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"content": "\u003cp>Community-focused non-profit San Francisco Beautiful announced the winners of its second annual Muni Art contest last week, adding that the winners will receive more exposure than last year as the number of buses that will display their work has doubled, from 50 to 100.\u003c/p>\n\u003cp>Out of 53 applicants, a panel of notable figures whittled it down to 10 contestants, and the five winners were chosen by the public through online voting last month. Those winners were:\u003c/p>\n\u003cul>\n\u003cli>Monica Tiulescu\u003c/li>\n\u003cli>Lillian Shanahan\u003c/li>\n\u003cli>Luis Pinto\u003c/li>\n\u003cli>Counterpoint Studio\u003c/li>\n\u003cli>Todd Kurnat\u003c/li>\n\u003c/ul>\n\u003cp>Tiulescu won the most votes, 606, and her first place prize included $2,000. The other four winners will receive $1,250 each.\u003c/p>\n\u003cp>Each winner will have two months to create eight panels to be displayed in 20 buses. They will be exhibited starting in January of next year and will be taken down by that April.\u003c/p>\n\u003cp>Besides the prize money and the opportunity to expose their work to hundreds of thousands of Muni riders, the contest has had provided other benefits to its winners. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Last year the first place grand prize winner Ariel Dunitz-Johnson had her art on a bus, and somebody high up at Gap was on her bus. A few week later, she actually got a contract with Gap, doing some pen-and-ink illustrations for them,” Peter Clarke, communications manager for San Francisco Beautiful, said. “There were a few different stories like that.” \u003c/p>\n\u003cp>“That is exactly the effect we wanted,” Darcy Brown, executive director for San Francisco Beautiful, said. “We wanted these artists to catch a break, and how bigger of a break can you have than getting their work in front of 700,000 people everyday.”\u003c/p>\n\u003cp>The program has also proven to be so popular that in order to get Muni to increase the number of buses that carry the art, all Brown had to do was ask.\u003c/p>\n\u003cp>“We’ve heard from so many people in the city that would tell us, ‘It’s so cool to get on a bus that’s a gallery!” Brown said.\u003c/p>\n\u003cp>Started in 1947, \u003ca href=\"http://sfbeautiful.org/mission/\" target=\"_blank\" rel=\"noopener\">San Francisco Beautiful’s\u003c/a> mission is to “create and protect the unique beauty and livability of San Francisco.” Along with current projects such as Muni Art and improvement work in various neighborhoods, the organization is also credited with saving San Francisco’s cable car system, launching the first citywide tree planting program and legalizing sidewalk seating.\u003c/p>\n\u003cp>\u003ci>Here are five images from the proposals of the winners of the 2016 Muni Art contest. To read their statements, \u003ca href=\"http://sfbeautiful.org/muniart/\" target=\"_blank\" rel=\"noopener\">click here\u003c/a>:\u003c/i>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[gallery type=\"slideshow\" size=\"large\" ids=\"12038299,12038298,12038297,12038296,12038294\"]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Last year the first place grand prize winner Ariel Dunitz-Johnson had her art on a bus, and somebody high up at Gap was on her bus. A few week later, she actually got a contract with Gap, doing some pen-and-ink illustrations for them,” Peter Clarke, communications manager for San Francisco Beautiful, said. “There were a few different stories like that.” \u003c/p>\n\u003cp>“That is exactly the effect we wanted,” Darcy Brown, executive director for San Francisco Beautiful, said. “We wanted these artists to catch a break, and how bigger of a break can you have than getting their work in front of 700,000 people everyday.”\u003c/p>\n\u003cp>The program has also proven to be so popular that in order to get Muni to increase the number of buses that carry the art, all Brown had to do was ask.\u003c/p>\n\u003cp>“We’ve heard from so many people in the city that would tell us, ‘It’s so cool to get on a bus that’s a gallery!” Brown said.\u003c/p>\n\u003cp>Started in 1947, \u003ca href=\"http://sfbeautiful.org/mission/\" target=\"_blank\" rel=\"noopener\">San Francisco Beautiful’s\u003c/a> mission is to “create and protect the unique beauty and livability of San Francisco.” Along with current projects such as Muni Art and improvement work in various neighborhoods, the organization is also credited with saving San Francisco’s cable car system, launching the first citywide tree planting program and legalizing sidewalk seating.\u003c/p>\n\u003cp>\u003ci>Here are five images from the proposals of the winners of the 2016 Muni Art contest. To read their statements, \u003ca href=\"http://sfbeautiful.org/muniart/\" target=\"_blank\" rel=\"noopener\">click here\u003c/a>:\u003c/i>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Bill Would Require State Courts to Decide Traffic Amnesty Claims Within 90 Days",
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"content": "\u003cp>\u003cstrong>Update, September 29, 12:54 p.m: \u003c/strong>Gov. Brown approved SB 8881, requiring courts to respond to traffic amnesty claims within 90 days. The legislation also requires courts to consider all traffic amnesty claims filed by March 31, 2017, when the amnesty program expires.\u003c/p>\n\u003cp>“By signing SB 881, Governor Brown has kept his commitment to helping people get their driver's licenses back and get out of their ‘hellhole of desperation,’ ” said Michael Herald, a legislative advocate at the Western Center on Law & Poverty, which co-sponsored the bill. “The next step is to create a permanent remedy so we stop people from ending up in a hellhole in the first place.\"\u003c/p>\n\u003cp>The legislation will go into effect on Jan. 1, 2017.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003c/p>\n\u003cp>A bill that would have allowed potentially millions of low-income Californians with traffic debt to regain or keep a valid driver's license has been scaled back significantly to focus instead on expediting the state's temporary traffic amnesty program.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Gov. Jerry Brown has characterized the traffic court system as a \"hellhole of desperation\" for the poor. In California and other states, the courts use license suspensions as a way to pressure drivers to pay for tickets and related court fees, which can snowball into hundreds of dollars for minor infractions such as driving with a broken taillight or alone in a carpool lane.\u003c/p>\n\u003cp>The bill that the Legislature sent to Brown last week focuses on expediting how the state's temporary \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">traffic amnesty program\u003c/a> works, by requiring courts to decide amnesty claims within 90 days, and to process all claims filed by March 31, 2017, when that program ends.\u003c/p>\n\u003cp>Under the amnesty, low-income drivers with minor violations before 2013 can get their traffic debt reduced up to 80 percent and can get their driver's licenses reinstated. Motorists with infractions after 2013 do not qualify for traffic debt reduction, but they may still recover a suspended license if they sign up for a payment plan.\u003c/p>\n\u003cp>The current \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160SB881\" target=\"_blank\">SB 881\u003c/a> comes in response to some courts taking too long to respond to amnesty applications, said state Sen. Robert Hertzberg (D-Van Nuys), who authored that bill and \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160SB405\" target=\"_blank\">SB 405\u003c/a>, which helped establish the traffic amnesty program in October 2015.\u003c/p>\n\u003cp>\"The response to the traffic amnesty has been astounding -- more than 100,000 Californians struggling to make ends meet have been able to get fine and fee reductions and move on with their lives,\" said Hertzberg. \"Unfortunately, many others have been left in the lurch because some courts are so slow to process these claims. SB 881 rectifies this problem.\"\u003c/p>\n\u003cp>The Judicial Council of California, which sets policy for the statewide court system, \u003ca href=\"http://www.courts.ca.gov/documents/Q2TrafficAmnestyReport.pdf\" target=\"_blank\">reports\u003c/a> that close to 133,000 accounts have been resolved in the first seven months of the program, resulting in $18.8 million of revenue.\u003c/p>\n\u003cp>But many others could receive relief, as the council estimates more than 4.9 million accounts are eligible for amnesty, worth about $4 billion.\u003c/p>\n\u003cp>The Judicial Council does not oppose the current version of SB 881, said spokeswoman Natasha Payes.\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.kqed.org/news/2016/01/22/millions-of-californians-could-regain-drivers-licenses-under-new-bill/\" target=\"_blank\">initial version of the bill\u003c/a> aimed at bigger changes in the judiciary process. The bill would have stopped the Department of Motor Vehicles from revoking the license of drivers who fail to pay or to appear in court for minor traffic infractions. It would also have allowed the DMV to restore the license of motorists with unpaid traffic tickets for minor violations.\u003c/p>\n\u003cp>When the California courts notify the DMV of two or more violations for failure to pay or to appear in court, the DMV suspends the driver’s license.\u003c/p>\n\u003cp>Hertzberg said local judges, and the Brown administration to some extent, were concerned that the state could lose millions of dollars in revenue if more drivers didn't pay traffic debt because they no longer feared losing their license.\u003c/p>\n\u003cp>\"It was really the rank-and-file judges, and I've talked to many of them, who were afraid they'd lose money,\" said Hertzberg. \"The administration is taking a cautions approach. They like the idea of the bill but want to do a drill down on the numbers.\"\u003c/p>\n\u003cp>Hertzberg said he intends next year to continue his effort to decouple license suspensions from failure to pay traffic tickets. He ultimate hopes to reduce the \"excessive\" cost of traffic tickets and related court fees in California, he said.\u003c/p>\n\u003cp>\u003cstrong>Issue Not Over, Say Advocates\u003c/strong>\u003c/p>\n\u003cp>In California, uncollected court-ordered debt for traffic and criminal offenses adds up to an estimated $10.2 billion, according to the Legislative Analyst’s Office.\u003c/p>\n\u003cp>A long-term solution is needed to address the disproportionate impact of license suspensions on low-income black and Latino drivers in the state, said Mike Herald, policy advocate with the Western Center on Law & Poverty, one of the organizations co-sponsoring SB 881.\u003c/p>\n\u003cp>\"This issue is not over because starting April next year, there’s no longer a remedy for these people to get their licenses back,\" said Herald, referring to the end of the traffic amnesty program. \u003cspan style=\"font-weight: 400\">\"\u003c/span>A lot of people’s lives are going to get disrupted and harmed because they don’t have a way to get out of this problem.\"\u003c/p>\n\u003cp>The Western Center on Law & Poverty \u003ca href=\"https://wclp.org/individuals-sue-court-for-unfairly-suspending-drivers-licenses-of-low-income-californians/\" target=\"_blank\">filed a lawsuit\u003c/a> against Los Angeles Superior Court in August over the basic policy of suspending driver's licenses \"simply because people are poor,\" said Herald, who added that other courts throughout the state are facing similar lawsuits.\u003c/p>\n\u003cp>\u003cstrong>'I Would Be In A Home, If I Had A Driver's License'\u003c/strong>\u003c/p>\n\u003cp>Still, SB 881 could help drivers like Megan Williams in San Jose recover her license a bit sooner.\u003c/p>\n\u003cp>Williams said her license was suspended after she could not pay an initial traffic ticket of $490 for driving alone in a carpool lane, which she disputed unsuccessfully. A Santa Clara Superior Court judge agreed to reduce the fine to $315, but she still couldn't afford it, she said.\u003c/p>\n\u003cp>\"I specifically told them I just lost my job, I don't have any income right now,\" said Williams, who is currently living in a shelter with her two children and looking for employment to secure stable housing.\u003c/p>\n\u003cp>Since she missed the court's payment deadlines, her license was revoked and her traffic debt increased to about $770, said Williams.\u003c/p>\n\u003cp>She was hopeful that applying for traffic amnesty could help her regain her license this month, but she heard from the Santa Clara County Department of Revenue that it would take about four months to process her claim, she said.\u003c/p>\n\u003cp>In the meantime, she is unable to land jobs that require a valid driver's license. She recently had to turn down an offer doing deliveries.\u003c/p>\n\u003cp>\"I would have that and be working right now. I would be in a home, stabilized me and my boys, if I had a driver's license,\" Williams said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Losing a driver's license often pushes struggling residents deeper into poverty, as they are unable to legally drive to work or get jobs that require a valid driver's license, according to a 2015 \u003ca href=\"http://www.lccr.com/wp-content/uploads/Not-Just-a-Ferguson-Problem-How-Traffic-Courts-Drive-Inequality-in-California-4.8.15.pdf\" target=\"_blank\">report\u003c/a> by legal groups. In some cases, motorists may also \u003ca href=\"https://ww2.kqed.org/news/2015/06/17/in-menlo-park-many-lose-cars-after-driving-with-suspended-license/\" target=\"_blank\">lose their vehicles permanently\u003c/a> to towing companies after they are stopped by police for driving without a valid license, and their cars are impounded.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, September 29, 12:54 p.m: \u003c/strong>Gov. Brown approved SB 8881, requiring courts to respond to traffic amnesty claims within 90 days. The legislation also requires courts to consider all traffic amnesty claims filed by March 31, 2017, when the amnesty program expires.\u003c/p>\n\u003cp>“By signing SB 881, Governor Brown has kept his commitment to helping people get their driver's licenses back and get out of their ‘hellhole of desperation,’ ” said Michael Herald, a legislative advocate at the Western Center on Law & Poverty, which co-sponsored the bill. “The next step is to create a permanent remedy so we stop people from ending up in a hellhole in the first place.\"\u003c/p>\n\u003cp>The legislation will go into effect on Jan. 1, 2017.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003c/p>\n\u003cp>A bill that would have allowed potentially millions of low-income Californians with traffic debt to regain or keep a valid driver's license has been scaled back significantly to focus instead on expediting the state's temporary traffic amnesty program.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Gov. Jerry Brown has characterized the traffic court system as a \"hellhole of desperation\" for the poor. In California and other states, the courts use license suspensions as a way to pressure drivers to pay for tickets and related court fees, which can snowball into hundreds of dollars for minor infractions such as driving with a broken taillight or alone in a carpool lane.\u003c/p>\n\u003cp>The bill that the Legislature sent to Brown last week focuses on expediting how the state's temporary \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">traffic amnesty program\u003c/a> works, by requiring courts to decide amnesty claims within 90 days, and to process all claims filed by March 31, 2017, when that program ends.\u003c/p>\n\u003cp>Under the amnesty, low-income drivers with minor violations before 2013 can get their traffic debt reduced up to 80 percent and can get their driver's licenses reinstated. Motorists with infractions after 2013 do not qualify for traffic debt reduction, but they may still recover a suspended license if they sign up for a payment plan.\u003c/p>\n\u003cp>The current \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160SB881\" target=\"_blank\">SB 881\u003c/a> comes in response to some courts taking too long to respond to amnesty applications, said state Sen. Robert Hertzberg (D-Van Nuys), who authored that bill and \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160SB405\" target=\"_blank\">SB 405\u003c/a>, which helped establish the traffic amnesty program in October 2015.\u003c/p>\n\u003cp>\"The response to the traffic amnesty has been astounding -- more than 100,000 Californians struggling to make ends meet have been able to get fine and fee reductions and move on with their lives,\" said Hertzberg. \"Unfortunately, many others have been left in the lurch because some courts are so slow to process these claims. SB 881 rectifies this problem.\"\u003c/p>\n\u003cp>The Judicial Council of California, which sets policy for the statewide court system, \u003ca href=\"http://www.courts.ca.gov/documents/Q2TrafficAmnestyReport.pdf\" target=\"_blank\">reports\u003c/a> that close to 133,000 accounts have been resolved in the first seven months of the program, resulting in $18.8 million of revenue.\u003c/p>\n\u003cp>But many others could receive relief, as the council estimates more than 4.9 million accounts are eligible for amnesty, worth about $4 billion.\u003c/p>\n\u003cp>The Judicial Council does not oppose the current version of SB 881, said spokeswoman Natasha Payes.\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.kqed.org/news/2016/01/22/millions-of-californians-could-regain-drivers-licenses-under-new-bill/\" target=\"_blank\">initial version of the bill\u003c/a> aimed at bigger changes in the judiciary process. The bill would have stopped the Department of Motor Vehicles from revoking the license of drivers who fail to pay or to appear in court for minor traffic infractions. It would also have allowed the DMV to restore the license of motorists with unpaid traffic tickets for minor violations.\u003c/p>\n\u003cp>When the California courts notify the DMV of two or more violations for failure to pay or to appear in court, the DMV suspends the driver’s license.\u003c/p>\n\u003cp>Hertzberg said local judges, and the Brown administration to some extent, were concerned that the state could lose millions of dollars in revenue if more drivers didn't pay traffic debt because they no longer feared losing their license.\u003c/p>\n\u003cp>\"It was really the rank-and-file judges, and I've talked to many of them, who were afraid they'd lose money,\" said Hertzberg. \"The administration is taking a cautions approach. They like the idea of the bill but want to do a drill down on the numbers.\"\u003c/p>\n\u003cp>Hertzberg said he intends next year to continue his effort to decouple license suspensions from failure to pay traffic tickets. He ultimate hopes to reduce the \"excessive\" cost of traffic tickets and related court fees in California, he said.\u003c/p>\n\u003cp>\u003cstrong>Issue Not Over, Say Advocates\u003c/strong>\u003c/p>\n\u003cp>In California, uncollected court-ordered debt for traffic and criminal offenses adds up to an estimated $10.2 billion, according to the Legislative Analyst’s Office.\u003c/p>\n\u003cp>A long-term solution is needed to address the disproportionate impact of license suspensions on low-income black and Latino drivers in the state, said Mike Herald, policy advocate with the Western Center on Law & Poverty, one of the organizations co-sponsoring SB 881.\u003c/p>\n\u003cp>\"This issue is not over because starting April next year, there’s no longer a remedy for these people to get their licenses back,\" said Herald, referring to the end of the traffic amnesty program. \u003cspan style=\"font-weight: 400\">\"\u003c/span>A lot of people’s lives are going to get disrupted and harmed because they don’t have a way to get out of this problem.\"\u003c/p>\n\u003cp>The Western Center on Law & Poverty \u003ca href=\"https://wclp.org/individuals-sue-court-for-unfairly-suspending-drivers-licenses-of-low-income-californians/\" target=\"_blank\">filed a lawsuit\u003c/a> against Los Angeles Superior Court in August over the basic policy of suspending driver's licenses \"simply because people are poor,\" said Herald, who added that other courts throughout the state are facing similar lawsuits.\u003c/p>\n\u003cp>\u003cstrong>'I Would Be In A Home, If I Had A Driver's License'\u003c/strong>\u003c/p>\n\u003cp>Still, SB 881 could help drivers like Megan Williams in San Jose recover her license a bit sooner.\u003c/p>\n\u003cp>Williams said her license was suspended after she could not pay an initial traffic ticket of $490 for driving alone in a carpool lane, which she disputed unsuccessfully. A Santa Clara Superior Court judge agreed to reduce the fine to $315, but she still couldn't afford it, she said.\u003c/p>\n\u003cp>\"I specifically told them I just lost my job, I don't have any income right now,\" said Williams, who is currently living in a shelter with her two children and looking for employment to secure stable housing.\u003c/p>\n\u003cp>Since she missed the court's payment deadlines, her license was revoked and her traffic debt increased to about $770, said Williams.\u003c/p>\n\u003cp>She was hopeful that applying for traffic amnesty could help her regain her license this month, but she heard from the Santa Clara County Department of Revenue that it would take about four months to process her claim, she said.\u003c/p>\n\u003cp>In the meantime, she is unable to land jobs that require a valid driver's license. She recently had to turn down an offer doing deliveries.\u003c/p>\n\u003cp>\"I would have that and be working right now. I would be in a home, stabilized me and my boys, if I had a driver's license,\" Williams said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Losing a driver's license often pushes struggling residents deeper into poverty, as they are unable to legally drive to work or get jobs that require a valid driver's license, according to a 2015 \u003ca href=\"http://www.lccr.com/wp-content/uploads/Not-Just-a-Ferguson-Problem-How-Traffic-Courts-Drive-Inequality-in-California-4.8.15.pdf\" target=\"_blank\">report\u003c/a> by legal groups. In some cases, motorists may also \u003ca href=\"https://ww2.kqed.org/news/2015/06/17/in-menlo-park-many-lose-cars-after-driving-with-suspended-license/\" target=\"_blank\">lose their vehicles permanently\u003c/a> to towing companies after they are stopped by police for driving without a valid license, and their cars are impounded.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco transportation planners will review over 2,500 maps drawn by city residents and transit riders to help create an expanded subway system in the city.\u003c/p>\n\u003cp>The \u003ca href=\"http://connectsf.org/components/subway-vision/\">Subway Vision\u003c/a> initiative is part of \u003ca href=\"http://connectsf.org/\">Connect SF\u003c/a>, an effort to develop a long-range plan for transportation in the city.\u003c/p>\n\u003cp>\"As professionals, we've all really looked hard at what we can do to make the network work better in San Francisco. We do know that sometimes we will miss some really great ideas,\" said Peter Albert, manager of Connect SF. \"These conversations always point out some new angle or some element we may not have considered.\"\u003c/p>\n\u003cp>The effort involves the San Francisco Planning Department, Municipal Transportation Agency and the county Transportation Authority. It grows out of a 2015 ordinance -- \u003ca href=\"https://ww2.kqed.org/news/2015/09/08/scott-wiener-san-francisco-muni-subway-plan/\" target=\"_blank\">championed\u003c/a> by Supervisor Scott Wiener -- that calls for a new subway master plan.\u003c/p>\n\u003cp>To map out that vision, the agencies asked San Francisco residents to draw maps of where they'd like to see subway lines built.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Connect SF launched \u003ca href=\"http://connectsf.org/components/subway-vision/\">a website\u003c/a> where San Francisco residents could use interactive tools to mark where they'd like to see new subway stations and lines.\u003c/p>\n\u003cp>The project also organized \u003ca href=\"http://connectsf.org/get-involved/upcoming-subway-vision-events/\">pop-up events\u003c/a> over the last two weeks in the Bayview, Excelsior and Tenderloin districts where residents could mark up maps.\u003c/p>\n\u003cp>\"We've asked for people to be creative, so we want to honor that and make sure we're looking at all those submissions for things that we as planners, who are maybe a little too close to the problem, aren't seeing,\" said SFMTA principal planner Grahm Satterwhite at the Tenderloin pop-up on Tuesday.\u003c/p>\n\u003cp>Albert says many residents have shown interest in building lines from the Richmond District all the way to North Beach and Fisherman's Wharf.\u003c/p>\n\u003cp>\"If you think about where we run subways now, there really are only two subway lines in the city,\" Albert said. \"What I hear is that people are recognizing that that is moving a lot of people quickly, and they wish that they could have that quality of service in other parts of San Francisco.\"\u003c/p>\n\u003cp>Ramon Quintero works for a low-income housing developer in the Tenderloin. He drew a map that went from his home in Oakland to his workplace in the Tenderloin. He says he's sure that his dream map won't be implemented, but he thinks that getting this kind of community feedback is important.\u003c/p>\n\u003cp>\"These projects are so big and there's so much money going into them that you're going to affect the community as a whole,\" Quintero said.\u003c/p>\n\u003cp>Paula Fleisher stopped by the pop-up at Boeddeker Park in the Tenderloin, where she says neighborhood outreach is rare. Fleisher, who works for UCSF's Community Engagement and Health Policy Program, said she's glad she got the chance to share her thoughts. But she also thinks there needs to be not just a pop-up, but a sit-down.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I would hope to see something build from this ... going from a table on the corner to actually a community forum and ongoing meetings and engagements,\" Fleisher said. \"Maybe this is the start of something more engaged and deeper, where more conversations could happen.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation planners will review over 2,500 maps drawn by city residents and transit riders to help create an expanded subway system in the city.\u003c/p>\n\u003cp>The \u003ca href=\"http://connectsf.org/components/subway-vision/\">Subway Vision\u003c/a> initiative is part of \u003ca href=\"http://connectsf.org/\">Connect SF\u003c/a>, an effort to develop a long-range plan for transportation in the city.\u003c/p>\n\u003cp>\"As professionals, we've all really looked hard at what we can do to make the network work better in San Francisco. We do know that sometimes we will miss some really great ideas,\" said Peter Albert, manager of Connect SF. \"These conversations always point out some new angle or some element we may not have considered.\"\u003c/p>\n\u003cp>The effort involves the San Francisco Planning Department, Municipal Transportation Agency and the county Transportation Authority. It grows out of a 2015 ordinance -- \u003ca href=\"https://ww2.kqed.org/news/2015/09/08/scott-wiener-san-francisco-muni-subway-plan/\" target=\"_blank\">championed\u003c/a> by Supervisor Scott Wiener -- that calls for a new subway master plan.\u003c/p>\n\u003cp>To map out that vision, the agencies asked San Francisco residents to draw maps of where they'd like to see subway lines built.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Connect SF launched \u003ca href=\"http://connectsf.org/components/subway-vision/\">a website\u003c/a> where San Francisco residents could use interactive tools to mark where they'd like to see new subway stations and lines.\u003c/p>\n\u003cp>The project also organized \u003ca href=\"http://connectsf.org/get-involved/upcoming-subway-vision-events/\">pop-up events\u003c/a> over the last two weeks in the Bayview, Excelsior and Tenderloin districts where residents could mark up maps.\u003c/p>\n\u003cp>\"We've asked for people to be creative, so we want to honor that and make sure we're looking at all those submissions for things that we as planners, who are maybe a little too close to the problem, aren't seeing,\" said SFMTA principal planner Grahm Satterwhite at the Tenderloin pop-up on Tuesday.\u003c/p>\n\u003cp>Albert says many residents have shown interest in building lines from the Richmond District all the way to North Beach and Fisherman's Wharf.\u003c/p>\n\u003cp>\"If you think about where we run subways now, there really are only two subway lines in the city,\" Albert said. \"What I hear is that people are recognizing that that is moving a lot of people quickly, and they wish that they could have that quality of service in other parts of San Francisco.\"\u003c/p>\n\u003cp>Ramon Quintero works for a low-income housing developer in the Tenderloin. He drew a map that went from his home in Oakland to his workplace in the Tenderloin. He says he's sure that his dream map won't be implemented, but he thinks that getting this kind of community feedback is important.\u003c/p>\n\u003cp>\"These projects are so big and there's so much money going into them that you're going to affect the community as a whole,\" Quintero said.\u003c/p>\n\u003cp>Paula Fleisher stopped by the pop-up at Boeddeker Park in the Tenderloin, where she says neighborhood outreach is rare. Fleisher, who works for UCSF's Community Engagement and Health Policy Program, said she's glad she got the chance to share her thoughts. But she also thinks there needs to be not just a pop-up, but a sit-down.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I would hope to see something build from this ... going from a table on the corner to actually a community forum and ongoing meetings and engagements,\" Fleisher said. \"Maybe this is the start of something more engaged and deeper, where more conversations could happen.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>[audio mp3=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/09/0011b589.mp3\"][/audio]\u003c/p>\n\u003cp>News that Waze, a navigation app owned by Google, is\u003ca href=\"http://www.wsj.com/articles/google-takes-on-uber-with-new-ride-share-service-1472584235\"> rolling out a carpooling service\u003c/a> in San Francisco has been framed as Google’s shot across Uber’s bow.\u003c/p>\n\u003cp>And a \u003ca href=\"http://www.recode.net/2016/8/29/12701626/uber-google-david-drummond-steps-down\">string of recent news\u003c/a> suggests that the two companies, which were once allies, are now becoming adversaries. Google pioneered the self-driving car and now \u003ca href=\"http://www.bloomberg.com/news/features/2016-08-18/uber-s-first-self-driving-fleet-arrives-in-pittsburgh-this-month-is06r7on\">Uber is getting into self-driving cars\u003c/a>. Uber basically created ride hailing and now Google is getting into the practice..\u003c/p>\n\u003cp>So are we seeing an all-out turf war?\u003c/p>\n\u003cp>“Perhaps a baseball analogy is a little bit more peaceful,” said Robert Siegel, a partner at the venture capital firm \u003ca href=\"http://xseedcap.com/team-member/robert-siegel/\">XSeed\u003c/a> and a \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\">lecturer\u003c/a> at Stanford. “I would say we’re maybe in the bottom of the first inning in a nine-inning game.”\u003c/p>\n\u003cfigure id=\"attachment_11069298\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11069298 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/09/WAZE-2-1920x778.png\" alt=\"Google and Uber are vying to emerge as leaders in tech transportation \" width=\"640\" height=\"259\">\u003cfigcaption class=\"wp-caption-text\">Google and Uber are vying to emerge as leaders in tech transportation \u003ccite>(Queena Kim)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Siegel said that ultimately these companies are part of a larger effort to redefine the transportation industry. And it’s not just about moving people. Moving goods is a big part of it. Food delivery services like \u003ca href=\"http://www.wsj.com/articles/meal-delivery-company-sprig-goes-lean-1465257256\">Sprig \u003c/a>and Google Express, and self-driving truck start-up \u003ca href=\"http://qz.com/770885/otto-the-self-driving-trucking-startup-bought-by-uber-is-being-sued-for-trademark-infringement/\">Otto\u003c/a>, are experimenting with technologies that could upend the traditional industry of moving goods.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>These are all pieces in a larger puzzle, the complete picture of which is still to emerge. But the idea goes something like this: On-demand ride companies like Uber are collecting data and developing technology that can make both moving and collecting people (and goods) quicker and more efficient.\u003c/p>\n\u003cp>Right now, Uber and Lyft are also using that technology to create carpooling services, where you can share a ride and bring down costs. Couple that with autonomous cars, and the big idea here is that \u003ca href=\"https://www.buzzfeed.com/johanabhuiyan/lyft-co-founder-the-end-of-car-ownership-is-nigh?utm_term=.bkJ9lkrjk#.aoplqr7Qr\">car ownership may one day be unnecessary\u003c/a> and more costly, which could disrupt the \u003ca href=\"http://www.thedetroitbureau.com/2014/12/u-s-auto-industry-generates-record-1-1-trillion-in-2014-sales/\">trillion-dollar\u003c/a> car industry.\u003c/p>\n\u003cp>Products like Google Maps and Waze will play an essential role in this transportation revolution, helping suss out the fastest routes and traffic patterns. And autonomous cars will be reliant on such maps, which is why you see everybody from \u003ca href=\"http://money.cnn.com/2015/08/03/technology/audi-bmw-daimler-nokia-maps/\">automakers\u003c/a> to \u003ca href=\"http://www.theverge.com/2016/7/31/12338268/uber-maps-investment-500-million\">Uber\u003c/a> racing to develop their own maps.\u003c/p>\n\u003cp>But emerging as a leader in this future transportation market means companies must master all these technologies. Right now, Google has the upper hand in autonomous cars, compared with Uber. However, Uber dominates in ride-hailing technology.\u003c/p>\n\u003cp>“This is actually a very complex long-term game,” Siegel said. That brings us back to his “bottom-of-the-first inning” analogy.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Yes, competition is brewing, and we’re starting to see who might emerge as leaders. But these are still early days. When Google and Uber master all these technologies and ones we probably haven’t even thought of yet, then we’ll see a real turf war.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>News that Waze, a navigation app owned by Google, is\u003ca href=\"http://www.wsj.com/articles/google-takes-on-uber-with-new-ride-share-service-1472584235\"> rolling out a carpooling service\u003c/a> in San Francisco has been framed as Google’s shot across Uber’s bow.\u003c/p>\n\u003cp>And a \u003ca href=\"http://www.recode.net/2016/8/29/12701626/uber-google-david-drummond-steps-down\">string of recent news\u003c/a> suggests that the two companies, which were once allies, are now becoming adversaries. Google pioneered the self-driving car and now \u003ca href=\"http://www.bloomberg.com/news/features/2016-08-18/uber-s-first-self-driving-fleet-arrives-in-pittsburgh-this-month-is06r7on\">Uber is getting into self-driving cars\u003c/a>. Uber basically created ride hailing and now Google is getting into the practice..\u003c/p>\n\u003cp>So are we seeing an all-out turf war?\u003c/p>\n\u003cp>“Perhaps a baseball analogy is a little bit more peaceful,” said Robert Siegel, a partner at the venture capital firm \u003ca href=\"http://xseedcap.com/team-member/robert-siegel/\">XSeed\u003c/a> and a \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\">lecturer\u003c/a> at Stanford. “I would say we’re maybe in the bottom of the first inning in a nine-inning game.”\u003c/p>\n\u003cfigure id=\"attachment_11069298\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11069298 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/09/WAZE-2-1920x778.png\" alt=\"Google and Uber are vying to emerge as leaders in tech transportation \" width=\"640\" height=\"259\">\u003cfigcaption class=\"wp-caption-text\">Google and Uber are vying to emerge as leaders in tech transportation \u003ccite>(Queena Kim)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Siegel said that ultimately these companies are part of a larger effort to redefine the transportation industry. And it’s not just about moving people. Moving goods is a big part of it. Food delivery services like \u003ca href=\"http://www.wsj.com/articles/meal-delivery-company-sprig-goes-lean-1465257256\">Sprig \u003c/a>and Google Express, and self-driving truck start-up \u003ca href=\"http://qz.com/770885/otto-the-self-driving-trucking-startup-bought-by-uber-is-being-sued-for-trademark-infringement/\">Otto\u003c/a>, are experimenting with technologies that could upend the traditional industry of moving goods.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>These are all pieces in a larger puzzle, the complete picture of which is still to emerge. But the idea goes something like this: On-demand ride companies like Uber are collecting data and developing technology that can make both moving and collecting people (and goods) quicker and more efficient.\u003c/p>\n\u003cp>Right now, Uber and Lyft are also using that technology to create carpooling services, where you can share a ride and bring down costs. Couple that with autonomous cars, and the big idea here is that \u003ca href=\"https://www.buzzfeed.com/johanabhuiyan/lyft-co-founder-the-end-of-car-ownership-is-nigh?utm_term=.bkJ9lkrjk#.aoplqr7Qr\">car ownership may one day be unnecessary\u003c/a> and more costly, which could disrupt the \u003ca href=\"http://www.thedetroitbureau.com/2014/12/u-s-auto-industry-generates-record-1-1-trillion-in-2014-sales/\">trillion-dollar\u003c/a> car industry.\u003c/p>\n\u003cp>Products like Google Maps and Waze will play an essential role in this transportation revolution, helping suss out the fastest routes and traffic patterns. And autonomous cars will be reliant on such maps, which is why you see everybody from \u003ca href=\"http://money.cnn.com/2015/08/03/technology/audi-bmw-daimler-nokia-maps/\">automakers\u003c/a> to \u003ca href=\"http://www.theverge.com/2016/7/31/12338268/uber-maps-investment-500-million\">Uber\u003c/a> racing to develop their own maps.\u003c/p>\n\u003cp>But emerging as a leader in this future transportation market means companies must master all these technologies. Right now, Google has the upper hand in autonomous cars, compared with Uber. However, Uber dominates in ride-hailing technology.\u003c/p>\n\u003cp>“This is actually a very complex long-term game,” Siegel said. That brings us back to his “bottom-of-the-first inning” analogy.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Yes, competition is brewing, and we’re starting to see who might emerge as leaders. But these are still early days. When Google and Uber master all these technologies and ones we probably haven’t even thought of yet, then we’ll see a real turf war.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>An experimental BART program is trying to take the edge off the morning commute and make it a little less like a daily attempt to break the Guinness World Record for the biggest crowd of disgruntled commuters stuffed into a train car.\u003c/p>\n\u003cp>On Tuesday, the transit agency launched BART Perks, a program designed to reduce crowding by offering riders cash to take trains during nonpeak hours.\u003c/p>\n\u003cp>\u003ca href=\"https://bartperks.com/\" target=\"_blank\">BART Perks\u003c/a> works like a game where the goal is to collect points. Riders who join the program using their Clipper Card will earn a point for every mile they ride BART, no matter the time of day. Commuters get up to six times as many points for starting their trips during two bonus hours, 6:30-7:30 a.m. and 8:30-9:30 a.m.\u003c/p>\n\u003cp>Points can either be cashed in using PayPal at a rate of $1 per 1,000 points or used to play an online game called Spin to Win, which offers the chance for additional points or cash prizes of up to $100.\u003c/p>\n\u003cp>The program is a pilot funded for six months. BART is hoping to enroll 10,000 people, particularly transbay commuters, a group the agency says has increased by 43 percent since 2010.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART Perks, which is also sponsored by the San Francisco County Transportation Authority, is modeled after a program in Singapore that BART spokeswoman Alicia Trost says led to a 5 percent reduction in morning rush-hour ridership.\u003c/p>\n\u003cp>Even if BART achieves similar results, Trost says the effects won’t necessarily be obvious to riders.\u003c/p>\n\u003cp>“People may not even feel the difference, but the idea is to see if our riders are open to it and then possibly do it at a larger scale,” she said.\u003c/p>\n\u003cp>Trost says BART is trying to ride the wave of social gaming to get people excited about the program.\u003c/p>\n\u003cp>“It’s not large amounts of money being rewarded to you, but it’s the gaming aspect that makes people want to do it and sharing it when you do get a reward,” she said.\u003c/p>\n\u003cp>BART says employers can also play a key role in the program’s success by allowing flexible schedules for workers and encouraging them to enroll.\u003c/p>\n\u003cp>Michael Cunningham of the Bay Area Council says companies have real incentives to promote the program.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Employers are having trouble maintaining and growing their workforce because commutes have gotten so terrible,” he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An experimental BART program is trying to take the edge off the morning commute and make it a little less like a daily attempt to break the Guinness World Record for the biggest crowd of disgruntled commuters stuffed into a train car.\u003c/p>\n\u003cp>On Tuesday, the transit agency launched BART Perks, a program designed to reduce crowding by offering riders cash to take trains during nonpeak hours.\u003c/p>\n\u003cp>\u003ca href=\"https://bartperks.com/\" target=\"_blank\">BART Perks\u003c/a> works like a game where the goal is to collect points. Riders who join the program using their Clipper Card will earn a point for every mile they ride BART, no matter the time of day. Commuters get up to six times as many points for starting their trips during two bonus hours, 6:30-7:30 a.m. and 8:30-9:30 a.m.\u003c/p>\n\u003cp>Points can either be cashed in using PayPal at a rate of $1 per 1,000 points or used to play an online game called Spin to Win, which offers the chance for additional points or cash prizes of up to $100.\u003c/p>\n\u003cp>The program is a pilot funded for six months. BART is hoping to enroll 10,000 people, particularly transbay commuters, a group the agency says has increased by 43 percent since 2010.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART Perks, which is also sponsored by the San Francisco County Transportation Authority, is modeled after a program in Singapore that BART spokeswoman Alicia Trost says led to a 5 percent reduction in morning rush-hour ridership.\u003c/p>\n\u003cp>Even if BART achieves similar results, Trost says the effects won’t necessarily be obvious to riders.\u003c/p>\n\u003cp>“People may not even feel the difference, but the idea is to see if our riders are open to it and then possibly do it at a larger scale,” she said.\u003c/p>\n\u003cp>Trost says BART is trying to ride the wave of social gaming to get people excited about the program.\u003c/p>\n\u003cp>“It’s not large amounts of money being rewarded to you, but it’s the gaming aspect that makes people want to do it and sharing it when you do get a reward,” she said.\u003c/p>\n\u003cp>BART says employers can also play a key role in the program’s success by allowing flexible schedules for workers and encouraging them to enroll.\u003c/p>\n\u003cp>Michael Cunningham of the Bay Area Council says companies have real incentives to promote the program.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Employers are having trouble maintaining and growing their workforce because commutes have gotten so terrible,” he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco has broken ground on what will become the city's first protected intersection, a street safety design that aims to reduce conflicts between people driving, walking and biking.\u003c/p>\n\u003cp>Pedestrians and bicyclists face some of the greatest dangers from drivers at intersections, and it's hard to argue that the free-for-all corner of Ninth and Division streets, adjacent to soaring freeway overpasses on the edge of the city's design district, isn't ripe for improvements.\u003c/p>\n\u003cp>Currently, both motorists and cyclists traveling Division Street are required to negotiate a long, poorly paved curve. Eastbound traffic on Division is hurrying toward the traffic circle at Eighth and Townsend streets. Some westbound motor traffic makes its way across a bike lane to turn north onto Ninth Street toward the Civic Center. Pedestrians, meanwhile, are forced to cross an unusually wide, uncontrolled intersection that features limited sight lines.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency officials say the intersection is a hot spot for collisions between turning drivers and bicyclists.\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.sfmta.com/about-sfmta/blog/sf%E2%80%99s-first-%E2%80%98protected-intersection%E2%80%99-break-ground-9th-and-division\" target=\"_blank\">blog post\u003c/a>, the SFMTA's Ben Jose explained the protected intersection:\u003c/p>\n\u003cblockquote>\u003cp>Protected intersections use a simple design concept to make everyone safer. Under this configuration, features like concrete islands placed at the corners slow turning cars and physically separate people biking and driving. They also position turning drivers at an angle that makes it easier for them to see and yield to people walking and biking crossing their path.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-11062049\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/image.png\" alt=\"image\" width=\"770\" height=\"522\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/image.png 770w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-400x271.png 400w\" sizes=\"(max-width: 770px) 100vw, 770px\">\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>City crews began work last week on installing corner concrete islands to help slow turning drivers, as well as a safer design for bicyclists to cross the intersection, along with raised crosswalks. The city expects to complete the project by the end of the year.\u003c/p>\n\u003cp>\"This is the cutting edge of design for protected intersections, bringing a new level of innovation to how San Francisco navigates our streets,\" said Chris Cassidy of the San Francisco Bicycle Coalition. \"This design provides an unprecedented level of physical protection for people walking and biking through an intersection in our city.\"\u003c/p>\n\u003cp>Cassidy said advocates will be watching closely to see how people interact with the new design. What they see will inform future protected intersection designs in SoMa and other neighborhoods, especially on streets identified by the SFMTA as \u003ca href=\"http://visionzerosf.org/vision-zero-in-action/engineering-streets-for-safety/\" target=\"_blank\">high-injury corridors.\u003c/a>\u003c/p>\n\u003cp>SFMTA officials say the project is part of Mayor Ed Lee's safe streets directive, which he \u003ca href=\"https://ww2.kqed.org/news/2016/08/04/san-francisco-mayor-issues-safe-streets-directive-following-criticism-from-advocates/\" target=\"_blank\">issued earlier this month\u003c/a> following the deaths of two bicyclists killed by hit-and-run motorists.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Davis was \u003ca href=\"http://www.peopleforbikes.org/blog/entry/americas-first-protected-intersection-is-open-in-davis-and-working-like-a-c\" target=\"_blank\">the first U.S. city\u003c/a> to install a protected intersection. In May, Berkeley \u003ca href=\"https://ww2.kqed.org/news/2016/05/17/berkeley-gets-new-protected-bike-lane-at-site-of-near-fatal-collision/\" target=\"_blank\">inaugurated a protected lane\u003c/a> along a dangerous stretch of Fulton Street west of the Cal campus.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco has broken ground on what will become the city's first protected intersection, a street safety design that aims to reduce conflicts between people driving, walking and biking.\u003c/p>\n\u003cp>Pedestrians and bicyclists face some of the greatest dangers from drivers at intersections, and it's hard to argue that the free-for-all corner of Ninth and Division streets, adjacent to soaring freeway overpasses on the edge of the city's design district, isn't ripe for improvements.\u003c/p>\n\u003cp>Currently, both motorists and cyclists traveling Division Street are required to negotiate a long, poorly paved curve. Eastbound traffic on Division is hurrying toward the traffic circle at Eighth and Townsend streets. Some westbound motor traffic makes its way across a bike lane to turn north onto Ninth Street toward the Civic Center. Pedestrians, meanwhile, are forced to cross an unusually wide, uncontrolled intersection that features limited sight lines.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency officials say the intersection is a hot spot for collisions between turning drivers and bicyclists.\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.sfmta.com/about-sfmta/blog/sf%E2%80%99s-first-%E2%80%98protected-intersection%E2%80%99-break-ground-9th-and-division\" target=\"_blank\">blog post\u003c/a>, the SFMTA's Ben Jose explained the protected intersection:\u003c/p>\n\u003cblockquote>\u003cp>Protected intersections use a simple design concept to make everyone safer. Under this configuration, features like concrete islands placed at the corners slow turning cars and physically separate people biking and driving. They also position turning drivers at an angle that makes it easier for them to see and yield to people walking and biking crossing their path.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-11062049\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/image.png\" alt=\"image\" width=\"770\" height=\"522\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/image.png 770w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-400x271.png 400w\" sizes=\"(max-width: 770px) 100vw, 770px\">\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>City crews began work last week on installing corner concrete islands to help slow turning drivers, as well as a safer design for bicyclists to cross the intersection, along with raised crosswalks. The city expects to complete the project by the end of the year.\u003c/p>\n\u003cp>\"This is the cutting edge of design for protected intersections, bringing a new level of innovation to how San Francisco navigates our streets,\" said Chris Cassidy of the San Francisco Bicycle Coalition. \"This design provides an unprecedented level of physical protection for people walking and biking through an intersection in our city.\"\u003c/p>\n\u003cp>Cassidy said advocates will be watching closely to see how people interact with the new design. What they see will inform future protected intersection designs in SoMa and other neighborhoods, especially on streets identified by the SFMTA as \u003ca href=\"http://visionzerosf.org/vision-zero-in-action/engineering-streets-for-safety/\" target=\"_blank\">high-injury corridors.\u003c/a>\u003c/p>\n\u003cp>SFMTA officials say the project is part of Mayor Ed Lee's safe streets directive, which he \u003ca href=\"https://ww2.kqed.org/news/2016/08/04/san-francisco-mayor-issues-safe-streets-directive-following-criticism-from-advocates/\" target=\"_blank\">issued earlier this month\u003c/a> following the deaths of two bicyclists killed by hit-and-run motorists.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Davis was \u003ca href=\"http://www.peopleforbikes.org/blog/entry/americas-first-protected-intersection-is-open-in-davis-and-working-like-a-c\" target=\"_blank\">the first U.S. city\u003c/a> to install a protected intersection. In May, Berkeley \u003ca href=\"https://ww2.kqed.org/news/2016/05/17/berkeley-gets-new-protected-bike-lane-at-site-of-near-fatal-collision/\" target=\"_blank\">inaugurated a protected lane\u003c/a> along a dangerous stretch of Fulton Street west of the Cal campus.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "East Bay Lawmaker's Opposition Sparks Fight Over BART Bond Measure",
"title": "East Bay Lawmaker's Opposition Sparks Fight Over BART Bond Measure",
"headTitle": "Election 2016 | News Fix | KQED News",
"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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"excerpt": "State Sen. Steve Glazer compares BART leaders to 'unruly children.' Board president says bond defeat will stress an overtaxed system.",
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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",
"title": "Exploring Historic Shipwrecks Along California's Redwood Coast",
"headTitle": "The California Report | KQED News",
"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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"excerpt": "The 9.5-mile corridor between downtown Oakland and San Leandro is expected to create hundreds of jobs.",
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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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"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"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.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
"link": "/podcasts/closealltabs",
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"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",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
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"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"
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},
"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.",
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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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"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": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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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",
"subscribe": {
"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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"rss": "https://feeds.npr.org/510313/podcast.xml"
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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",
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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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}
},
"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": {
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"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": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"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/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
"meta": {
"site": "news",
"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
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