Pittsburgh, rolling out the first-ever self-driving fleet that's available to everyday customers.\u003c/p>\n\u003cp>\u003cstrong>Self-Driving Car Tourism\u003c/strong>\u003c/p>\n\u003cp>Uber won't specify exactly how many self-driving cars will hit the streets. But in the next few weeks, if you're in Pittsburgh and use your app, you might land in one of them.\u003c/p>\n\u003cp>\"Pittsburgh is going to have some self-driving car tourism. That's exciting for them,\" says Bryant Walker Smith, an assistant professor at the University of South Carolina who monitors law and policy developments in autonomous technology.\u003c/p>\n\u003cp>An Uber staff member (an engineer or specially trained driver) will be inside, as the human co-pilot. So, to be clear, it's not a car without a human. \"If we were putting this in terms of a tightrope walk, there would definitely be a net,\" Smith says.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Self-driving cars -- whether Tesla Model S or Google cars -- are easy to spot in the San Francisco Bay Area. In other cities, even though they are on the roads, they're less visible. And to some people, they're scary. Earlier this summer \u003ca href=\"http://www.npr.org/2016/07/01/484284728/after-deadly-crash-safety-officials-will-examine-teslas-autopilot-mode\">a man died\u003c/a> in a Tesla that crashed while on autopilot.\u003c/p>\n\u003cp>The move in Pittsburgh could intensify fears, or assuage them. The mayor is a regular Uber user. Now he and others will experience the technology firsthand, as something less exotic.\u003c/p>\n\u003cp>\"Going to the public, and involving them in that conversation, making a safety case for the technology in a very direct, visceral way, is going to help the broader pubic public perceptions of these systems,\" Smith says.\u003c/p>\n\u003cp>\u003cstrong>Message to Drivers\u003c/strong>\u003c/p>\n\u003cp>While Uber's message to passengers is friendly, the one to the company's drivers is less so, according to Smith. \"It's not every day that a company so publicly and aggressively and openly says 'we want to replace our workforce. We want to put people out of a job. We want to put our people out of a job.'\"\u003c/p>\n\u003cp>Uber has 1.5 million drivers worldwide, 600,000 in the U.S. Asked what the message is to drivers -- people who might hear this news and worry about their livelihood -- Uber says in an email to NPR that: self-driving cars are a ways away; a hybrid vehicle that is self-driving, but also needs a human, will likely win; and that human drivers will probably be necessary for tough routes (e.g., windy country roads) if the technology hasn't evolved.\u003c/p>\n\u003cp>\u003cstrong>How Close Is the Technology?\u003c/strong>\u003c/p>\n\u003cp>The pace of progress is hotly debated. Experts have wildly different projections about when self-driving cars will be ready for prime time without human drivers.\u003c/p>\n\u003cp>Raj Rajkumar, an engineer at Carnegie Mellon University in Pittsburgh, says, \"We are at least 10 years away from technology being reliable enough to replace humans.\"\u003c/p>\n\u003cp>Steve Shladover, an engineering professor at UC Berkeley, puts it at 60 years.\u003c/p>\n\u003cp>Andrew Ng, a leader at the Chinese tech giant Baidu, is far more optimistic. He says they'll have cars that need no human hand-holding by 2018 for commercial purposes (like food delivery), and by 2020 for the mass market. They've just \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/08/17/490406911/ford-looks-to-a-fleet-of-driverless-cars\" target=\"_blank\">partnered with Ford\u003c/a> to work on autonomous tech.\u003c/p>\n\u003cp>Shladover is skeptical. \"There is a marketing war of words going on right now because each company wants to give the impression they're more advanced than anybody else.\" In a recent essay in \u003ca href=\"http://www.scientificamerican.com/article/what-self-driving-cars-will-really-look-like/\">Scientific American\u003c/a>, he argues the industry is churning out hype and has big hurdles to overcome to get self-driving cars to be as safe as human drivers.\u003c/p>\n\u003cp>Rajkumar says the Uber cars will have a lot to learn about local roads, and quirky customs like the so-called \"Pittsburgh left turn.\"\u003c/p>\n\u003cp>When cars are at a traffic light, the light turns green, and you are the first car in line that wants to turn left, he explains, \"you basically get to first, before vehicles going straight from the opposite direction.\" It's only the first left-turning car -- not the others, just the first.\u003c/p>\n\u003cp>He says the self-driving car will have to program in that fact and maneuver the city's many bridges and snowy winters. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber is plowing ahead with its ambitious plan to make self-driving cars a reality. The company will run an experiment in Pittsburgh, rolling out the first-ever self-driving fleet that's available to everyday customers.\u003c/p>\n\u003cp>\u003cstrong>Self-Driving Car Tourism\u003c/strong>\u003c/p>\n\u003cp>Uber won't specify exactly how many self-driving cars will hit the streets. But in the next few weeks, if you're in Pittsburgh and use your app, you might land in one of them.\u003c/p>\n\u003cp>\"Pittsburgh is going to have some self-driving car tourism. That's exciting for them,\" says Bryant Walker Smith, an assistant professor at the University of South Carolina who monitors law and policy developments in autonomous technology.\u003c/p>\n\u003cp>An Uber staff member (an engineer or specially trained driver) will be inside, as the human co-pilot. So, to be clear, it's not a car without a human. \"If we were putting this in terms of a tightrope walk, there would definitely be a net,\" Smith says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Self-driving cars -- whether Tesla Model S or Google cars -- are easy to spot in the San Francisco Bay Area. In other cities, even though they are on the roads, they're less visible. And to some people, they're scary. Earlier this summer \u003ca href=\"http://www.npr.org/2016/07/01/484284728/after-deadly-crash-safety-officials-will-examine-teslas-autopilot-mode\">a man died\u003c/a> in a Tesla that crashed while on autopilot.\u003c/p>\n\u003cp>The move in Pittsburgh could intensify fears, or assuage them. The mayor is a regular Uber user. Now he and others will experience the technology firsthand, as something less exotic.\u003c/p>\n\u003cp>\"Going to the public, and involving them in that conversation, making a safety case for the technology in a very direct, visceral way, is going to help the broader pubic public perceptions of these systems,\" Smith says.\u003c/p>\n\u003cp>\u003cstrong>Message to Drivers\u003c/strong>\u003c/p>\n\u003cp>While Uber's message to passengers is friendly, the one to the company's drivers is less so, according to Smith. \"It's not every day that a company so publicly and aggressively and openly says 'we want to replace our workforce. We want to put people out of a job. We want to put our people out of a job.'\"\u003c/p>\n\u003cp>Uber has 1.5 million drivers worldwide, 600,000 in the U.S. Asked what the message is to drivers -- people who might hear this news and worry about their livelihood -- Uber says in an email to NPR that: self-driving cars are a ways away; a hybrid vehicle that is self-driving, but also needs a human, will likely win; and that human drivers will probably be necessary for tough routes (e.g., windy country roads) if the technology hasn't evolved.\u003c/p>\n\u003cp>\u003cstrong>How Close Is the Technology?\u003c/strong>\u003c/p>\n\u003cp>The pace of progress is hotly debated. Experts have wildly different projections about when self-driving cars will be ready for prime time without human drivers.\u003c/p>\n\u003cp>Raj Rajkumar, an engineer at Carnegie Mellon University in Pittsburgh, says, \"We are at least 10 years away from technology being reliable enough to replace humans.\"\u003c/p>\n\u003cp>Steve Shladover, an engineering professor at UC Berkeley, puts it at 60 years.\u003c/p>\n\u003cp>Andrew Ng, a leader at the Chinese tech giant Baidu, is far more optimistic. He says they'll have cars that need no human hand-holding by 2018 for commercial purposes (like food delivery), and by 2020 for the mass market. They've just \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/08/17/490406911/ford-looks-to-a-fleet-of-driverless-cars\" target=\"_blank\">partnered with Ford\u003c/a> to work on autonomous tech.\u003c/p>\n\u003cp>Shladover is skeptical. \"There is a marketing war of words going on right now because each company wants to give the impression they're more advanced than anybody else.\" In a recent essay in \u003ca href=\"http://www.scientificamerican.com/article/what-self-driving-cars-will-really-look-like/\">Scientific American\u003c/a>, he argues the industry is churning out hype and has big hurdles to overcome to get self-driving cars to be as safe as human drivers.\u003c/p>\n\u003cp>Rajkumar says the Uber cars will have a lot to learn about local roads, and quirky customs like the so-called \"Pittsburgh left turn.\"\u003c/p>\n\u003cp>When cars are at a traffic light, the light turns green, and you are the first car in line that wants to turn left, he explains, \"you basically get to first, before vehicles going straight from the opposite direction.\" It's only the first left-turning car -- not the others, just the first.\u003c/p>\n\u003cp>He says the self-driving car will have to program in that fact and maneuver the city's many bridges and snowy winters. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Federal Judge Denies Proposed Settlement in Uber Class-Action Suit",
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"content": "\u003cp>An up-to $100 million proposed settlement to a lawsuit over whether Uber drivers are employees or contractors is not \"fair, adequate, and reasonable,\" the federal judge presiding over the combined, sprawling class-action litigation ordered Thursday.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen denied the settlement agreement \u003ca href=\"https://ww2.kqed.org/news/2016/06/02/s-f-judge-to-decide-labor-settlement-for-uber-drivers/\" target=\"_blank\">proposed\u003c/a> by attorneys for the approximately 380,000 drivers represented in the lawsuit. Uber \u003ca href=\"https://newsroom.uber.com/growing-and-growing-up/\" target=\"_blank\">had agreed\u003c/a> to the settlement.\u003c/p>\n\u003cp>\"We’re disappointed in this decision and are taking a look at our options,\" an Uber spokeswoman wrote in an emailed response. \"The settlement, mutually agreed by both sides, was fair and reasonable.\" \u003c/p>\n\u003cp>Chen disagreed, for multiple reasons. He noted that under the settlement's payment scheme, and even after plaintiffs' attorneys agreed to reduce their fee to $10 million, \"the vast majority of class members are slated to receive less than $100 each.\"\u003c/p>\n\u003cp>Boston-based labor attorney Shannon Liss-Riordan \u003ca href=\"http://ww2.kqed.org/news/2016/04/21/uber-growing-up-agrees-to-settle-class-action-lawsuit-with-california-massachusetts-drivers/\" target=\"_blank\">called the proposed settlement\u003c/a> \"historic\" when she announced it in April, and many Uber drivers appeared to agree to support it.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I am disappointed the judge did not approve the settlement, but I understand and I have heard him,\" Liss-Riordan wrote in an emailed response. \"We will have to see what happens next.\"\u003c/p>\n\u003cp>Liss-Riordan said Chen agreed with plaintiffs on the majority of objections raised by Uber. Chen noted that numerous Uber drivers continue to criticize the proposed settlement, in and outside his court, and it could potentially impact more than a dozen other lawsuits pending against Uber. The judge noted that just because plaintiffs' attorney agreed with the proposed settlement, that doesn't make it fair.\u003c/p>\n\u003cp>\"[D]eference to the views of counsel must be tempered here where the Settlement Agreement at the eleventh hour folds in new claims and class members at the expense of litigation pending in other courts, while attributing almost no value to those claims, in order to induce Uber to settle,\" Chen wrote.\u003c/p>\n\u003cp>The California lawsuit, filed three years ago and later combined with a similar case in Massachusetts, alleged that Uber drivers act as employees and are thus entitled to protections under state labor law. Those include reimbursing employees for expenses, such as gas and wear on their personal vehicle. Drivers may also be entitled to a larger share of tips than they were paid for after Uber advertised that gratuity was included in fares.\u003c/p>\n\u003cp>The proposed settlement included non-monetary concessions from Uber, including a clarification of its tipping policy, but Chen appears unconvinced that the change would result in more money for drivers.\u003c/p>\n\u003cp>\"While Uber has agreed to 'clarify' its tipping policy to make clear that tips are not included in the fare, it has also actively discouraged tipping, arguing that it is inconsistent with its business model, drivers' interests, and a positive rider experience,\" Chen wrote. \"In other words, Uber may be permitting tipping, but it is also telling riders not to tip, further decreasing the amount of tips that riders are likely to give.\"\u003c/p>\n\u003cp>That alleged unfairness aside, Chen noted substantial risks to both drivers and the company in pursuing the case to trial, and wrote that \"while at the low end of reasonable recovery, the Court would be inclined ... to find the consideration afforded by the settlement to be adequate,\" were it not for a release of claims filed under California's Private Attorneys General Act.\u003c/p>\n\u003cp>The law allows civil actions, like the class-action suit against Uber, to help enforce laws on behalf of the state. Plaintiffs and the state Labor and Workforce Development Agency both estimated the value of claims brought under that law at over $1 billion. Just $1 million of the proposed settlement was slated to address claims brought under the law.\u003c/p>\n\u003cp>\"This $1 billion amount makes up more than half of the total verdict value of the case. Plaintiffs propose settling the PAGA claim for 0.1% of its estimated full worth,\" Chen wrote. \"Given the sweeping consequences of the proposed PAGA waiver, viewed in the context of a relatively modest settlement of the non-PAGA claims, the Settlement Agreement is not as a whole is fair, adequate and reasonable.\"\u003c/p>\n\u003cp>Liss-Riordan said that it's routine in California for claims under the Private Attorneys General Act \"to be settled for a small fraction of their theoretical value, but here the court decided not to approve the settlement largely because of that reduction.\"\u003c/p>\n\u003cp>\"It is possible the parties could reach a revised agreement that satisfies the court’s concerns regarding the PAGA claims,\" she wrote. \"But if not, as I’ve said before, I will take the case to trial.\"\u003c/p>\n\u003cp>She said if a new settlement can't be reached, it's likely that the class would be reduced from about 380,000 to about 8,000 drivers, and the remaining ones would need to levy individual claims.\u003c/p>\n\u003cp>\"We are prepared to start bringing these claims individually, and more than 1,000 drivers in California have already signed up with us to bring individual claims in arbitration if that becomes necessary,\" Liss-Riordan wrote. \"So other drivers who want to be included would need to contact us.\"\u003c/p>\n\u003cp>Read Chen's order below.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[scribd id=321629085 key=key-04Ak0pBVlIMgIHC2EKEc mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An up-to $100 million proposed settlement to a lawsuit over whether Uber drivers are employees or contractors is not \"fair, adequate, and reasonable,\" the federal judge presiding over the combined, sprawling class-action litigation ordered Thursday.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen denied the settlement agreement \u003ca href=\"https://ww2.kqed.org/news/2016/06/02/s-f-judge-to-decide-labor-settlement-for-uber-drivers/\" target=\"_blank\">proposed\u003c/a> by attorneys for the approximately 380,000 drivers represented in the lawsuit. Uber \u003ca href=\"https://newsroom.uber.com/growing-and-growing-up/\" target=\"_blank\">had agreed\u003c/a> to the settlement.\u003c/p>\n\u003cp>\"We’re disappointed in this decision and are taking a look at our options,\" an Uber spokeswoman wrote in an emailed response. \"The settlement, mutually agreed by both sides, was fair and reasonable.\" \u003c/p>\n\u003cp>Chen disagreed, for multiple reasons. He noted that under the settlement's payment scheme, and even after plaintiffs' attorneys agreed to reduce their fee to $10 million, \"the vast majority of class members are slated to receive less than $100 each.\"\u003c/p>\n\u003cp>Boston-based labor attorney Shannon Liss-Riordan \u003ca href=\"http://ww2.kqed.org/news/2016/04/21/uber-growing-up-agrees-to-settle-class-action-lawsuit-with-california-massachusetts-drivers/\" target=\"_blank\">called the proposed settlement\u003c/a> \"historic\" when she announced it in April, and many Uber drivers appeared to agree to support it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"I am disappointed the judge did not approve the settlement, but I understand and I have heard him,\" Liss-Riordan wrote in an emailed response. \"We will have to see what happens next.\"\u003c/p>\n\u003cp>Liss-Riordan said Chen agreed with plaintiffs on the majority of objections raised by Uber. Chen noted that numerous Uber drivers continue to criticize the proposed settlement, in and outside his court, and it could potentially impact more than a dozen other lawsuits pending against Uber. The judge noted that just because plaintiffs' attorney agreed with the proposed settlement, that doesn't make it fair.\u003c/p>\n\u003cp>\"[D]eference to the views of counsel must be tempered here where the Settlement Agreement at the eleventh hour folds in new claims and class members at the expense of litigation pending in other courts, while attributing almost no value to those claims, in order to induce Uber to settle,\" Chen wrote.\u003c/p>\n\u003cp>The California lawsuit, filed three years ago and later combined with a similar case in Massachusetts, alleged that Uber drivers act as employees and are thus entitled to protections under state labor law. Those include reimbursing employees for expenses, such as gas and wear on their personal vehicle. Drivers may also be entitled to a larger share of tips than they were paid for after Uber advertised that gratuity was included in fares.\u003c/p>\n\u003cp>The proposed settlement included non-monetary concessions from Uber, including a clarification of its tipping policy, but Chen appears unconvinced that the change would result in more money for drivers.\u003c/p>\n\u003cp>\"While Uber has agreed to 'clarify' its tipping policy to make clear that tips are not included in the fare, it has also actively discouraged tipping, arguing that it is inconsistent with its business model, drivers' interests, and a positive rider experience,\" Chen wrote. \"In other words, Uber may be permitting tipping, but it is also telling riders not to tip, further decreasing the amount of tips that riders are likely to give.\"\u003c/p>\n\u003cp>That alleged unfairness aside, Chen noted substantial risks to both drivers and the company in pursuing the case to trial, and wrote that \"while at the low end of reasonable recovery, the Court would be inclined ... to find the consideration afforded by the settlement to be adequate,\" were it not for a release of claims filed under California's Private Attorneys General Act.\u003c/p>\n\u003cp>The law allows civil actions, like the class-action suit against Uber, to help enforce laws on behalf of the state. Plaintiffs and the state Labor and Workforce Development Agency both estimated the value of claims brought under that law at over $1 billion. Just $1 million of the proposed settlement was slated to address claims brought under the law.\u003c/p>\n\u003cp>\"This $1 billion amount makes up more than half of the total verdict value of the case. Plaintiffs propose settling the PAGA claim for 0.1% of its estimated full worth,\" Chen wrote. \"Given the sweeping consequences of the proposed PAGA waiver, viewed in the context of a relatively modest settlement of the non-PAGA claims, the Settlement Agreement is not as a whole is fair, adequate and reasonable.\"\u003c/p>\n\u003cp>Liss-Riordan said that it's routine in California for claims under the Private Attorneys General Act \"to be settled for a small fraction of their theoretical value, but here the court decided not to approve the settlement largely because of that reduction.\"\u003c/p>\n\u003cp>\"It is possible the parties could reach a revised agreement that satisfies the court’s concerns regarding the PAGA claims,\" she wrote. \"But if not, as I’ve said before, I will take the case to trial.\"\u003c/p>\n\u003cp>She said if a new settlement can't be reached, it's likely that the class would be reduced from about 380,000 to about 8,000 drivers, and the remaining ones would need to levy individual claims.\u003c/p>\n\u003cp>\"We are prepared to start bringing these claims individually, and more than 1,000 drivers in California have already signed up with us to bring individual claims in arbitration if that becomes necessary,\" Liss-Riordan wrote. \"So other drivers who want to be included would need to contact us.\"\u003c/p>\n\u003cp>Read Chen's order below.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/321629085/content?start_page=1&view_mode=&access_key=key-04Ak0pBVlIMgIHC2EKEc\"\n title=\"http://www.scribd.com/doc/321629085\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_321629085\"\n width=\"100%\" height=\"500\" frameborder=\"0\">\u003c/iframe>\n \u003ca class=\"utils-parseShortcode-shortcodes-__scribdShortcode__scribd_footer\"\n href=\"http://www.scribd.com/doc/321629085\"\n target=\"_blank\" rel=\"noopener noreferrer\">View this document on Scribd\u003c/a>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "S.F. Transportation Officials to Vote on 'Parking for God' Pilot Program",
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"content": "\u003cp>The San Francisco Municipal Transportation Agency is considering formalizing part of an informal accommodation for Sunday worshipers on city streets: widespread illegal parking.\u003c/p>\n\u003cp>Dolores Street is one of many city thoroughfares where that religious favor collides with parking regulations each weekend.\u003c/p>\n\u003cp>For decades, churchgoers -- along with synagogue-goers, shoppers and others -- have clogged Dolores Street by parking along its median on a four-block stretch between 14th and 18th streets.\u003c/p>\n\u003cp>“I would call it a traditional accommodation,” Carlos Jimenez told \u003ca href=\"http://ww2.kqed.org/news/2015/05/05/why-doesnt-san-francisco-enforce-double-parking-on-sundays/\">KQED's \u003cem>Bay Curious\u003c/em>\u003c/a> last year. Jimenez is a pastoral staff member at Cornerstone Church on 17th Street. “I don’t think anyone can point to where that started. Many people have asked if it’s formal. It is not formal, but it’s something the city has always accommodated churches.”\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency doesn't staff as many enforcement officers on weekends, so it only issues tickets if it receives a complaint.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But that could change if the SFMTA Board of Directors approves a \u003ca href=\"https://www.sfmta.com/sites/default/files/agendaitems/2016/8-16-16%20Item%2013%20Pilot%20Project%20-%20Median%20Parking%20on%20Dolores.pdf\">staff recommendation\u003c/a> and green lights a year-long pilot that would legalize some median parking on Dolores Street. The Board is scheduled to vote on the proposal at its meeting on Tuesday.\u003c/p>\n\u003cp>\"It is something that the community has clearly been concerned about,\" said John Knox White, SFMTA's program manager.\u003c/p>\n\u003cp>He said much of the concern came from residents and business owners who felt like churchgoers were getting special treatment. The proposed pilot could address those issues by formalizing where and when it's legal for any car to park along the median.\u003c/p>\n\u003cp>Last May, the SFMTA convened the \u003ca href=\"https://www.sfmta.com/projects-planning/projects/guerrerodolores-median-parking-policy-advisory-committee\" target=\"_blank\">Guerrero/Dolores Median Parking Policy Advisory Committee\u003c/a> made up of neighborhood religious leaders, business owners and residents to investigate the issue and recommend a solution to SFMTA staff. At its final meeting last February, the \u003ca href=\"http://www.sfexaminer.com/citizen-group-votes-to-abolish-church-parking-along-valencia-guerrero/\" target=\"_blank\">group voted 4-3 against any further median parking\u003c/a>.\u003c/p>\n\u003cp>Elizabeth Zitrin, who was on the committee, said the committee was under the impression that its recommendation at the February meeting would be the recommendation made to the SFMTA Board of Directors. She said in an email that she will be at the meeting on Tuesday to \"speak to the failure of the legitimate process and the determination of SFMTA to reach the conclusion they wanted from the beginning by completely ignoring and dismissing the opinion of the people and their own process.\"\u003c/p>\n\u003cp>Zitrin cited an online survey the SFMTA and the committee commissioned, which found that 74 percent of residents supported a full ban on median parking. In the same survey, 95 percent of worshippers said they opposed such a ban.\u003c/p>\n\u003cp>Knox White said the same rift was present on the committee with residents wanting to end illegal median parking while religious leaders and business owners advocating formally allowing it on weekends.\u003c/p>\n\u003cp>“We’ve really tried to listen to everybody in the community and come up with some sort of compromise,” Knox White said.\u003c/p>\n\u003cp>The SFMTA is still working on developing a recommendation for how to deal with median parking on nearby Guerrero Street. Knox White said the difficulty in producing plans for just these two streets makes it unlikely that the Dolores Street plan, if approved, would be used as a blueprint to combat median parking throughout the city.\u003c/p>\n\u003cp>\"Every street is really unique and different,\" he said.\u003c/p>\n\u003cp>However, Knox White said the process of working with different stakeholders is a solid model that could be used on future projects.\u003c/p>\n\u003cp>\"We have a way of bringing people together and looking at data and trying to find what I feel is a fair compromise position that really brings the majority voices of the stakeholders from all sides to a place where probably nobody is getting everything they want but everybody is getting something, and we're getting to a better place,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the Board of Directors gives the go-ahead on Tuesday, Knox White said he expects to have a final proposal for the Dolores Street pilot back before the Board within six months.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The San Francisco Municipal Transportation Agency is considering formalizing part of an informal accommodation for Sunday worshipers on city streets: widespread illegal parking.\u003c/p>\n\u003cp>Dolores Street is one of many city thoroughfares where that religious favor collides with parking regulations each weekend.\u003c/p>\n\u003cp>For decades, churchgoers -- along with synagogue-goers, shoppers and others -- have clogged Dolores Street by parking along its median on a four-block stretch between 14th and 18th streets.\u003c/p>\n\u003cp>“I would call it a traditional accommodation,” Carlos Jimenez told \u003ca href=\"http://ww2.kqed.org/news/2015/05/05/why-doesnt-san-francisco-enforce-double-parking-on-sundays/\">KQED's \u003cem>Bay Curious\u003c/em>\u003c/a> last year. Jimenez is a pastoral staff member at Cornerstone Church on 17th Street. “I don’t think anyone can point to where that started. Many people have asked if it’s formal. It is not formal, but it’s something the city has always accommodated churches.”\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency doesn't staff as many enforcement officers on weekends, so it only issues tickets if it receives a complaint.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But that could change if the SFMTA Board of Directors approves a \u003ca href=\"https://www.sfmta.com/sites/default/files/agendaitems/2016/8-16-16%20Item%2013%20Pilot%20Project%20-%20Median%20Parking%20on%20Dolores.pdf\">staff recommendation\u003c/a> and green lights a year-long pilot that would legalize some median parking on Dolores Street. The Board is scheduled to vote on the proposal at its meeting on Tuesday.\u003c/p>\n\u003cp>\"It is something that the community has clearly been concerned about,\" said John Knox White, SFMTA's program manager.\u003c/p>\n\u003cp>He said much of the concern came from residents and business owners who felt like churchgoers were getting special treatment. The proposed pilot could address those issues by formalizing where and when it's legal for any car to park along the median.\u003c/p>\n\u003cp>Last May, the SFMTA convened the \u003ca href=\"https://www.sfmta.com/projects-planning/projects/guerrerodolores-median-parking-policy-advisory-committee\" target=\"_blank\">Guerrero/Dolores Median Parking Policy Advisory Committee\u003c/a> made up of neighborhood religious leaders, business owners and residents to investigate the issue and recommend a solution to SFMTA staff. At its final meeting last February, the \u003ca href=\"http://www.sfexaminer.com/citizen-group-votes-to-abolish-church-parking-along-valencia-guerrero/\" target=\"_blank\">group voted 4-3 against any further median parking\u003c/a>.\u003c/p>\n\u003cp>Elizabeth Zitrin, who was on the committee, said the committee was under the impression that its recommendation at the February meeting would be the recommendation made to the SFMTA Board of Directors. She said in an email that she will be at the meeting on Tuesday to \"speak to the failure of the legitimate process and the determination of SFMTA to reach the conclusion they wanted from the beginning by completely ignoring and dismissing the opinion of the people and their own process.\"\u003c/p>\n\u003cp>Zitrin cited an online survey the SFMTA and the committee commissioned, which found that 74 percent of residents supported a full ban on median parking. In the same survey, 95 percent of worshippers said they opposed such a ban.\u003c/p>\n\u003cp>Knox White said the same rift was present on the committee with residents wanting to end illegal median parking while religious leaders and business owners advocating formally allowing it on weekends.\u003c/p>\n\u003cp>“We’ve really tried to listen to everybody in the community and come up with some sort of compromise,” Knox White said.\u003c/p>\n\u003cp>The SFMTA is still working on developing a recommendation for how to deal with median parking on nearby Guerrero Street. Knox White said the difficulty in producing plans for just these two streets makes it unlikely that the Dolores Street plan, if approved, would be used as a blueprint to combat median parking throughout the city.\u003c/p>\n\u003cp>\"Every street is really unique and different,\" he said.\u003c/p>\n\u003cp>However, Knox White said the process of working with different stakeholders is a solid model that could be used on future projects.\u003c/p>\n\u003cp>\"We have a way of bringing people together and looking at data and trying to find what I feel is a fair compromise position that really brings the majority voices of the stakeholders from all sides to a place where probably nobody is getting everything they want but everybody is getting something, and we're getting to a better place,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the Board of Directors gives the go-ahead on Tuesday, Knox White said he expects to have a final proposal for the Dolores Street pilot back before the Board within six months.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "New Proposal Would Beef Up California's Electric Vehicle Mandate",
"title": "New Proposal Would Beef Up California's Electric Vehicle Mandate",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cspan style=\"color: #000000\">SACRAMENTO -- With the extension of California's landmark climate change law stalled, a legislative plan is emerging to significantly up the ante on California's commitment to electric vehicles by requiring that 15 percent of all new automobiles be emission-free within a decade.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Assemblywoman Autumn Burke, D-Los Angeles, told The Associated Press on Friday that she'll introduce legislation next week to ramp up the pressure on carmakers.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Automakers that fail to sell enough electric vehicles would be required to make payments to rivals that do or pay a fine to the state.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">\"If we create more competition in the market, that automatically will trigger a more affordable vehicle,\" Burke said in an interview.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">The legislation comes as an effort to extend the state's landmark climate change law until 2030 falters in the state Assembly and sets up a showdown between powerful environmental advocates and automakers in the frenzied final weeks of California's legislative session.\u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Burke's proposal would beef up California's existing vehicle mandates, which require automakers to gradually introduce cleaner vehicle technology.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Under current law, automakers accumulate credits for selling vehicles with cleaner technology and must hit annual targets. Environmental advocates say automakers have stockpiled credits for future use and won't have sufficient incentive to sell electric vehicles at affordable prices, preventing the state from meeting its goals for greenhouse-gas reduction.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">\"The current credit program just does not appear to be working,\" said Kish Rajan, a spokesman for CALinnovates, an industry group for the technology sector, and a former Brown appointee. \"At least it's not working fast enough to get toward the goals that the governor has laid out and that CARB is seeking to enforce,\" he said, referring to the California Air Resources Board.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Vehicles that now get credits toward complying with the environmental mandates, such as plug-in hybrids, would not be eligible to meet the 15 percent mandate.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Electric and plug-in hybrid vehicles now account for about 3 percent of California new-car sales, according to the Air Resources Board, which administers California's climate laws.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Wade Newton, a spokesman for the Alliance of Automobile Manufacturers, characterized the legislation as a giveaway to Tesla Motors, which was the largest seller of electric vehicles in the United States last year. The Palo Alto-based company, which has never made a full-year profit, wants to grow from a niche maker of luxury vehicles to a full-line producer of affordable vehicles.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">\"Automakers are striving to meet California's long-term (zero-emission vehicle) program by providing consumers with innovative vehicles, so we oppose this last-minute, fundamental change to the program,\" Newton said in an email. \"Tesla shouldn't be able to rig the market for their own purposes.\"\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Tesla did not respond to a request for comment.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Democratic Gov. Jerry Brown issued an executive order in 2012 calling for 1.5 million zero-emission vehicles on the road by 2025; 192,000 have been sold since 2010, according to the air board.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Brown supports Burke's proposal, spokesman Gareth Lacy said in an email.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">It \"will lead to more zero emissions vehicles and more Californians able to purchase them — and that's a smart investment in cleaner air,\" he wrote.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Brown has traveled the world promoting California's ambitious agenda to fight climate-changing emissions. But he has struggled to advance legislation to continue the programs for another decade and set more stringent goals.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Moderate Democrats in the state Assembly, some backed by the oil industry and hailing from less affluent inland districts, have been reluctant to bless the most strident emission standards for fear of raising energy prices. The coalition of lawmakers blocked previous Brown-endorsed legislation that aimed to cut petroleum use in half by 2030.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Burke said she believes her electric vehicle legislation is more likely to succeed in the Assembly than the overall climate package because it would encourage the sale of lower-priced electric vehicles that would be available to larger swaths of the middle class.\u003c/span>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"color: #000000\">SACRAMENTO -- With the extension of California's landmark climate change law stalled, a legislative plan is emerging to significantly up the ante on California's commitment to electric vehicles by requiring that 15 percent of all new automobiles be emission-free within a decade.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Assemblywoman Autumn Burke, D-Los Angeles, told The Associated Press on Friday that she'll introduce legislation next week to ramp up the pressure on carmakers.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Automakers that fail to sell enough electric vehicles would be required to make payments to rivals that do or pay a fine to the state.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">\"If we create more competition in the market, that automatically will trigger a more affordable vehicle,\" Burke said in an interview.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">The legislation comes as an effort to extend the state's landmark climate change law until 2030 falters in the state Assembly and sets up a showdown between powerful environmental advocates and automakers in the frenzied final weeks of California's legislative session.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Burke's proposal would beef up California's existing vehicle mandates, which require automakers to gradually introduce cleaner vehicle technology.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Under current law, automakers accumulate credits for selling vehicles with cleaner technology and must hit annual targets. Environmental advocates say automakers have stockpiled credits for future use and won't have sufficient incentive to sell electric vehicles at affordable prices, preventing the state from meeting its goals for greenhouse-gas reduction.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">\"The current credit program just does not appear to be working,\" said Kish Rajan, a spokesman for CALinnovates, an industry group for the technology sector, and a former Brown appointee. \"At least it's not working fast enough to get toward the goals that the governor has laid out and that CARB is seeking to enforce,\" he said, referring to the California Air Resources Board.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Vehicles that now get credits toward complying with the environmental mandates, such as plug-in hybrids, would not be eligible to meet the 15 percent mandate.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Electric and plug-in hybrid vehicles now account for about 3 percent of California new-car sales, according to the Air Resources Board, which administers California's climate laws.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Wade Newton, a spokesman for the Alliance of Automobile Manufacturers, characterized the legislation as a giveaway to Tesla Motors, which was the largest seller of electric vehicles in the United States last year. The Palo Alto-based company, which has never made a full-year profit, wants to grow from a niche maker of luxury vehicles to a full-line producer of affordable vehicles.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">\"Automakers are striving to meet California's long-term (zero-emission vehicle) program by providing consumers with innovative vehicles, so we oppose this last-minute, fundamental change to the program,\" Newton said in an email. \"Tesla shouldn't be able to rig the market for their own purposes.\"\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Tesla did not respond to a request for comment.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Democratic Gov. Jerry Brown issued an executive order in 2012 calling for 1.5 million zero-emission vehicles on the road by 2025; 192,000 have been sold since 2010, according to the air board.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Brown supports Burke's proposal, spokesman Gareth Lacy said in an email.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">It \"will lead to more zero emissions vehicles and more Californians able to purchase them — and that's a smart investment in cleaner air,\" he wrote.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Brown has traveled the world promoting California's ambitious agenda to fight climate-changing emissions. But he has struggled to advance legislation to continue the programs for another decade and set more stringent goals.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Moderate Democrats in the state Assembly, some backed by the oil industry and hailing from less affluent inland districts, have been reluctant to bless the most strident emission standards for fear of raising energy prices. The coalition of lawmakers blocked previous Brown-endorsed legislation that aimed to cut petroleum use in half by 2030.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">Burke said she believes her electric vehicle legislation is more likely to succeed in the Assembly than the overall climate package because it would encourage the sale of lower-priced electric vehicles that would be available to larger swaths of the middle class.\u003c/span>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">C\u003c/span>andacy Taylor, a California writer and photographer, was looking for a new way to tell the tale of Route 66, the Mother Road that brought dirt-poor Dust Bowl migrants and generations of dreamers to the Golden State.\u003c/p>\n\u003cp>Taylor started driving the old federal highway back in the early 1990s while working on “\u003ca href=\"http://taylormadeculture.com/counterculture/\" target=\"_blank\" rel=\"noopener\">Counter Culture\u003c/a>,” a project focusing on the lives of coffee-shop waitresses.\u003c/p>\n\u003cp>That work led to an invitation a few years ago to write a travel guide on Route 66, which stretched from Chicago to Santa Monica.\u003c/p>\n\u003cfigure id=\"attachment_11049398\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-11049398\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-400x528.jpg\" alt='The cover of the 1947 edition of the \"Negro Motorist Green Book.\" ' width=\"400\" height=\"528\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-400x528.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-800x1055.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-1920x2533.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-1180x1557.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-960x1266.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v.jpg 1940w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The cover of the 1947 edition of the ‘Negro Motorist Green Book.’ \u003ccite>(New York Public Library)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I wondered, ‘How do we tell a different story here,'” Taylor says during an interview in Los Angeles. “Most of the things you read about Route 66 are the same: 1950s-era, let’s get back to the good old days, the white suburbanite family jumps into their Airstream trailer. That imagery of that kind of retro travel has been the dominant story of Route 66.”\u003c/p>\n\u003cp>She says she wondered about the place of black travelers and women in the Route 66 story, a question that was on her mind when she visited an exhibition at the Autry Museum of the American West in Los Angeles.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tucked away in the corner of \u003ca href=\"http://www.lamag.com/driver/history-of-route-66-revealed-in-the-autry-centers-new-exhibit/\" target=\"_blank\" rel=\"noopener\">the show\u003c/a> was a small section on black travel. And that’s where Taylor found that other Route 66 story she’d been looking for.\u003c/p>\n\u003cp>“There was a ‘Green Book’ under glass,” she remembers. “I’d never seen it. I’d never heard of it. Nobody in my family had ever heard of it.”\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>he “\u003ca href=\"http://digitalcollections.nypl.org/collections/the-green-book#/?tab=about\" target=\"_blank\" rel=\"noopener\">Green Book\u003c/a>” — published starting in 1936 as the “Negro Motorist Green Book” and later as the “Negro Travelers’ Green Book” — was a guide to hotels, restaurants, nightclubs, gas stations and other services that welcomed black patronage. The guide listed thousands of businesses during its three decades, including more than 400 in California. Among those were dozens of sites in San Francisco and Oakland.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/278043070&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Named after its creator, a Harlem postal worker named Victor Hugo Green, the book declared that its purpose was “to give the Negro traveler information that will keep him from running into difficulties, embarrassments and to make his trips more enjoyable.”\u003c/p>\n\u003cp>What sort of “difficulties” and “embarrassments” would the guide help travelers avoid?\u003c/p>\n\u003cp>“Segregation was in full force throughout the country,” Taylor says, and African-Americans faced a range of challenges, humiliations and dangers when they ventured into unfamiliar territory and to parts of the country, like most of the West, where few blacks lived.\u003c/p>\n\u003cp>Those difficulties could range from a white business owner’s simple refusal to serve black patrons on the more benign end of the spectrum to the threat of harassment and violence in “\u003ca href=\"http://sundown.afro.illinois.edu/sundowntowns.php\" target=\"_blank\" rel=\"noopener\">sundown towns\u003c/a>” that prohibited blacks after nightfall.\u003c/p>\n\u003cfigure id=\"attachment_11049401\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-11049401\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book-400x472.jpg\" alt=\"Cover of "Ruth and the Green Book," a children's story by Calvin Alexander Ramsey. \" width=\"400\" height=\"472\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book-400x472.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book-800x943.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book-960x1132.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book.jpg 1018w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cover of ‘Ruth and the Green Book,’ a children’s story by Calvin Alexander Ramsey.\u003c/figcaption>\u003c/figure>\n\u003cp>Leaving Chicago on Route 66, Taylor points out, travelers would find a lot of “Green Book” properties on the city’s South Side. But racial restrictions started on the city’s outskirts and were common all the way to the West Coast. Taylor says that as many as half the counties along the highway had sundown laws, and even where such ordinances were not in place, lodging was often unavailable to black travelers.\u003c/p>\n\u003cp>During most of the “Green Book” era, she says, just six out of the 100 hotels in the Albuquerque area were open to blacks.\u003c/p>\n\u003cp>“You were facing not only the humiliation of being turned away, knocking on door to door to door, all of a sudden the ‘vacancy’ sign turns off and you knew why,” Taylor says. “But there were other critical things you needed on the road, like gas. There were plenty of places that wouldn’t serve blacks … A lot of black travelers during that time carried everything they might need with them, like gas cans or portable toilets or food.”\u003c/p>\n\u003cp>Taylor, a native of Columbus, Ohio, who spent part of her childhood in Texas, says discovering the “Green Book” was jarring. But, she adds, the guide exemplifies a determination to overcome all the obstacles that might be encountered on the road.\u003c/p>\n\u003cp>“Being a black woman who travels so much and realizing my only limitation is what I can afford — I can freely go into 99 percent of the places I want to go to — it just seemed incomprehensible to me that we needed this guide,” she says. “But then when you look inside … it’s just a resourceful solution. It’s very practical. It was a horrific problem they were dealing with, but it wasn’t written in the style of, ‘Oh, my god, look how horrible!’ It was, ‘You, too, can experience America.'”\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>aylor is one of a handful of historians and artists who have happened upon \u003ca href=\"http://www.nytimes.com/2015/08/07/arts/design/the-green-book-legacy-a-beacon-for-black-travelers.html\" target=\"_blank\" rel=\"noopener\">the “Green Book” story\u003c/a> in recent years.\u003c/p>\n\u003cp>Calvin Alexander Ramsey, an Atlanta-based writer, published a children’s story, “\u003ca href=\"https://www.amazon.com/Ruth-Green-Calvin-Alexander-Ramsey/dp/0761352554\" target=\"_blank\" rel=\"noopener\">Ruth and the Green Book\u003c/a>,” that details a fictional postwar road trip from Chicago to Alabama. Ramsey and filmmaker Becky Wible Searles are working on a documentary film, “\u003ca href=\"https://greenbookchronicles.com/video/\" target=\"_blank\" rel=\"noopener\">The Green Book Chronicles\u003c/a>.”\u003c/p>\n\u003cp>Taylor says she considers the “Green Book” an invaluable reference, an “incredible archive and trove of history and black business and all of these things that even most black people I knew didn’t know about.” But she feels it’s more than that — an opportunity to assess the country’s progress in the half century since the guide ceased publication, at the height of the 1960s civil rights movement.\u003c/p>\n\u003cp>“We really need to not just say that this happened in the past,” Taylor says. “The ‘Green Book’ has a place in the present to teach us how far we’ve come but also how far we haven’t come. Physical mobility, getting from A to B … that was a problem the ‘Green Book’ was trying to resolve.\u003c/p>\n\u003cp>She says she’s driven by a sense that a lack of social mobility for many black Americans today “is just as debilitating and just as fatal” as lack of physical mobility was in the past.\u003c/p>\n\u003cp>Supported by grants and fellowships from \u003ca href=\"http://hutchinscenter.fas.harvard.edu/candacy-taylor\" target=\"_blank\" rel=\"noopener\">Harvard\u003c/a>, the New York Public Library’s \u003ca href=\"https://www.nypl.org/help/about-nypl/fellowships-institutes/schomburg-center-scholars-in-residency/current-and-past-fellows\" target=\"_blank\" rel=\"noopener\">Schomburg Center for Research in Black Culture\u003c/a> and \u003ca href=\"http://www.calhum.org/news/blog/the-negro-motorist-green-book-project-director-interview\" target=\"_blank\" rel=\"noopener\">California Humanities\u003c/a>, Taylor has launched \u003ca href=\"http://taylormadeculture.com/the-green-book/\" target=\"_blank\" rel=\"noopener\">a project\u003c/a> to develop an interactive map that trace changes in physical and social conditions for black Americans from the 1930s to the present.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>She will document “Green Book” sites, sundown towns, the location of current Ku Klux Klan chapters, incarceration rates, and economic and other disparities among racial groups. That data will be the basis of an interactive map demonstrating how inequities of the past have persisted into the present.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">C\u003c/span>andacy Taylor, a California writer and photographer, was looking for a new way to tell the tale of Route 66, the Mother Road that brought dirt-poor Dust Bowl migrants and generations of dreamers to the Golden State.\u003c/p>\n\u003cp>Taylor started driving the old federal highway back in the early 1990s while working on “\u003ca href=\"http://taylormadeculture.com/counterculture/\" target=\"_blank\" rel=\"noopener\">Counter Culture\u003c/a>,” a project focusing on the lives of coffee-shop waitresses.\u003c/p>\n\u003cp>That work led to an invitation a few years ago to write a travel guide on Route 66, which stretched from Chicago to Santa Monica.\u003c/p>\n\u003cfigure id=\"attachment_11049398\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-11049398\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-400x528.jpg\" alt='The cover of the 1947 edition of the \"Negro Motorist Green Book.\" ' width=\"400\" height=\"528\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-400x528.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-800x1055.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-1920x2533.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-1180x1557.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v-960x1266.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/nypl.digitalcollections.29219280-892b-0132-4271-58d385a7bbd0.001.v.jpg 1940w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The cover of the 1947 edition of the ‘Negro Motorist Green Book.’ \u003ccite>(New York Public Library)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I wondered, ‘How do we tell a different story here,'” Taylor says during an interview in Los Angeles. “Most of the things you read about Route 66 are the same: 1950s-era, let’s get back to the good old days, the white suburbanite family jumps into their Airstream trailer. That imagery of that kind of retro travel has been the dominant story of Route 66.”\u003c/p>\n\u003cp>She says she wondered about the place of black travelers and women in the Route 66 story, a question that was on her mind when she visited an exhibition at the Autry Museum of the American West in Los Angeles.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tucked away in the corner of \u003ca href=\"http://www.lamag.com/driver/history-of-route-66-revealed-in-the-autry-centers-new-exhibit/\" target=\"_blank\" rel=\"noopener\">the show\u003c/a> was a small section on black travel. And that’s where Taylor found that other Route 66 story she’d been looking for.\u003c/p>\n\u003cp>“There was a ‘Green Book’ under glass,” she remembers. “I’d never seen it. I’d never heard of it. Nobody in my family had ever heard of it.”\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>he “\u003ca href=\"http://digitalcollections.nypl.org/collections/the-green-book#/?tab=about\" target=\"_blank\" rel=\"noopener\">Green Book\u003c/a>” — published starting in 1936 as the “Negro Motorist Green Book” and later as the “Negro Travelers’ Green Book” — was a guide to hotels, restaurants, nightclubs, gas stations and other services that welcomed black patronage. The guide listed thousands of businesses during its three decades, including more than 400 in California. Among those were dozens of sites in San Francisco and Oakland.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/278043070&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Named after its creator, a Harlem postal worker named Victor Hugo Green, the book declared that its purpose was “to give the Negro traveler information that will keep him from running into difficulties, embarrassments and to make his trips more enjoyable.”\u003c/p>\n\u003cp>What sort of “difficulties” and “embarrassments” would the guide help travelers avoid?\u003c/p>\n\u003cp>“Segregation was in full force throughout the country,” Taylor says, and African-Americans faced a range of challenges, humiliations and dangers when they ventured into unfamiliar territory and to parts of the country, like most of the West, where few blacks lived.\u003c/p>\n\u003cp>Those difficulties could range from a white business owner’s simple refusal to serve black patrons on the more benign end of the spectrum to the threat of harassment and violence in “\u003ca href=\"http://sundown.afro.illinois.edu/sundowntowns.php\" target=\"_blank\" rel=\"noopener\">sundown towns\u003c/a>” that prohibited blacks after nightfall.\u003c/p>\n\u003cfigure id=\"attachment_11049401\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-11049401\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book-400x472.jpg\" alt=\"Cover of "Ruth and the Green Book," a children's story by Calvin Alexander Ramsey. \" width=\"400\" height=\"472\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book-400x472.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book-800x943.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book-960x1132.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/08/ruth-and-the-green-book.jpg 1018w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cover of ‘Ruth and the Green Book,’ a children’s story by Calvin Alexander Ramsey.\u003c/figcaption>\u003c/figure>\n\u003cp>Leaving Chicago on Route 66, Taylor points out, travelers would find a lot of “Green Book” properties on the city’s South Side. But racial restrictions started on the city’s outskirts and were common all the way to the West Coast. Taylor says that as many as half the counties along the highway had sundown laws, and even where such ordinances were not in place, lodging was often unavailable to black travelers.\u003c/p>\n\u003cp>During most of the “Green Book” era, she says, just six out of the 100 hotels in the Albuquerque area were open to blacks.\u003c/p>\n\u003cp>“You were facing not only the humiliation of being turned away, knocking on door to door to door, all of a sudden the ‘vacancy’ sign turns off and you knew why,” Taylor says. “But there were other critical things you needed on the road, like gas. There were plenty of places that wouldn’t serve blacks … A lot of black travelers during that time carried everything they might need with them, like gas cans or portable toilets or food.”\u003c/p>\n\u003cp>Taylor, a native of Columbus, Ohio, who spent part of her childhood in Texas, says discovering the “Green Book” was jarring. But, she adds, the guide exemplifies a determination to overcome all the obstacles that might be encountered on the road.\u003c/p>\n\u003cp>“Being a black woman who travels so much and realizing my only limitation is what I can afford — I can freely go into 99 percent of the places I want to go to — it just seemed incomprehensible to me that we needed this guide,” she says. “But then when you look inside … it’s just a resourceful solution. It’s very practical. It was a horrific problem they were dealing with, but it wasn’t written in the style of, ‘Oh, my god, look how horrible!’ It was, ‘You, too, can experience America.'”\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>aylor is one of a handful of historians and artists who have happened upon \u003ca href=\"http://www.nytimes.com/2015/08/07/arts/design/the-green-book-legacy-a-beacon-for-black-travelers.html\" target=\"_blank\" rel=\"noopener\">the “Green Book” story\u003c/a> in recent years.\u003c/p>\n\u003cp>Calvin Alexander Ramsey, an Atlanta-based writer, published a children’s story, “\u003ca href=\"https://www.amazon.com/Ruth-Green-Calvin-Alexander-Ramsey/dp/0761352554\" target=\"_blank\" rel=\"noopener\">Ruth and the Green Book\u003c/a>,” that details a fictional postwar road trip from Chicago to Alabama. Ramsey and filmmaker Becky Wible Searles are working on a documentary film, “\u003ca href=\"https://greenbookchronicles.com/video/\" target=\"_blank\" rel=\"noopener\">The Green Book Chronicles\u003c/a>.”\u003c/p>\n\u003cp>Taylor says she considers the “Green Book” an invaluable reference, an “incredible archive and trove of history and black business and all of these things that even most black people I knew didn’t know about.” But she feels it’s more than that — an opportunity to assess the country’s progress in the half century since the guide ceased publication, at the height of the 1960s civil rights movement.\u003c/p>\n\u003cp>“We really need to not just say that this happened in the past,” Taylor says. “The ‘Green Book’ has a place in the present to teach us how far we’ve come but also how far we haven’t come. Physical mobility, getting from A to B … that was a problem the ‘Green Book’ was trying to resolve.\u003c/p>\n\u003cp>She says she’s driven by a sense that a lack of social mobility for many black Americans today “is just as debilitating and just as fatal” as lack of physical mobility was in the past.\u003c/p>\n\u003cp>Supported by grants and fellowships from \u003ca href=\"http://hutchinscenter.fas.harvard.edu/candacy-taylor\" target=\"_blank\" rel=\"noopener\">Harvard\u003c/a>, the New York Public Library’s \u003ca href=\"https://www.nypl.org/help/about-nypl/fellowships-institutes/schomburg-center-scholars-in-residency/current-and-past-fellows\" target=\"_blank\" rel=\"noopener\">Schomburg Center for Research in Black Culture\u003c/a> and \u003ca href=\"http://www.calhum.org/news/blog/the-negro-motorist-green-book-project-director-interview\" target=\"_blank\" rel=\"noopener\">California Humanities\u003c/a>, Taylor has launched \u003ca href=\"http://taylormadeculture.com/the-green-book/\" target=\"_blank\" rel=\"noopener\">a project\u003c/a> to develop an interactive map that trace changes in physical and social conditions for black Americans from the 1930s to the present.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>She will document “Green Book” sites, sundown towns, the location of current Ku Klux Klan chapters, incarceration rates, and economic and other disparities among racial groups. That data will be the basis of an interactive map demonstrating how inequities of the past have persisted into the present.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated at 2 p.m. \u003c/em>\u003c/p>\n\u003cp>The track fire at BART's Balboa Park Station early Friday morning that triggered major delays throughout the system was caused by the same kind of equipment failure that prompted the closure of the Walnut Creek station two weeks ago.\u003c/p>\n\u003cp>On Friday, the blaze slowed down trains to and from the Peninsula.\u003c/p>\n\u003cp>Agency spokesman Taylor Huckaby said the fire at the Balboa Park stop, located in San Francisco between the Glen Park and Daly City stations, was caused by an electrical arc involving the high-voltage third rail around 4:45 a.m.\u003c/p>\n\u003cp>A porcelain insulator that covers the third rail caught fire and ignited nearby debris, Huckaby said. The insulators are supposed to prevent electricity that runs through the third rail from grounding and starting a fire, he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The same problem caused an equipment fire on the tracks at the Walnut Creek Station on July 30, Huckaby said. That afternoon, firefighters from the Contra Costa County Fire Protection District extinguished the blaze. The entire disruption lasted about 90 minutes.\u003c/p>\n\u003cp>Huckaby said it's unclear if there is some sort of systemwide problem with the protective devices.\u003c/p>\n\u003cp>Friday's fire forced BART to halt trains in San Francisco and the Peninsula at the very beginning of the morning commute. That snarled the entire system.\u003c/p>\n\u003cp>Huckaby said crews from BART and the San Francisco Fire Department had a tough time extinguishing the blaze.\u003c/p>\n\u003cp>Crews inspected the tracks and sent inspection trains through Balboa Park to ensure it was safe.\u003c/p>\n\u003cp>Trains began running through Balboa Park again -- under manual control and using just one track -- shortly before 7 a.m.\u003c/p>\n\u003cp>Huckaby said single-tracking from Balboa Park to Daly City will likely continue all day Friday. He estimates the resulting slowdown through that section could add an extra 20 minutes to trips.\u003c/p>\n\u003cp>Damage to the automatic train control system at Balboa Park will be repaired overnight, Huckaby said. That system regulates train speeds from BART's central command center in Oakland.\u003c/p>\n\u003cp>The cause of Friday's malfunction won't be known until crews can get a look at the insulator when they start those repairs.\u003c/p>\n\u003cp>The fire took place the day before BART planned to shut down service between Glen Park and Daly City this weekend for previously scheduled maintenance.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Ryan Levi contributed reporting to this post.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 2 p.m. \u003c/em>\u003c/p>\n\u003cp>The track fire at BART's Balboa Park Station early Friday morning that triggered major delays throughout the system was caused by the same kind of equipment failure that prompted the closure of the Walnut Creek station two weeks ago.\u003c/p>\n\u003cp>On Friday, the blaze slowed down trains to and from the Peninsula.\u003c/p>\n\u003cp>Agency spokesman Taylor Huckaby said the fire at the Balboa Park stop, located in San Francisco between the Glen Park and Daly City stations, was caused by an electrical arc involving the high-voltage third rail around 4:45 a.m.\u003c/p>\n\u003cp>A porcelain insulator that covers the third rail caught fire and ignited nearby debris, Huckaby said. The insulators are supposed to prevent electricity that runs through the third rail from grounding and starting a fire, he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The same problem caused an equipment fire on the tracks at the Walnut Creek Station on July 30, Huckaby said. That afternoon, firefighters from the Contra Costa County Fire Protection District extinguished the blaze. The entire disruption lasted about 90 minutes.\u003c/p>\n\u003cp>Huckaby said it's unclear if there is some sort of systemwide problem with the protective devices.\u003c/p>\n\u003cp>Friday's fire forced BART to halt trains in San Francisco and the Peninsula at the very beginning of the morning commute. That snarled the entire system.\u003c/p>\n\u003cp>Huckaby said crews from BART and the San Francisco Fire Department had a tough time extinguishing the blaze.\u003c/p>\n\u003cp>Crews inspected the tracks and sent inspection trains through Balboa Park to ensure it was safe.\u003c/p>\n\u003cp>Trains began running through Balboa Park again -- under manual control and using just one track -- shortly before 7 a.m.\u003c/p>\n\u003cp>Huckaby said single-tracking from Balboa Park to Daly City will likely continue all day Friday. He estimates the resulting slowdown through that section could add an extra 20 minutes to trips.\u003c/p>\n\u003cp>Damage to the automatic train control system at Balboa Park will be repaired overnight, Huckaby said. That system regulates train speeds from BART's central command center in Oakland.\u003c/p>\n\u003cp>The cause of Friday's malfunction won't be known until crews can get a look at the insulator when they start those repairs.\u003c/p>\n\u003cp>The fire took place the day before BART planned to shut down service between Glen Park and Daly City this weekend for previously scheduled maintenance.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Ryan Levi contributed reporting to this post.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Some BART riders have been holding it for 15 years, but relief may be around the corner.\u003c/p>\n\u003cp>After the Sept. 11 attacks in 2001, BART closed the bathrooms at its 10 underground stations on the recommendation of the Department of Homeland Security. Now, they are considering reopening the bathrooms at the Powell Street station in San Francisco and the 19th Street station in Oakland as part of a pilot project.\u003c/p>\n\u003cp>“Let’s get them opened,” said Bob Powers, assistant general manager for planning, development and construction at BART. “Let’s get some numbers and some data in in the first six months, and see what opportunities there are to course correct, and then we’ll report back to the board.”\u003c/p>\n\u003cp>Project proponents said that opening the restrooms could help solve cleanliness problems BART faces elsewhere — like human waste in elevators and stairwells.\u003c/p>\n\u003cp>[contextly_sidebar id=”3Gc1FxWKe5HziRuA9xh8tvg8r164Ibis”]\u003c/p>\n\u003cp>But some BART directors voiced concerns.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“If we go forward, we are countermanding the best practice recommendation from the experts who know about protecting public spaces,” Director Joel Keller said. He suggested they get feedback from the Department of Homeland Security.\u003c/p>\n\u003cp>BART Director John McPartland said he would also want input from the workers union and from BART police.\u003c/p>\n\u003cp>“I think this is kind of a done deal. We’re going in this direction. We just have to figure out how we’re going to do it in the best way we can,” says McPartland.\u003c/p>\n\u003cp>Directors also discussed working with the \u003ca href=\"http://www.sfpublicworks.org/pitstop\" target=\"_blank\" rel=\"noopener\">San Francisco Public Works’ Pit Stop\u003c/a> program on overall public restroom availability. Several directors said they’d like to make the bathrooms gender neutral.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Thursday’s meeting was purely informational and no vote was taken. The Board of Directors is expected to vote on the pilot project later this fall.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“If we go forward, we are countermanding the best practice recommendation from the experts who know about protecting public spaces,” Director Joel Keller said. He suggested they get feedback from the Department of Homeland Security.\u003c/p>\n\u003cp>BART Director John McPartland said he would also want input from the workers union and from BART police.\u003c/p>\n\u003cp>“I think this is kind of a done deal. We’re going in this direction. We just have to figure out how we’re going to do it in the best way we can,” says McPartland.\u003c/p>\n\u003cp>Directors also discussed working with the \u003ca href=\"http://www.sfpublicworks.org/pitstop\" target=\"_blank\" rel=\"noopener\">San Francisco Public Works’ Pit Stop\u003c/a> program on overall public restroom availability. Several directors said they’d like to make the bathrooms gender neutral.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Thursday’s meeting was purely informational and no vote was taken. The Board of Directors is expected to vote on the pilot project later this fall.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Spurred by S.F. Cyclist Deaths, Guerrilla Safe Streets Activists Take Action",
"title": "Spurred by S.F. Cyclist Deaths, Guerrilla Safe Streets Activists Take Action",
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"content": "\u003cp>Sixth and Mission streets is one of San Francisco's meanest intersections. The sidewalks are bustling with pedestrians while the streets are jammed with cars, buses and trucks, especially during commute hours. Many drivers making turns ignore the battered white safety posts and fading pedestrian zones installed by the city.\u003c/p>\n\u003cp>But on a recent Friday evening, a trio of safe streets activists wearing brightly colored safety vests arrived on their bicycles with a trailer of orange cones. They spruced up the intersection with an eye toward making it friendlier for those on foot: Cones were placed to slow drivers making the turn and to shorten crossing distances for pedestrians.\u003c/p>\n\u003cp>\"There's a psychological effect of the orange cone on the automobile driver, and we wanted to bring that to the street,\" said one of the activists, who wants to remain anonymous because the installation isn't legal. \"We want the city to have more urgency protecting bikers and pedestrians in San Francisco.\"\u003c/p>\n\u003cp>The activists say they're inspired by similar guerrilla actions in \u003ca href=\"http://www.seattlebikeblog.com/2013/04/04/guerrilla-road-safety-group-politely-installs-illegal-bike-lane-protectors-on-cherry-street/\" target=\"_blank\">Seattle\u003c/a>, \u003ca href=\"http://www.portlandmercury.com/bike-issue-2016/2016/07/20/18394894/demanding-more-from-the-city\" target=\"_blank\">Portland\u003c/a> and New York, and that they've been spurred to action by the high number of deaths and injuries on San Francisco streets.\u003c/p>\n\u003cp>They point out that despite the city's Vision Zero effort, which has a goal of ending all traffic deaths by 2024, 26 people have died in traffic collisions so far in 2016.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://sfgov.org/scorecards/traffic-fatalities\" target=\"_blank\">City statistics\u003c/a> from the last seven fiscal years -- a period from July 1, 2009, through June 30, 2016 -- show a total of 214 fatalities, an average of 30 a year. Pedestrians accounted for 126 of those killed, along with 68 people driving or riding in motor vehicles and 20 riding bicycles.\u003c/p>\n\u003cp>The safety activists came together after \u003ca href=\"http://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes/\">the deaths\u003c/a> of two bicyclists, Heather Miller and Kate Slattery, who were killed the evening of June 22 after being struck by hit-and-run motorists.\u003c/p>\n\u003cp>Responding to what they saw as a lackluster response by the city, they decided to take action. They call themselves the \"San Francisco Transformation Agency,\" or \u003ca href=\"https://twitter.com/SFMTrA\">SFMTrA\u003c/a>, after the San Francisco Municipal Transportation Agency, taking a page from a similar group in New York.\u003c/p>\n\u003cp>\"SF Transformation Agency is the clear voice of San Franciscans who have had it with the cumbersome bureaucratic process, hand-wringing, and lip service to the Vision Zero resolution,\" said Madeleine Savit, a sustainable streets activist who supports the actions.\u003c/p>\n\u003cp>\"The only right choice for people of conscience is to take it upon themselves to stop the road carnage and the destruction of our public health that's caused by our streets made for cars, not humans,\" she said.\u003c/p>\n\u003cfigure id=\"attachment_11042408\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"wp-image-11042408 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/image-2-1920x1440.jpeg\" alt=\"Bike activists used cones to spruce up safety features at the intersection of 6th and Mission streets in San Francisco. \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-1920x1440.jpeg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-400x300.jpeg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-1180x885.jpeg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-960x720.jpeg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Bike activists used cones to spruce up safety features at the intersection of Sixth and Mission streets in San Francisco. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The group placed orange cones on a section of a buffered bike lane recently installed on Golden Gate Avenue after photos of cars obstructing the lane appeared on Twitter. The group argues the city needs to install more protected bike lanes, with physical barriers that separate bikes and cars, instead of standard bike lanes that are frequently obstructed by double parkers and delivery trucks.\u003c/p>\n\u003cp>https://twitter.com/SFMTrA/status/750179975668441088\u003c/p>\n\u003cp>Another installation is meant to help make the street safer for bicyclists at Howard and Seventh streets, where Kate Slattery was killed, and on a section of Folsom near Division Street.\u003c/p>\n\u003cp>https://twitter.com/SFMTrA/status/754842015766949888\u003c/p>\n\u003cp>The activist group, which says it has no leaders, has held a few gatherings, one of which drew Brad McManus, a 27-year-old software programmer and bike commuter who witnessed the collision that killed Slattery. He says that incident, which involved a driver who sped through a red light, turned him into a bike activist. Shortly after the collision, he wrote \u003ca href=\"https://medium.com/@bradmcmanus/to-ed-lee-re-vision-zero-86c2bbffd7d5?source=linkShare-68f98a8ba36a-1470427840\" target=\"_blank\">an open letter\u003c/a> to Mayor Ed Lee.\u003c/p>\n\u003cp>\"It's become really clear to me, after seeing that crash, that I need to speak up about this. It's something that I largely didn't really care about,\" said McManus, who adds that he went back to the scene to study the intersection and has become \"obsessed\" with safe streets issues.\u003c/p>\n\u003cp>\"I am feeling a real sense of urgency on this cause. I want the city and tacticians such as the SFMTrA to be making incremental improvements so that we can start making our streets safer today,\" he said.\u003c/p>\n\u003cp>Though he has not taken part in an action, McManus is planning to donate money to support the SFMTrA's work.\u003c/p>\n\u003cp>The group has gotten support from \u003ca href=\"https://twitter.com/JaneKim/status/755088755820638208\" target=\"_blank\">Supervisor Jane Kim\u003c/a>, among others.\u003c/p>\n\u003cp>\"I think it's great what they're doing,\" said Nicole Ferrara, executive director of Walk San Francisco. \"The group is looking at some of the inadequacies of our streets and how simple things like cones ... can start to make our streets safe.\"\u003c/p>\n\u003cp>Street safety activists have criticized Mayor Ed Lee and city transportation officials for what they've characterized as an inadequate response to pedestrian and cyclist deaths -- criticism that \u003ca href=\"http://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes/\" target=\"_blank\">reached a crescendo\u003c/a> after the deaths of Miller and Slattery in June.\u003c/p>\n\u003cp>That tone changed somewhat last week after \u003ca href=\"https://ww2.kqed.org/news/2016/08/04/san-francisco-mayor-issues-safe-streets-directive-following-criticism-from-advocates/\" target=\"_blank\">Lee announced\u003c/a> he was \"accelerating\" some Vision Zero projects and ordering improvements in the areas where the two cyclists were recently killed. They include protected bike lanes on Seventh and Eighth streets and improvements on JFK Drive in Golden Park. The San Francisco Bike Coalition called it a \"bold commitment.\"\u003c/p>\n\u003cp>As to the guerrilla street cone project?\u003c/p>\n\u003cp>Paul Rose, a spokesman for the SFMTA, said the cones would have to be removed because they might cause confusion and because only the transportation agency and its contractors are authorized to place infrastructure on the streets.\u003c/p>\n\u003cp>\"We hear the calls for better bikeways and we couldn't agree more,\" said Rose. \"We do know that we can do more and do it better and faster, and we're getting there.\"\u003c/p>\n\u003cp>Rose said that since 2010, when a judge \u003ca href=\"http://sf.streetsblog.org/2010/08/06/cyclists-cheer-as-judge-finally-frees-san-francisco-from-bike-injunction/\" target=\"_blank\">lifted an injunction\u003c/a> that had stalled a city plan for improved bike infrastructure, the agency has installed more than 13 miles of protected bikeways and 14 miles of buffered lanes.\u003c/p>\n\u003cp>Despite that progress, the San Francisco Transformation Agency activists say much more needs to be done -- especially when it comes to making the city's many high-injury corridors safer. That's why they plan to continue their guerrilla street actions.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"What we want is a real commitment top down in the city government to address this, and we want them to stand up and say pedestrian safety and bicycle safety is incredibly important in San Francisco,\" said one of the activists. \"It is central to the quality of life.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Sixth and Mission streets is one of San Francisco's meanest intersections. The sidewalks are bustling with pedestrians while the streets are jammed with cars, buses and trucks, especially during commute hours. Many drivers making turns ignore the battered white safety posts and fading pedestrian zones installed by the city.\u003c/p>\n\u003cp>But on a recent Friday evening, a trio of safe streets activists wearing brightly colored safety vests arrived on their bicycles with a trailer of orange cones. They spruced up the intersection with an eye toward making it friendlier for those on foot: Cones were placed to slow drivers making the turn and to shorten crossing distances for pedestrians.\u003c/p>\n\u003cp>\"There's a psychological effect of the orange cone on the automobile driver, and we wanted to bring that to the street,\" said one of the activists, who wants to remain anonymous because the installation isn't legal. \"We want the city to have more urgency protecting bikers and pedestrians in San Francisco.\"\u003c/p>\n\u003cp>The activists say they're inspired by similar guerrilla actions in \u003ca href=\"http://www.seattlebikeblog.com/2013/04/04/guerrilla-road-safety-group-politely-installs-illegal-bike-lane-protectors-on-cherry-street/\" target=\"_blank\">Seattle\u003c/a>, \u003ca href=\"http://www.portlandmercury.com/bike-issue-2016/2016/07/20/18394894/demanding-more-from-the-city\" target=\"_blank\">Portland\u003c/a> and New York, and that they've been spurred to action by the high number of deaths and injuries on San Francisco streets.\u003c/p>\n\u003cp>They point out that despite the city's Vision Zero effort, which has a goal of ending all traffic deaths by 2024, 26 people have died in traffic collisions so far in 2016.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://sfgov.org/scorecards/traffic-fatalities\" target=\"_blank\">City statistics\u003c/a> from the last seven fiscal years -- a period from July 1, 2009, through June 30, 2016 -- show a total of 214 fatalities, an average of 30 a year. Pedestrians accounted for 126 of those killed, along with 68 people driving or riding in motor vehicles and 20 riding bicycles.\u003c/p>\n\u003cp>The safety activists came together after \u003ca href=\"http://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes/\">the deaths\u003c/a> of two bicyclists, Heather Miller and Kate Slattery, who were killed the evening of June 22 after being struck by hit-and-run motorists.\u003c/p>\n\u003cp>Responding to what they saw as a lackluster response by the city, they decided to take action. They call themselves the \"San Francisco Transformation Agency,\" or \u003ca href=\"https://twitter.com/SFMTrA\">SFMTrA\u003c/a>, after the San Francisco Municipal Transportation Agency, taking a page from a similar group in New York.\u003c/p>\n\u003cp>\"SF Transformation Agency is the clear voice of San Franciscans who have had it with the cumbersome bureaucratic process, hand-wringing, and lip service to the Vision Zero resolution,\" said Madeleine Savit, a sustainable streets activist who supports the actions.\u003c/p>\n\u003cp>\"The only right choice for people of conscience is to take it upon themselves to stop the road carnage and the destruction of our public health that's caused by our streets made for cars, not humans,\" she said.\u003c/p>\n\u003cfigure id=\"attachment_11042408\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"wp-image-11042408 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/image-2-1920x1440.jpeg\" alt=\"Bike activists used cones to spruce up safety features at the intersection of 6th and Mission streets in San Francisco. \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-1920x1440.jpeg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-400x300.jpeg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-1180x885.jpeg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-2-960x720.jpeg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Bike activists used cones to spruce up safety features at the intersection of Sixth and Mission streets in San Francisco. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The group placed orange cones on a section of a buffered bike lane recently installed on Golden Gate Avenue after photos of cars obstructing the lane appeared on Twitter. The group argues the city needs to install more protected bike lanes, with physical barriers that separate bikes and cars, instead of standard bike lanes that are frequently obstructed by double parkers and delivery trucks.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The activist group, which says it has no leaders, has held a few gatherings, one of which drew Brad McManus, a 27-year-old software programmer and bike commuter who witnessed the collision that killed Slattery. He says that incident, which involved a driver who sped through a red light, turned him into a bike activist. Shortly after the collision, he wrote \u003ca href=\"https://medium.com/@bradmcmanus/to-ed-lee-re-vision-zero-86c2bbffd7d5?source=linkShare-68f98a8ba36a-1470427840\" target=\"_blank\">an open letter\u003c/a> to Mayor Ed Lee.\u003c/p>\n\u003cp>\"It's become really clear to me, after seeing that crash, that I need to speak up about this. It's something that I largely didn't really care about,\" said McManus, who adds that he went back to the scene to study the intersection and has become \"obsessed\" with safe streets issues.\u003c/p>\n\u003cp>\"I am feeling a real sense of urgency on this cause. I want the city and tacticians such as the SFMTrA to be making incremental improvements so that we can start making our streets safer today,\" he said.\u003c/p>\n\u003cp>Though he has not taken part in an action, McManus is planning to donate money to support the SFMTrA's work.\u003c/p>\n\u003cp>The group has gotten support from \u003ca href=\"https://twitter.com/JaneKim/status/755088755820638208\" target=\"_blank\">Supervisor Jane Kim\u003c/a>, among others.\u003c/p>\n\u003cp>\"I think it's great what they're doing,\" said Nicole Ferrara, executive director of Walk San Francisco. \"The group is looking at some of the inadequacies of our streets and how simple things like cones ... can start to make our streets safe.\"\u003c/p>\n\u003cp>Street safety activists have criticized Mayor Ed Lee and city transportation officials for what they've characterized as an inadequate response to pedestrian and cyclist deaths -- criticism that \u003ca href=\"http://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes/\" target=\"_blank\">reached a crescendo\u003c/a> after the deaths of Miller and Slattery in June.\u003c/p>\n\u003cp>That tone changed somewhat last week after \u003ca href=\"https://ww2.kqed.org/news/2016/08/04/san-francisco-mayor-issues-safe-streets-directive-following-criticism-from-advocates/\" target=\"_blank\">Lee announced\u003c/a> he was \"accelerating\" some Vision Zero projects and ordering improvements in the areas where the two cyclists were recently killed. They include protected bike lanes on Seventh and Eighth streets and improvements on JFK Drive in Golden Park. The San Francisco Bike Coalition called it a \"bold commitment.\"\u003c/p>\n\u003cp>As to the guerrilla street cone project?\u003c/p>\n\u003cp>Paul Rose, a spokesman for the SFMTA, said the cones would have to be removed because they might cause confusion and because only the transportation agency and its contractors are authorized to place infrastructure on the streets.\u003c/p>\n\u003cp>\"We hear the calls for better bikeways and we couldn't agree more,\" said Rose. \"We do know that we can do more and do it better and faster, and we're getting there.\"\u003c/p>\n\u003cp>Rose said that since 2010, when a judge \u003ca href=\"http://sf.streetsblog.org/2010/08/06/cyclists-cheer-as-judge-finally-frees-san-francisco-from-bike-injunction/\" target=\"_blank\">lifted an injunction\u003c/a> that had stalled a city plan for improved bike infrastructure, the agency has installed more than 13 miles of protected bikeways and 14 miles of buffered lanes.\u003c/p>\n\u003cp>Despite that progress, the San Francisco Transformation Agency activists say much more needs to be done -- especially when it comes to making the city's many high-injury corridors safer. That's why they plan to continue their guerrilla street actions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Bay Curious",
"officialWebsiteLink": "/news/series/baycurious",
"meta": {
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"source": "kqed",
"order": 3
},
"link": "/podcasts/baycurious",
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"npr": "https://www.npr.org/podcasts/500557090/bay-curious",
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}
},
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"id": "bbc-world-service",
"title": "BBC World Service",
"info": "The day's top stories from BBC News compiled twice daily in the week, once at weekends.",
"airtime": "MON-FRI 9pm-10pm, TUE-FRI 1am-2am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.bbc.co.uk/sounds/play/live:bbc_world_service",
"meta": {
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"source": "BBC World Service"
},
"link": "/radio/program/bbc-world-service",
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"apple": "https://itunes.apple.com/us/podcast/global-news-podcast/id135067274?mt=2",
"tuneIn": "https://tunein.com/radio/BBC-World-Service-p455581/",
"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED The California Report",
"officialWebsiteLink": "/californiareport",
"meta": {
"site": "news",
"source": "kqed",
"order": 8
},
"link": "/californiareport",
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"amazon": "https://music.amazon.com/podcasts/26099305-72af-4542-9dde-ac1807fe36d5/kqed-s-the-california-report",
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"rss": "https://ww2.kqed.org/news/tag/tcram/feed/podcast"
}
},
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"id": "californiareportmagazine",
"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
"meta": {
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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"rss": "https://ww2.kqed.org/news/tag/tcrmag/feed/podcast"
}
},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
"title": "Close All Tabs",
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/02/CAT_2_Tile-scaled.jpg",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"source": "kqed",
"order": 1
},
"link": "/podcasts/closealltabs",
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"code-switch-life-kit": {
"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Code-Switch-Life-Kit-Podcast-Tile-360x360-1.jpg",
"meta": {
"site": "radio",
"source": "npr"
},
"link": "/radio/program/code-switch-life-kit",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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"rss": "https://feeds.npr.org/510312/podcast.xml"
}
},
"commonwealth-club": {
"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.commonwealthclub.org/podcasts",
"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/commonwealth-club-of-california-podcast/id976334034?mt=2",
"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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}
},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
"officialWebsiteLink": "/forum",
"meta": {
"site": "news",
"source": "kqed",
"order": 9
},
"link": "/forum",
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"apple": "https://podcasts.apple.com/us/podcast/kqeds-forum/id73329719",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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}
},
"freakonomics-radio": {
"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/4s8b",
"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
}
},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
"airtime": "MON-FRI 7pm-8pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Fresh-Air-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "npr"
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"link": "/radio/program/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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"rss": "https://feeds.npr.org/381444908/podcast.xml"
}
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"here-and-now": {
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"title": "Here & Now",
"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
"site": "news",
"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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"tuneIn": "https://tunein.com/podcasts/Science-Podcasts/Hidden-Brain-p787503/",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
"site": "news",
"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
"spotify": "https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"
}
},
"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.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
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