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"disqusTitle": "Federal Judge to Decide Tentative Approval of Uber Labor Settlement",
"title": "Federal Judge to Decide Tentative Approval of Uber Labor Settlement",
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"content": "\u003cp>Update, 6:19 p.m.: Judged Edward Chen expressed a number of concerns about the settlement, questioning how some key provisions would be enforced.\u003c/p>\n\u003cp>After a nearly four-hour hearing in a packed federal courtroom, Chen said he would take the settlement under submission and issue a ruling later.\u003c/p>\n\u003cp>Chen questioned the definition of \"sufficient cause,\" which would be required for Uber to deactivate a driver from the platform, under the terms of the settlement.\u003c/p>\n\u003cp>\"During an extremely heated mediation session, those are the words we agreed to,\" the drivers attorney, Shannon Liss-Riordan responded, saying it would ultimately be up to an arbitrator.\u003c/p>\n\u003cp>Chen also had concerns about how asking for tips could affect a driver's rating. Under the agreement, Uber would clarify that tips are not included in the fare, but would be appreciated.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"A simple answer is to say, put it in the app, and it's a sanctioned option and won't be perceived as a greedy driver trying to extract a last dollar,\" Chen suggested.\u003c/p>\n\u003cp>Uber has resisted calls to put a tipping function on its app, like its competitor Lyft, and the company's attorney, Theodore Boutrous, rigorously defended the company's discouragement of tips.\u003c/p>\n\u003cp>Boutrous said it's one of the features that allows Uber \"to thrive and succeed the way it is.\" But he added, \"We wanted to make clear, there's no ban on tipping.\"\u003c/p>\n\u003cp>Liss-Riordan said \"thousands of drivers\" have already posted signs requesting tips, \"and the benefit of this provision is already starting to unfold.\"\u003c/p>\n\u003cp>Chen also expressed concerns about the drivers association and an appeals panel that would be set up. It's not known how soon he plans to issue a ruling.\u003c/p>\n\u003cp>ORIGINAL STORY:\u003c/p>\n\u003cp>A San Francisco federal judge will begin weighing arguments today over whether to preliminarily approve \u003ca href=\"https://ww2.kqed.org/news/2016/04/21/uber-growing-up-agrees-to-settle-class-action-lawsuit-with-california-massachusetts-drivers\" target=\"_blank\">a tentative settlement\u003c/a> struck on behalf of Uber drivers in California and Massachusetts, who claimed in class-action suits that they were misclassified as independent contractors, instead of employees.\u003c/p>\n\u003cp>The deal reached in April would keep drivers as independent contractors, a win for Uber, whose business model depends on drivers picking up their own expenses. But it would award as many as 385,000 drivers up to $100 million, which would be calculated by a driver's mileage on the Uber platform.\u003c/p>\n\u003cp>Under the terms, drivers couldn't be deactivated without \"sufficient cause.\" Drivers have long complained that Uber can remove them from the platform arbitrarily. The settlement would set up an appeals process, including an independent arbitrator, if needed.\u003c/p>\n\u003cp>It would also make clear to riders that tips are not included in the fare, but \"would be appreciated.\" It would set up a drivers association with leaders elected by drivers who would air grievances to management.\u003c/p>\n\u003cp>\u003cstrong>Objections\u003c/strong>\u003c/p>\n\u003cp>The settlement has drawn criticism from more than 20 drivers and their attorneys, who have sent emails and requests to Judge Edward Chen to reject it. Some accused the plaintiffs' attorney, Shannon Liss-Riordan, of \"selling out\" and said the deal doesn't change their status as independent contractors.\u003c/p>\n\u003cp>The lawyers for one of the original plaintiffs has gone as far as requesting that Liss-Riordan be removed from the case for a \"collusive and disastrous settlement, tantamount to a $1 billion wage theft.\"\u003c/p>\n\u003cp>One of the most notable objections comes from a group of former and current Uber drivers represented by UC Hastings Law Professor Veena Dubal. In legal documents, Dubal contends the proposed drivers association would undermine and threaten efforts for drivers to organize independent of Uber, and questioned the appeals process for deactivated drivers.\u003c/p>\n\u003cp>\"How will these panels be constituted? By whom? How will adjudicators be compensated? How long will an appeal take?\" Dubal wrote. \"If the settlement is approved, the answers to these questions will necessarily be determined by Uber, who, without oversight, has little incentive to formulate anything more equitable or sophisticated than a kangaroo court.\"\u003c/p>\n\u003cp>\u003cstrong>'Monumental' Settlement\u003c/strong>\u003c/p>\n\u003cp>Liss-Riordan is staunchly defending what she calls a \"monumental settlement,\" and explained in an interview that she moved into settlements talks after \u003ca href=\"https://ww2.kqed.org/news/2016/04/06/federal-court-says-uber-can-appeal-class-action-suit-filed-by-california-drivers\" target=\"_blank\">an appeals court agreed to hear Uber's challenge\u003c/a> of a decision by Judge Chen rendering the company's previous arbitration clauses unenforceable.\u003c/p>\n\u003cp>\"That was most likely going to lead to a postponement for the trial, this trial that everyone, including myself, had been looking forward to, and reading the writing on the wall, that was just not a good sign for us,\" she said.\u003c/p>\n\u003cp>Also, Liss-Riordan said there was no guarantee that a San Francisco jury would side with the drivers in Uber's hometown. In their arguments in favor of the settlement, Uber's lawyers agreed there are uncertainties if the case proceeds to trial.\u003c/p>\n\u003cp>\"If this settlement is scuttled, there is no guarantee that Uber drivers will get anything, because anything could happen,\" they wrote.\u003c/p>\n\u003cp>Liss-Riordan said drivers objecting to the settlement are a \"small but vocal minority\" and called attempts by other attorneys to derail the deal \"opportunistic.\" She said more than 2,500 drivers have contacted her firm, and only about 33 have expressed disappointment.\u003c/p>\n\u003cp>Though the vast majority of drivers -- about 200,000 -- will receive small settlement amounts, those drivers with the most mileage will receive thousands of dollars, according to Liss-Riordan. She also believes more riders will tip, knowing now that the tip is not included in the fare.\u003c/p>\n\u003cp>\"I'm very proud of the settlement, and I think it will make a major impact on drivers' lives,\" Liss-Riordan said. \"It was my judgement that it was the best thing to do. It was the most prudent thing to do, and it was in the best interests of the class for us to accept this deal.\"\u003c/p>\n\u003cp>Even if the settlement is not approved by Chen, Liss-Riordan said, \"I'm going to keep fighting.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>That includes taking the case all the way to the U.S. Supreme Court, if necessary, she said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Update, 6:19 p.m.: Judged Edward Chen expressed a number of concerns about the settlement, questioning how some key provisions would be enforced.\u003c/p>\n\u003cp>After a nearly four-hour hearing in a packed federal courtroom, Chen said he would take the settlement under submission and issue a ruling later.\u003c/p>\n\u003cp>Chen questioned the definition of \"sufficient cause,\" which would be required for Uber to deactivate a driver from the platform, under the terms of the settlement.\u003c/p>\n\u003cp>\"During an extremely heated mediation session, those are the words we agreed to,\" the drivers attorney, Shannon Liss-Riordan responded, saying it would ultimately be up to an arbitrator.\u003c/p>\n\u003cp>Chen also had concerns about how asking for tips could affect a driver's rating. Under the agreement, Uber would clarify that tips are not included in the fare, but would be appreciated.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"A simple answer is to say, put it in the app, and it's a sanctioned option and won't be perceived as a greedy driver trying to extract a last dollar,\" Chen suggested.\u003c/p>\n\u003cp>Uber has resisted calls to put a tipping function on its app, like its competitor Lyft, and the company's attorney, Theodore Boutrous, rigorously defended the company's discouragement of tips.\u003c/p>\n\u003cp>Boutrous said it's one of the features that allows Uber \"to thrive and succeed the way it is.\" But he added, \"We wanted to make clear, there's no ban on tipping.\"\u003c/p>\n\u003cp>Liss-Riordan said \"thousands of drivers\" have already posted signs requesting tips, \"and the benefit of this provision is already starting to unfold.\"\u003c/p>\n\u003cp>Chen also expressed concerns about the drivers association and an appeals panel that would be set up. It's not known how soon he plans to issue a ruling.\u003c/p>\n\u003cp>ORIGINAL STORY:\u003c/p>\n\u003cp>A San Francisco federal judge will begin weighing arguments today over whether to preliminarily approve \u003ca href=\"https://ww2.kqed.org/news/2016/04/21/uber-growing-up-agrees-to-settle-class-action-lawsuit-with-california-massachusetts-drivers\" target=\"_blank\">a tentative settlement\u003c/a> struck on behalf of Uber drivers in California and Massachusetts, who claimed in class-action suits that they were misclassified as independent contractors, instead of employees.\u003c/p>\n\u003cp>The deal reached in April would keep drivers as independent contractors, a win for Uber, whose business model depends on drivers picking up their own expenses. But it would award as many as 385,000 drivers up to $100 million, which would be calculated by a driver's mileage on the Uber platform.\u003c/p>\n\u003cp>Under the terms, drivers couldn't be deactivated without \"sufficient cause.\" Drivers have long complained that Uber can remove them from the platform arbitrarily. The settlement would set up an appeals process, including an independent arbitrator, if needed.\u003c/p>\n\u003cp>It would also make clear to riders that tips are not included in the fare, but \"would be appreciated.\" It would set up a drivers association with leaders elected by drivers who would air grievances to management.\u003c/p>\n\u003cp>\u003cstrong>Objections\u003c/strong>\u003c/p>\n\u003cp>The settlement has drawn criticism from more than 20 drivers and their attorneys, who have sent emails and requests to Judge Edward Chen to reject it. Some accused the plaintiffs' attorney, Shannon Liss-Riordan, of \"selling out\" and said the deal doesn't change their status as independent contractors.\u003c/p>\n\u003cp>The lawyers for one of the original plaintiffs has gone as far as requesting that Liss-Riordan be removed from the case for a \"collusive and disastrous settlement, tantamount to a $1 billion wage theft.\"\u003c/p>\n\u003cp>One of the most notable objections comes from a group of former and current Uber drivers represented by UC Hastings Law Professor Veena Dubal. In legal documents, Dubal contends the proposed drivers association would undermine and threaten efforts for drivers to organize independent of Uber, and questioned the appeals process for deactivated drivers.\u003c/p>\n\u003cp>\"How will these panels be constituted? By whom? How will adjudicators be compensated? How long will an appeal take?\" Dubal wrote. \"If the settlement is approved, the answers to these questions will necessarily be determined by Uber, who, without oversight, has little incentive to formulate anything more equitable or sophisticated than a kangaroo court.\"\u003c/p>\n\u003cp>\u003cstrong>'Monumental' Settlement\u003c/strong>\u003c/p>\n\u003cp>Liss-Riordan is staunchly defending what she calls a \"monumental settlement,\" and explained in an interview that she moved into settlements talks after \u003ca href=\"https://ww2.kqed.org/news/2016/04/06/federal-court-says-uber-can-appeal-class-action-suit-filed-by-california-drivers\" target=\"_blank\">an appeals court agreed to hear Uber's challenge\u003c/a> of a decision by Judge Chen rendering the company's previous arbitration clauses unenforceable.\u003c/p>\n\u003cp>\"That was most likely going to lead to a postponement for the trial, this trial that everyone, including myself, had been looking forward to, and reading the writing on the wall, that was just not a good sign for us,\" she said.\u003c/p>\n\u003cp>Also, Liss-Riordan said there was no guarantee that a San Francisco jury would side with the drivers in Uber's hometown. In their arguments in favor of the settlement, Uber's lawyers agreed there are uncertainties if the case proceeds to trial.\u003c/p>\n\u003cp>\"If this settlement is scuttled, there is no guarantee that Uber drivers will get anything, because anything could happen,\" they wrote.\u003c/p>\n\u003cp>Liss-Riordan said drivers objecting to the settlement are a \"small but vocal minority\" and called attempts by other attorneys to derail the deal \"opportunistic.\" She said more than 2,500 drivers have contacted her firm, and only about 33 have expressed disappointment.\u003c/p>\n\u003cp>Though the vast majority of drivers -- about 200,000 -- will receive small settlement amounts, those drivers with the most mileage will receive thousands of dollars, according to Liss-Riordan. She also believes more riders will tip, knowing now that the tip is not included in the fare.\u003c/p>\n\u003cp>\"I'm very proud of the settlement, and I think it will make a major impact on drivers' lives,\" Liss-Riordan said. \"It was my judgement that it was the best thing to do. It was the most prudent thing to do, and it was in the best interests of the class for us to accept this deal.\"\u003c/p>\n\u003cp>Even if the settlement is not approved by Chen, Liss-Riordan said, \"I'm going to keep fighting.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>That includes taking the case all the way to the U.S. Supreme Court, if necessary, she said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "False Promises of Fixed Streets in Richmond?",
"title": "False Promises of Fixed Streets in Richmond?",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>Gail Anderson is driving around her Richmond neighborhood, checking out all the best spots -- for potholes. She says they’re actually not very hard to find.\u003c/p>\n\u003cp>\"See these cracks in here. ... A whole line just tore up. ... They go anywhere from 2 to 3 inches deep,\" Anderson explains, as she swerves to stay on flat ground.\u003c/p>\n\u003cp>Anderson is frustrated about the \u003ca href=\"http://www.ci.richmond.ca.us/DocumentCenter/View/29481\" target=\"_blank\">state of the streets\u003c/a>, but she’s even more upset about the mattresses, furniture and other trash piled up on the sidewalks, and a tree branch that fell on her house last year -- she’s afraid the whole tree will fall soon. On all of these issues, the city has not given this life-long Richmond resident the help she thinks citizens deserve.\u003c/p>\n\u003cp>“They’re not taking care of the citizens of this city. The graffiti, the holes in the road, the dumping which is just outrageous. It just makes the city look unclean, “ says Anderson.\u003c/p>\n\u003cfigure id=\"attachment_10969635\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-10969635 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/Anderson-and-pothole-800x450.jpg\" alt=\"Gail Anderson and a pothole in front of her house.\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole-1180x664.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole-960x541.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gail Anderson and a pothole in front of her house. \u003ccite>(Andrew Stelzer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is embarrassing to me that we can’t keep our city together. They call it a city of pride and purpose, but it’s pathetic and pitiful to me,” she added.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although Richmond’s crime rate has significantly improved in the last few years, it’s not necessarily sharing in the Bay Area's economic boom. New businesses have been slow to invest, and wealthy newcomers have been gravitating toward other East Bay cities, like Berkeley and Oakland.\u003c/p>\n\u003cp>In 2014, Richmond came up with a potential new revenue source: a half-cent sales tax called \u003ca href=\"https://ballotpedia.org/City_of_Richmond_Sales_Tax,_Measure_U_(November_2014)\" target=\"_blank\">Measure U\u003c/a>. In \u003ca href=\"http://www.tombutt.com/forum/2014/e-forum%20template%202014_clip_image038_0004.jpg\">informational mailers paid for by the city\u003c/a>, Measure U was promoted as a way to help fund improvements to roads, as well as public safety and youth programs. However, Mayor Tom Butt says it didn’t quite turn out as planned.\u003c/p>\n\u003cp>“Measure U was actually born with the idea that it would provide additional revenue, some of which could be \u003ca href=\"http://www.tombutt.com/forum/2014/14-11-01a.html\" target=\"_blank\">used for streets\u003c/a>. And as it developed, we came to realize that it probably wasn’t all gonna be used for streets,” Butt explained.\u003c/p>\n\u003cp>All of the money raised through the tax \u003ca href=\"http://www.mercurynews.com/my-town/ci_28339604/richmond-looks-use-road-fund-money-balance-budget\" target=\"_blank\">has gone straight into the city’s general fund\u003c/a>. The way the initiative was worded, that's \u003ca href=\"http://www.smartvoter.org/2014/11/04/ca/cc/meas/U/\" target=\"_blank\">completely within the law\u003c/a>. But Jack Weir, president of the \u003ca href=\"https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&ved=0ahUKEwij14nS_frMAhVK8GMKHd5uCRkQFggdMAA&url=http%3A%2F%2Fwww.cocotax.org%2F&usg=AFQjCNGGQqH9_gKkK9MM5C67mkd_66uILg&sig2=IQaNa4veVMV7BfalWXX2TA\" target=\"_blank\">Contra Costa Taxpayers Association, \u003c/a>said it’s a bad way to run city government.\u003c/p>\n\u003cp>\"The whole controversy about Measure U. It's not just about that they didn’t use the money the way they said,\" said Weir.\u003c/p>\n\u003cfigure id=\"attachment_10969638\" class=\"wp-caption alignleft\" style=\"max-width: 774px\">\u003cimg class=\"wp-image-10969638 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/measure-u-flyer-best.jpg\" alt=\"An 2014 election season mailer, touting how measure U would improve Richmond's streets and other city servives.\" width=\"774\" height=\"914\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/measure-u-flyer-best.jpg 774w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/measure-u-flyer-best-400x472.jpg 400w\" sizes=\"(max-width: 774px) 100vw, 774px\">\u003cfigcaption class=\"wp-caption-text\">A 2014 election season mailer, touting how Measure U would improve Richmond's streets and other city services.\u003c/figcaption>\u003c/figure>\n\u003cp>“If the roads aren’t properly maintained over time, taxpayers wind up having to pay way more to keep the infrastructure capable of fulfilling its expected useful life. And that’s bad management, both from a policy perspective and from a fiscal perspective,” he added.\u003c/p>\n\u003cp>Richmond is \u003ca href=\"http://richmondstandard.com/2016/04/31289/\" target=\"_blank\">in a tough place\u003c/a>. It's been facing budget deficits for years. Last year \u003ca href=\"https://www.moodys.com/research/Moodys-downgrades-Richmond-CA-issuer-rating-to-Baa1-from-A1--PR_325368\" target=\"_blank\">Moody’s downgraded Richmond’s bond rating\u003c/a>, and the California State Controller’s Office \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_29188200/richmond-list-california-cities-rated-at-high-risk?source=infinite-up\" target=\"_blank\">briefly opened an investigation into the city’s finances\u003c/a>. To try and keep its financial reputation afloat, the city's 2016-17 draft budget again routes all the Measure U revenue, almost $8 million, into the city’s general fund. Nothing is earmarked for streets.\u003c/p>\n\u003cp>Richmond City Manager Bill Lindsay admits no one is tracking how the Measure U money is being spent, but says, \"The Measure U story really isn't done yet.”\u003c/p>\n\u003cp>Lindsay says population growth should lead to more sales tax revenue in the next few years, which could free up the City Council to fund things that the Measure U campaign promised.\u003c/p>\n\u003cp>“Two, three years, four years down the road, looking back, I expect our pavement condition index is going to be better, and my hope is that the voters feel like it was a good investment,” said Lindsay.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But in the meantime, there may be more new taxes coming soon. \u003ca href=\"http://richmondstandard.com/2016/01/richmond-mayor-to-pursue-taxes-and-fees-on-soda-litter-marijuana/\" target=\"_blank\">Mayor Butt is pursuing a hike in the city's real estate transfer tax and a “litter” fee on cigarettes\u003c/a>, to appear on the November ballot. Both of those pots of money, he says, would go to the general fund as well.\u003c/p>\n\n",
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"excerpt": "Measure U was supposed to help fix Richmond's pothole-filled streets. But the money isn't being tracked, and it's not clear whether any of it actually goes to fix the roads. ",
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"headline": "False Promises of Fixed Streets in Richmond?",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gail Anderson is driving around her Richmond neighborhood, checking out all the best spots -- for potholes. She says they’re actually not very hard to find.\u003c/p>\n\u003cp>\"See these cracks in here. ... A whole line just tore up. ... They go anywhere from 2 to 3 inches deep,\" Anderson explains, as she swerves to stay on flat ground.\u003c/p>\n\u003cp>Anderson is frustrated about the \u003ca href=\"http://www.ci.richmond.ca.us/DocumentCenter/View/29481\" target=\"_blank\">state of the streets\u003c/a>, but she’s even more upset about the mattresses, furniture and other trash piled up on the sidewalks, and a tree branch that fell on her house last year -- she’s afraid the whole tree will fall soon. On all of these issues, the city has not given this life-long Richmond resident the help she thinks citizens deserve.\u003c/p>\n\u003cp>“They’re not taking care of the citizens of this city. The graffiti, the holes in the road, the dumping which is just outrageous. It just makes the city look unclean, “ says Anderson.\u003c/p>\n\u003cfigure id=\"attachment_10969635\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-10969635 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/Anderson-and-pothole-800x450.jpg\" alt=\"Gail Anderson and a pothole in front of her house.\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole-1180x664.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Anderson-and-pothole-960x541.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gail Anderson and a pothole in front of her house. \u003ccite>(Andrew Stelzer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is embarrassing to me that we can’t keep our city together. They call it a city of pride and purpose, but it’s pathetic and pitiful to me,” she added.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although Richmond’s crime rate has significantly improved in the last few years, it’s not necessarily sharing in the Bay Area's economic boom. New businesses have been slow to invest, and wealthy newcomers have been gravitating toward other East Bay cities, like Berkeley and Oakland.\u003c/p>\n\u003cp>In 2014, Richmond came up with a potential new revenue source: a half-cent sales tax called \u003ca href=\"https://ballotpedia.org/City_of_Richmond_Sales_Tax,_Measure_U_(November_2014)\" target=\"_blank\">Measure U\u003c/a>. In \u003ca href=\"http://www.tombutt.com/forum/2014/e-forum%20template%202014_clip_image038_0004.jpg\">informational mailers paid for by the city\u003c/a>, Measure U was promoted as a way to help fund improvements to roads, as well as public safety and youth programs. However, Mayor Tom Butt says it didn’t quite turn out as planned.\u003c/p>\n\u003cp>“Measure U was actually born with the idea that it would provide additional revenue, some of which could be \u003ca href=\"http://www.tombutt.com/forum/2014/14-11-01a.html\" target=\"_blank\">used for streets\u003c/a>. And as it developed, we came to realize that it probably wasn’t all gonna be used for streets,” Butt explained.\u003c/p>\n\u003cp>All of the money raised through the tax \u003ca href=\"http://www.mercurynews.com/my-town/ci_28339604/richmond-looks-use-road-fund-money-balance-budget\" target=\"_blank\">has gone straight into the city’s general fund\u003c/a>. The way the initiative was worded, that's \u003ca href=\"http://www.smartvoter.org/2014/11/04/ca/cc/meas/U/\" target=\"_blank\">completely within the law\u003c/a>. But Jack Weir, president of the \u003ca href=\"https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&ved=0ahUKEwij14nS_frMAhVK8GMKHd5uCRkQFggdMAA&url=http%3A%2F%2Fwww.cocotax.org%2F&usg=AFQjCNGGQqH9_gKkK9MM5C67mkd_66uILg&sig2=IQaNa4veVMV7BfalWXX2TA\" target=\"_blank\">Contra Costa Taxpayers Association, \u003c/a>said it’s a bad way to run city government.\u003c/p>\n\u003cp>\"The whole controversy about Measure U. It's not just about that they didn’t use the money the way they said,\" said Weir.\u003c/p>\n\u003cfigure id=\"attachment_10969638\" class=\"wp-caption alignleft\" style=\"max-width: 774px\">\u003cimg class=\"wp-image-10969638 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/measure-u-flyer-best.jpg\" alt=\"An 2014 election season mailer, touting how measure U would improve Richmond's streets and other city servives.\" width=\"774\" height=\"914\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/measure-u-flyer-best.jpg 774w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/measure-u-flyer-best-400x472.jpg 400w\" sizes=\"(max-width: 774px) 100vw, 774px\">\u003cfigcaption class=\"wp-caption-text\">A 2014 election season mailer, touting how Measure U would improve Richmond's streets and other city services.\u003c/figcaption>\u003c/figure>\n\u003cp>“If the roads aren’t properly maintained over time, taxpayers wind up having to pay way more to keep the infrastructure capable of fulfilling its expected useful life. And that’s bad management, both from a policy perspective and from a fiscal perspective,” he added.\u003c/p>\n\u003cp>Richmond is \u003ca href=\"http://richmondstandard.com/2016/04/31289/\" target=\"_blank\">in a tough place\u003c/a>. It's been facing budget deficits for years. Last year \u003ca href=\"https://www.moodys.com/research/Moodys-downgrades-Richmond-CA-issuer-rating-to-Baa1-from-A1--PR_325368\" target=\"_blank\">Moody’s downgraded Richmond’s bond rating\u003c/a>, and the California State Controller’s Office \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_29188200/richmond-list-california-cities-rated-at-high-risk?source=infinite-up\" target=\"_blank\">briefly opened an investigation into the city’s finances\u003c/a>. To try and keep its financial reputation afloat, the city's 2016-17 draft budget again routes all the Measure U revenue, almost $8 million, into the city’s general fund. Nothing is earmarked for streets.\u003c/p>\n\u003cp>Richmond City Manager Bill Lindsay admits no one is tracking how the Measure U money is being spent, but says, \"The Measure U story really isn't done yet.”\u003c/p>\n\u003cp>Lindsay says population growth should lead to more sales tax revenue in the next few years, which could free up the City Council to fund things that the Measure U campaign promised.\u003c/p>\n\u003cp>“Two, three years, four years down the road, looking back, I expect our pavement condition index is going to be better, and my hope is that the voters feel like it was a good investment,” said Lindsay.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But in the meantime, there may be more new taxes coming soon. \u003ca href=\"http://richmondstandard.com/2016/01/richmond-mayor-to-pursue-taxes-and-fees-on-soda-litter-marijuana/\" target=\"_blank\">Mayor Butt is pursuing a hike in the city's real estate transfer tax and a “litter” fee on cigarettes\u003c/a>, to appear on the November ballot. Both of those pots of money, he says, would go to the general fund as well.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "At BART's 16th & Mission Station, the Rapture Is Nigh",
"title": "At BART's 16th & Mission Station, the Rapture Is Nigh",
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"content": "\u003cp>Yes, San Francisco Mission District BART patrons, the escalator at the 16th Street station's beloved Burger King Plaza is back in operation.\u003c/p>\n\u003cp>It might seem like a stretch to call it a miracle. But at one point in the closure, which has lasted off and on since last Christmas, someone edited a sign at the escalator to read, \"This unit will be out of service until The Rapture.\"\u003c/p>\n\u003cp>Cue choirs of angels: The fancy mechanical stairs that usually convey commuters down to the gate level from the station's northeast plaza are moving again. (Friday at midday, they were going up; the usual up escalator, to the station's southwest plaza, is also out of commission and awaiting \"\u003ca href=\"http://www.bart.gov/stations/escalators\" target=\"_blank\">major repairs\u003c/a>.\")\u003c/p>\n\u003cfigure id=\"attachment_10969899\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1.jpg\">\u003cimg class=\"size-thumbnail wp-image-10969899\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-400x500.jpg\" alt=\"Refuse accumulated on broken escalator at BART's 16th Street Station, March 2016.\" width=\"400\" height=\"500\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-400x500.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-800x1000.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-1920x2399.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-1180x1475.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-960x1200.jpg 960w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Refuse accumulated on broken escalator at BART's 16th Street Station, March 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In my experience, 16th and Mission BART is the transit system's dirtiest station. And the Burger King Plaza entrance, which serves as the rambunctious outdoor living room for the neighborhood's homeless, SRO residents and many who appear to be in desperate need of some combination of medical care and psychiatric help, is the filthiest part of the station.\u003c/p>\n\u003cp>It's common to encounter a potpourri of garbage, discarded clothing, fallen palm fronds and pigeon poop while entering and leaving the station through the BK Plaza.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In fact, after watching the refuse pile up for a few weeks after the plaza escalator broke, I took a picture and sent it to a member of the BART board.\u003c/p>\n\u003cp>\"As a frequent patron of 16th Street BART, I recognize there are huge challenges to maintain a clean and orderly environment at the station,\" I wrote. \"But the conditions there often seem to bespeak outright neglect. ... I guess the underlying questions after saying all that are: What does BART have to do to improve conditions at the station? And what will it take to prompt BART to take that action?\"\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch4>Diary of Disrepair\u003c/h4>\n\u003cp>BART spokeswoman Alicia Trost provided this account of the mechanical problems that have beset the 16th/Mission station's Burger King Plaza (or east side) escalator since last December:\u003c/p>\n\u003cul>\n\u003cli>The east side unit went out of service on 12/23/15 for a water intrusion issue that caused an electrical short.\u003c/li>\n\u003cli>The sump pump was ordered and replaced. The crew started troubleshooting the electrical short and while troubleshooting they identified the escalator was running erratically with excessive play in the drive system.\u003c/li>\n\u003cli>After further troubleshooting, the cause for the excessive play was a result of a bull gear pillar block failure (pillar blocks are the components that mount the bull gear to the truss of the escalator).\u003c/li>\n\u003cli>Immediately, material needed to make such a heavy repair was assessed and a great deal of research went into ordering this material due to equipment obsolescence. The pillar blocks need to be specially fabricated, as well as the bearings, race, seals and end caps. (This took 10 weeks to receive material.)\u003c/li>\n\u003cli>Once material was received, our crews went right to work dismantling the upper end of the escalator to gain access and replace the faulty components.\u003c/li>\n\u003cli>The escalator was returned to service on 5/9/16 and unfortunately, did not have enough run in time for proper calibration following the heavy repair.\u003c/li>\n\u003cli>On 5/10/16 the Unit was removed from service to make the necessary adjustments and indexing needed after such a large repair and major component replacement.\u003c/li>\n\u003cli>After a thorough recalibration and all indexing was accomplished, on 5/23/16 the escalator was returned to service.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>I didn't hear back from the board member. But when I was exiting the station about three hours after sending the note, a cleanup crew was on the scene. So maybe the board member actually read the message.\u003c/p>\n\u003cp>But that email clearly didn't have any impact on the escalator, which has remained frozen in place week after week. What's been ailing it?\u003c/p>\n\u003cp>The constant accumulation of refuse probably doesn't help. And the conditions certainly don't make life any easier for the technicians brought in to work on the equipment. Earlier this week, San Francisco's KPIX \u003ca href=\"http://sanfrancisco.cbslocal.com/2016/05/24/some-bart-workers-make-almost-3-times-their-salaries-in-overtime-pay/\" target=\"_blank\">aired a report\u003c/a> on BART worker overtime. KPIX says it asked BART spokeswoman Alicia Trost why the agency didn't hire more escalator technicians, for instance, instead of paying huge amounts of overtime.\u003c/p>\n\u003cp>\"We are actually having a hard time recruiting,\" Trost is quoted as saying. \"The conditions aren’t very glamorous, working 24 hours a day on our stinky old escalators. We don’t have a lot of people chomping at the bits for that.”\u003c/p>\n\u003cp>The age of the escalators is an issue, too. The systems at 16th and Mission and three other stations (24th/Mission, Montgomery and Embarcadero) were manufactured by a German outfit named Orenstein and Koppel. Shortly after selling the escalators to BART, the firm went belly up. So now BART is stuck trying to find parts for escalators that are nearly 20 years old and whose manufacturer is no longer in business.\u003c/p>\n\u003cp>But it's possible to muddle through, and that's what BART is doing. Last month, it awarded a $2.9 million contract for limited part replacement and renovation of the escalators at the four stations served by O&K systems.\u003c/p>\n\u003cp>Trost provided a detailed account of the troubles afflicting the Burger King Plaza escalator, starting last December (see box above). The real show-stopper was something called a \"bull gear pillar block failure.\" The bull gear is the main gear moving the stairs; the pillar block connects the bull gear to the truss, or escalator framework. (Here's \u003ca href=\"http://precisionescalator.com/virtual-escalator/\" target=\"_blank\">an interactive schematic\u003c/a> that purports to show how all this stuff works in the ideal, non-16th Street world.)\u003c/p>\n\u003cp>After diagnosing the problem, BART had to wait for months while parts were fabricated. Earlier this week, everything was installed and the escalator was running again.\u003c/p>\n\u003cp>So for now, you can ride the stairs at Burger King Plaza. The escalator across the way, at the southwest plaza, is awaiting installation of a new handrail. That work is supposed to be done the first week of June.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>If you expect more permanent fixes -- well, sooner or later, those old escalators will have to be replaced entirely. And chances are you'll have to wait a good long while for that to happen. And by way of observation and not endorsement: The $3.5 billion bond measure BART is expected to place on the November ballot is expected to include $210 million for \"station renewal,\" a category that includes escalator upgrades.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Yes, San Francisco Mission District BART patrons, the escalator at the 16th Street station's beloved Burger King Plaza is back in operation.\u003c/p>\n\u003cp>It might seem like a stretch to call it a miracle. But at one point in the closure, which has lasted off and on since last Christmas, someone edited a sign at the escalator to read, \"This unit will be out of service until The Rapture.\"\u003c/p>\n\u003cp>Cue choirs of angels: The fancy mechanical stairs that usually convey commuters down to the gate level from the station's northeast plaza are moving again. (Friday at midday, they were going up; the usual up escalator, to the station's southwest plaza, is also out of commission and awaiting \"\u003ca href=\"http://www.bart.gov/stations/escalators\" target=\"_blank\">major repairs\u003c/a>.\")\u003c/p>\n\u003cfigure id=\"attachment_10969899\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1.jpg\">\u003cimg class=\"size-thumbnail wp-image-10969899\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-400x500.jpg\" alt=\"Refuse accumulated on broken escalator at BART's 16th Street Station, March 2016.\" width=\"400\" height=\"500\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-400x500.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-800x1000.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-1920x2399.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-1180x1475.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/25525330540_e6a5284505_o-1-960x1200.jpg 960w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Refuse accumulated on broken escalator at BART's 16th Street Station, March 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In my experience, 16th and Mission BART is the transit system's dirtiest station. And the Burger King Plaza entrance, which serves as the rambunctious outdoor living room for the neighborhood's homeless, SRO residents and many who appear to be in desperate need of some combination of medical care and psychiatric help, is the filthiest part of the station.\u003c/p>\n\u003cp>It's common to encounter a potpourri of garbage, discarded clothing, fallen palm fronds and pigeon poop while entering and leaving the station through the BK Plaza.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In fact, after watching the refuse pile up for a few weeks after the plaza escalator broke, I took a picture and sent it to a member of the BART board.\u003c/p>\n\u003cp>\"As a frequent patron of 16th Street BART, I recognize there are huge challenges to maintain a clean and orderly environment at the station,\" I wrote. \"But the conditions there often seem to bespeak outright neglect. ... I guess the underlying questions after saying all that are: What does BART have to do to improve conditions at the station? And what will it take to prompt BART to take that action?\"\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch4>Diary of Disrepair\u003c/h4>\n\u003cp>BART spokeswoman Alicia Trost provided this account of the mechanical problems that have beset the 16th/Mission station's Burger King Plaza (or east side) escalator since last December:\u003c/p>\n\u003cul>\n\u003cli>The east side unit went out of service on 12/23/15 for a water intrusion issue that caused an electrical short.\u003c/li>\n\u003cli>The sump pump was ordered and replaced. The crew started troubleshooting the electrical short and while troubleshooting they identified the escalator was running erratically with excessive play in the drive system.\u003c/li>\n\u003cli>After further troubleshooting, the cause for the excessive play was a result of a bull gear pillar block failure (pillar blocks are the components that mount the bull gear to the truss of the escalator).\u003c/li>\n\u003cli>Immediately, material needed to make such a heavy repair was assessed and a great deal of research went into ordering this material due to equipment obsolescence. The pillar blocks need to be specially fabricated, as well as the bearings, race, seals and end caps. (This took 10 weeks to receive material.)\u003c/li>\n\u003cli>Once material was received, our crews went right to work dismantling the upper end of the escalator to gain access and replace the faulty components.\u003c/li>\n\u003cli>The escalator was returned to service on 5/9/16 and unfortunately, did not have enough run in time for proper calibration following the heavy repair.\u003c/li>\n\u003cli>On 5/10/16 the Unit was removed from service to make the necessary adjustments and indexing needed after such a large repair and major component replacement.\u003c/li>\n\u003cli>After a thorough recalibration and all indexing was accomplished, on 5/23/16 the escalator was returned to service.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>I didn't hear back from the board member. But when I was exiting the station about three hours after sending the note, a cleanup crew was on the scene. So maybe the board member actually read the message.\u003c/p>\n\u003cp>But that email clearly didn't have any impact on the escalator, which has remained frozen in place week after week. What's been ailing it?\u003c/p>\n\u003cp>The constant accumulation of refuse probably doesn't help. And the conditions certainly don't make life any easier for the technicians brought in to work on the equipment. Earlier this week, San Francisco's KPIX \u003ca href=\"http://sanfrancisco.cbslocal.com/2016/05/24/some-bart-workers-make-almost-3-times-their-salaries-in-overtime-pay/\" target=\"_blank\">aired a report\u003c/a> on BART worker overtime. KPIX says it asked BART spokeswoman Alicia Trost why the agency didn't hire more escalator technicians, for instance, instead of paying huge amounts of overtime.\u003c/p>\n\u003cp>\"We are actually having a hard time recruiting,\" Trost is quoted as saying. \"The conditions aren’t very glamorous, working 24 hours a day on our stinky old escalators. We don’t have a lot of people chomping at the bits for that.”\u003c/p>\n\u003cp>The age of the escalators is an issue, too. The systems at 16th and Mission and three other stations (24th/Mission, Montgomery and Embarcadero) were manufactured by a German outfit named Orenstein and Koppel. Shortly after selling the escalators to BART, the firm went belly up. So now BART is stuck trying to find parts for escalators that are nearly 20 years old and whose manufacturer is no longer in business.\u003c/p>\n\u003cp>But it's possible to muddle through, and that's what BART is doing. Last month, it awarded a $2.9 million contract for limited part replacement and renovation of the escalators at the four stations served by O&K systems.\u003c/p>\n\u003cp>Trost provided a detailed account of the troubles afflicting the Burger King Plaza escalator, starting last December (see box above). The real show-stopper was something called a \"bull gear pillar block failure.\" The bull gear is the main gear moving the stairs; the pillar block connects the bull gear to the truss, or escalator framework. (Here's \u003ca href=\"http://precisionescalator.com/virtual-escalator/\" target=\"_blank\">an interactive schematic\u003c/a> that purports to show how all this stuff works in the ideal, non-16th Street world.)\u003c/p>\n\u003cp>After diagnosing the problem, BART had to wait for months while parts were fabricated. Earlier this week, everything was installed and the escalator was running again.\u003c/p>\n\u003cp>So for now, you can ride the stairs at Burger King Plaza. The escalator across the way, at the southwest plaza, is awaiting installation of a new handrail. That work is supposed to be done the first week of June.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If you expect more permanent fixes -- well, sooner or later, those old escalators will have to be replaced entirely. And chances are you'll have to wait a good long while for that to happen. And by way of observation and not endorsement: The $3.5 billion bond measure BART is expected to place on the November ballot is expected to include $210 million for \"station renewal,\" a category that includes escalator upgrades.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>SACRAMENTO — California’s ambitious efforts to reduce greenhouse gas emissions are taking a hit as demand has plummeted for pollution credits that are supposed to fund the initiative.\u003c/p>\n\u003cp>Only about a tenth of the available pollution credits were sold in an auction last week, according to results released Wednesday by the California Air Resources Board. Gov. Jerry Brown’s administration says revenue from the program was $600 million short of the $2.4 billion anticipated in the current fiscal year.\u003c/p>\n\u003cp>Brown built a cushion in his budget proposal, but the shortfall will still force the Democratic governor and state lawmakers to scale back their ambitions for the money. A quarter of the revenue is earmarked for Brown’s high-speed rail project, with the rest funding a wide variety of programs aimed at reducing emissions or mitigating the damage from climate change.\u003c/p>\n\u003cp>What programs to fund and how much to spend will be the subject of negotiations with the Legislature, said H.D. Palmer, spokesman for Brown’s Department of Commerce.\u003c/p>\n\u003cp>California launched the pollution-restriction program in 2012. Known as cap and trade, the program is designed to control emissions of heat-trapping gases and to spur investment in clean technologies. It limits how much pollution businesses can spew, making them buy permits, which are auctioned quarterly or sold on the secondary market.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Dave Clegern, spokesman for the Air Resources Board, declined to discuss what factors may contribute to the softening demand or whether the lawsuit played a role. But he said officials aren’t concerned.\u003c/p>\n\u003cp>“We believe the program is functioning as it’s supposed to, and we anticipated that there would be ups and downs, as there always are in markets,” Clegern said.\u003c/p>\n\u003cp>Softening demand first appeared in February, when about 95 percent of the available credits were sold. It was the first time since quarterly auctions began in 2012 that any credits were left unsold.\u003c/p>\n\u003cp>In last week’s auction, California and its trading partner, the Canadian province of Quebec, offered 67.7 million pollution credits for immediate use and 10 million for use in 2019 and beyond. California sold 6.1 million for current use, with all the revenue going to utilities, and 914,000 for future use, which netted the state only about $10 million.\u003c/p>\n\u003cp>The plummeting demand for pollution credits comes as a state appeals court considers a challenge to the program by the California Chamber of Commerce.\u003c/p>\n\u003cp>The 3rd District Court of Appeal in Sacramento asked for briefings in the case, which were filed this week, and could schedule oral arguments at any time, said Loren Kaye, who is handling the suit on behalf of the chamber. The chamber and Morning Star Packing Co. argue in the lawsuit that if the program is a tax, it is illegal because it was approved by a simple majority of the Legislature rather than the two-thirds majority that is needed to approve a tax.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP writer Juliet Williams contributed.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SACRAMENTO — California’s ambitious efforts to reduce greenhouse gas emissions are taking a hit as demand has plummeted for pollution credits that are supposed to fund the initiative.\u003c/p>\n\u003cp>Only about a tenth of the available pollution credits were sold in an auction last week, according to results released Wednesday by the California Air Resources Board. Gov. Jerry Brown’s administration says revenue from the program was $600 million short of the $2.4 billion anticipated in the current fiscal year.\u003c/p>\n\u003cp>Brown built a cushion in his budget proposal, but the shortfall will still force the Democratic governor and state lawmakers to scale back their ambitions for the money. A quarter of the revenue is earmarked for Brown’s high-speed rail project, with the rest funding a wide variety of programs aimed at reducing emissions or mitigating the damage from climate change.\u003c/p>\n\u003cp>What programs to fund and how much to spend will be the subject of negotiations with the Legislature, said H.D. Palmer, spokesman for Brown’s Department of Commerce.\u003c/p>\n\u003cp>California launched the pollution-restriction program in 2012. Known as cap and trade, the program is designed to control emissions of heat-trapping gases and to spur investment in clean technologies. It limits how much pollution businesses can spew, making them buy permits, which are auctioned quarterly or sold on the secondary market.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Dave Clegern, spokesman for the Air Resources Board, declined to discuss what factors may contribute to the softening demand or whether the lawsuit played a role. But he said officials aren’t concerned.\u003c/p>\n\u003cp>“We believe the program is functioning as it’s supposed to, and we anticipated that there would be ups and downs, as there always are in markets,” Clegern said.\u003c/p>\n\u003cp>Softening demand first appeared in February, when about 95 percent of the available credits were sold. It was the first time since quarterly auctions began in 2012 that any credits were left unsold.\u003c/p>\n\u003cp>In last week’s auction, California and its trading partner, the Canadian province of Quebec, offered 67.7 million pollution credits for immediate use and 10 million for use in 2019 and beyond. California sold 6.1 million for current use, with all the revenue going to utilities, and 914,000 for future use, which netted the state only about $10 million.\u003c/p>\n\u003cp>The plummeting demand for pollution credits comes as a state appeals court considers a challenge to the program by the California Chamber of Commerce.\u003c/p>\n\u003cp>The 3rd District Court of Appeal in Sacramento asked for briefings in the case, which were filed this week, and could schedule oral arguments at any time, said Loren Kaye, who is handling the suit on behalf of the chamber. The chamber and Morning Star Packing Co. argue in the lawsuit that if the program is a tax, it is illegal because it was approved by a simple majority of the Legislature rather than the two-thirds majority that is needed to approve a tax.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP writer Juliet Williams contributed.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "With State Transportation Funds Strained, Counties Ask Voters for Help",
"title": "With State Transportation Funds Strained, Counties Ask Voters for Help",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Last week, Gov. Jerry Brown issued a revision of his state budget proposal. But in terms of the long-range picture for transportation funding, the revised spending plan didn't change much.\u003c/p>\n\u003cp>Brown's \u003ca href=\"http://www.ebudget.ca.gov/2016-17/pdf/Revised/BudgetSummary/Transportation.pdf\" target=\"_blank\">budget proposal\u003c/a> would raise money by imposing a $65 \"road improvement fee\" on all vehicles and increasing the state gasoline tax, among other provisions. The plan proposes $36 billion in spending on streets, highways, trains and transit over the next decade. \u003c/p>\n\u003cp>But adoption of the governor's proposals, or of any long-term fix for funding the state's transportation infrastructure, depends largely on a special session of the Legislature the governor called last year. So far, the special session has gone nowhere. \u003c/p>\n\u003cp>That leaves cities and counties across the state waiting to find out what long-term role the state will play in helping pay for their transportation needs.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/265063992&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That uncertainty increased this week when the California Transportation Commission gave final approval for a plan \u003ca href=\"http://www.catc.ca.gov/programs/STIP/2016_STIP/2016_STIP_Adoption/STIP_Adoption_News_Release_051816.pdf\" target=\"_blank\"> to cancel\u003c/a> $754 million in highway, rail, transit, bicycle and pedestrian projects it had expected to fund over the next five years. The commission also put another $755 million in spending on hold. \u003c/p>\n\u003cp>The agency's list of projects that will be \u003ca href=\"http://www.catc.ca.gov/programs/STIP/2016_STIP/2016_STIP_Adoption/Programmed_Project_Funding_Partially_or_Fully_Deleted.pdf\" target=\"_blank\">completely or partially \"deleted\"\u003c/a> includes $16.7 million in BART station improvements, $15 million for improved bike and pedestrian access to the Bay Bridge eastern span, and $1.9 million to finish a project designed to make the Chinatown section of San Francisco's Broadway Street more pedestrian friendly. \u003c/p>\n\u003cp>The Transportation Commission said the spending cuts and delays are necessary because of a dramatic decline in revenue from the state's gasoline excise tax, which rises and falls with gas prices. \u003c/p>\n\u003cp>\u003cstrong>BART's Expected Bond Measure\u003c/strong>\u003c/p>\n\u003cp>The funding problems are prompting local governments and transit agencies to take it upon themselves to raise money. \u003c/p>\n\u003cp>One example: BART. Weekday ridership is at an all-time high, with about 435,000 trips a day. But trains are overcrowded, the system's cars need to be replaced, and the district needs to invest in everything from an expensive new computerized train control system to shoring up tunnels. \u003c/p>\n\u003cp>\u003ca href=\"http://www.bart.gov/about/financials\" target=\"_blank\">BART says\u003c/a> its total need for capital improvements is $9.6 billion over the next decade. So far, it has found only half of that amount. So the district is expected to place a $3.5 billion bond measure on the November ballot. \u003c/p>\n\u003cp>“If the state manages to give us $4.8 or $3.5 billion, then obviously, there won't be a need,\" says Zakhary Mallett, who represents BART's District 7 in the East Bay. “I would be hotly amazed if that occurs.”\u003c/p>\n\u003cp>\u003cstrong>The Price of Unmet Transportation Needs\u003c/strong>\u003c/p>\n\u003cp>Kiana Valentine, a legislative representative for the California State Association of Counties, says the state has $135 billion in unmet transportation needs -- everything from roads, to bridges to trains and buses. Traditionally, lawmakers relied on the federal and state fuel taxes to meet some of these needs.\u003c/p>\n\u003cp>Valentine says motor-vehicle users are driving more miles and buying less gasoline and diesel due to improved fuel efficiency in today's cars.\u003c/p>\n\u003cp>[contextly_sidebar id=\"jm0qT40Et1IJrE2YjpPL4UysCQHCtAlF\"]\u003c/p>\n\u003cp>\"So we’re paying less and doing more damage, and that obviously has an impact on the condition of the transportation infrastructure as well,” Valentine says. \u003c/p>\n\u003cp>One solution the special session is considering is raising and stabilizing the gasoline tax. But raising the tax would take a two-thirds vote by the Legislature, which would require a handful of Republican members to join majority Democrats in approving the increased levy. But GOP legislators have signaled that they will oppose any such move.\u003c/p>\n\u003cp>\u003cstrong>Counties Appeal to Voters\u003c/strong>\u003c/p>\n\u003cp>A growing number of counties, banded together in the \u003ca href=\"http://www.selfhelpcounties.org/index.html\" target=\"_blank\">Self-Help Counties Coalition\u003c/a>, have gone to voters over the last several decades asking for approval of sales tax measures to fund transportation needs.\u003c/p>\n\u003cp>In Ventura County, for example, the Board of Supervisors is considering a half-cent sales-tax measure that would raise roughly $2 billion over 30 years to fund transportation projects.\u003c/p>\n\u003cp>“About half of it for our local roads and about half of it for the 101 freeway improvement,” says Steven Bennett, supervisor for Ventura County's District 1.\u003c/p>\n\u003cp>In San Diego County, local officials are working on a half-cent, 40-year \u003ca href=\"http://www.sandiegouniontribune.com/news/2016/apr/29/sales-tax-transportation-sandag-ballot-measure/\" target=\"_blank\">sales tax measure\u003c/a> that would raise $18 billion for highways and transit. The county has had a separate half-cent transportation measure on the books since 1987.\u003c/p>\n\u003cp>Gary Gallegos, executive director of the \u003ca href=\"http://www.sandag.org/\" target=\"_blank\">San Diego Association of Governments\u003c/a>, says there are benefits to putting such measures before the voters.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“One of the advantages to going to the voters locally that our expenditure plans tend to be pretty explicit,” he says. “So you’re in essence telling voters if you vote for this tax, here’s the projects that you get.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Last week, Gov. Jerry Brown issued a revision of his state budget proposal. But in terms of the long-range picture for transportation funding, the revised spending plan didn't change much.\u003c/p>\n\u003cp>Brown's \u003ca href=\"http://www.ebudget.ca.gov/2016-17/pdf/Revised/BudgetSummary/Transportation.pdf\" target=\"_blank\">budget proposal\u003c/a> would raise money by imposing a $65 \"road improvement fee\" on all vehicles and increasing the state gasoline tax, among other provisions. The plan proposes $36 billion in spending on streets, highways, trains and transit over the next decade. \u003c/p>\n\u003cp>But adoption of the governor's proposals, or of any long-term fix for funding the state's transportation infrastructure, depends largely on a special session of the Legislature the governor called last year. So far, the special session has gone nowhere. \u003c/p>\n\u003cp>That leaves cities and counties across the state waiting to find out what long-term role the state will play in helping pay for their transportation needs.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/265063992&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That uncertainty increased this week when the California Transportation Commission gave final approval for a plan \u003ca href=\"http://www.catc.ca.gov/programs/STIP/2016_STIP/2016_STIP_Adoption/STIP_Adoption_News_Release_051816.pdf\" target=\"_blank\"> to cancel\u003c/a> $754 million in highway, rail, transit, bicycle and pedestrian projects it had expected to fund over the next five years. The commission also put another $755 million in spending on hold. \u003c/p>\n\u003cp>The agency's list of projects that will be \u003ca href=\"http://www.catc.ca.gov/programs/STIP/2016_STIP/2016_STIP_Adoption/Programmed_Project_Funding_Partially_or_Fully_Deleted.pdf\" target=\"_blank\">completely or partially \"deleted\"\u003c/a> includes $16.7 million in BART station improvements, $15 million for improved bike and pedestrian access to the Bay Bridge eastern span, and $1.9 million to finish a project designed to make the Chinatown section of San Francisco's Broadway Street more pedestrian friendly. \u003c/p>\n\u003cp>The Transportation Commission said the spending cuts and delays are necessary because of a dramatic decline in revenue from the state's gasoline excise tax, which rises and falls with gas prices. \u003c/p>\n\u003cp>\u003cstrong>BART's Expected Bond Measure\u003c/strong>\u003c/p>\n\u003cp>The funding problems are prompting local governments and transit agencies to take it upon themselves to raise money. \u003c/p>\n\u003cp>One example: BART. Weekday ridership is at an all-time high, with about 435,000 trips a day. But trains are overcrowded, the system's cars need to be replaced, and the district needs to invest in everything from an expensive new computerized train control system to shoring up tunnels. \u003c/p>\n\u003cp>\u003ca href=\"http://www.bart.gov/about/financials\" target=\"_blank\">BART says\u003c/a> its total need for capital improvements is $9.6 billion over the next decade. So far, it has found only half of that amount. So the district is expected to place a $3.5 billion bond measure on the November ballot. \u003c/p>\n\u003cp>“If the state manages to give us $4.8 or $3.5 billion, then obviously, there won't be a need,\" says Zakhary Mallett, who represents BART's District 7 in the East Bay. “I would be hotly amazed if that occurs.”\u003c/p>\n\u003cp>\u003cstrong>The Price of Unmet Transportation Needs\u003c/strong>\u003c/p>\n\u003cp>Kiana Valentine, a legislative representative for the California State Association of Counties, says the state has $135 billion in unmet transportation needs -- everything from roads, to bridges to trains and buses. Traditionally, lawmakers relied on the federal and state fuel taxes to meet some of these needs.\u003c/p>\n\u003cp>Valentine says motor-vehicle users are driving more miles and buying less gasoline and diesel due to improved fuel efficiency in today's cars.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\"So we’re paying less and doing more damage, and that obviously has an impact on the condition of the transportation infrastructure as well,” Valentine says. \u003c/p>\n\u003cp>One solution the special session is considering is raising and stabilizing the gasoline tax. But raising the tax would take a two-thirds vote by the Legislature, which would require a handful of Republican members to join majority Democrats in approving the increased levy. But GOP legislators have signaled that they will oppose any such move.\u003c/p>\n\u003cp>\u003cstrong>Counties Appeal to Voters\u003c/strong>\u003c/p>\n\u003cp>A growing number of counties, banded together in the \u003ca href=\"http://www.selfhelpcounties.org/index.html\" target=\"_blank\">Self-Help Counties Coalition\u003c/a>, have gone to voters over the last several decades asking for approval of sales tax measures to fund transportation needs.\u003c/p>\n\u003cp>In Ventura County, for example, the Board of Supervisors is considering a half-cent sales-tax measure that would raise roughly $2 billion over 30 years to fund transportation projects.\u003c/p>\n\u003cp>“About half of it for our local roads and about half of it for the 101 freeway improvement,” says Steven Bennett, supervisor for Ventura County's District 1.\u003c/p>\n\u003cp>In San Diego County, local officials are working on a half-cent, 40-year \u003ca href=\"http://www.sandiegouniontribune.com/news/2016/apr/29/sales-tax-transportation-sandag-ballot-measure/\" target=\"_blank\">sales tax measure\u003c/a> that would raise $18 billion for highways and transit. The county has had a separate half-cent transportation measure on the books since 1987.\u003c/p>\n\u003cp>Gary Gallegos, executive director of the \u003ca href=\"http://www.sandag.org/\" target=\"_blank\">San Diego Association of Governments\u003c/a>, says there are benefits to putting such measures before the voters.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“One of the advantages to going to the voters locally that our expenditure plans tend to be pretty explicit,” he says. “So you’re in essence telling voters if you vote for this tax, here’s the projects that you get.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Now You Can Ride a Train From Downtown L.A. to the Beach",
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"content": "\u003cp>The last time Los Angeles residents were able to take a train to the beach was in 1953. But starting today, Angelenos will be able to board an Expo Line train in downtown L.A. and take it to downtown Santa Monica, just blocks from the pier.\u003c/p>\n\u003cp>The extension was delayed for decades over safety, environmental and funding concerns. But now Metro, the train’s operator, is hailing this and other subway extensions as a \"transit renaissance\" for the region. Is L.A. moving toward a less car-dependent future?\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/265114901\" 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>There’s one group in L.A. that’s been anticipating the Expo Line extension for years: cyclists. The route features a bike lane that runs alongside it.\u003c/p>\n\u003cp>“I think the bike path is going to change the city, maybe as much as the train,” Alissa Walker said. “I’ll be able to jump on this bike freeway to get from one part of the city to another, and being able to jump on the train if you get tired, that’s going to make the most difference in my commuting.”\u003c/p>\n\u003cfigure id=\"attachment_10962032\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-10962032 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/Garcetti-800x550.jpg\" alt=\"L.A. Mayor Eric Garcetti says his grandparents used to ride the Red Car to Santa Monica. "I'm proud to be repeating that history," he said.\" width=\"800\" height=\"550\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti-800x550.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti-400x275.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti-1180x812.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti-960x661.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">L.A. Mayor Eric Garcetti says his grandparents used to ride the Red Car to Santa Monica. 'I'm proud to be repeating that history,' he said. \u003ccite>(Robert LaFond/KCRW)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another excited cyclist is Meghan Sahli-Wells, the mayor of Culver City and a board member of the Expo Construction Authority. She says she takes the train and bikes to all the Expo board meetings.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I live within probably a little less than a mile from the Expo station, as do a great number of Culver City and Palms residents. So I’m particularly excited to not have to look for parking, fit in my exercise within my commute, and really have great transit access for myself, my kids and my community,\" Sahli-Wells said.\u003c/p>\n\u003cp>When she’s on the train, Sahli-Wells puts her bike in the articulation between the train cars and uses a bungee cord to secure it to a hand rail during the ride. If she has several meetings or one that’s far away, she’ll take the bike with her. If she just has one meeting and it’s near the train station, she’ll lock it up at the station.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here's one helpful tip she has for cyclists: \"If I can see the security camera where my bike is, that means the security camera can see my bike.\"\u003c/p>\n\n",
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"excerpt": "Starting today, you can ride the Expo Line all the way from downtown L.A. to Fourth and Colorado in Santa Monica for the first time in over six decades.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The last time Los Angeles residents were able to take a train to the beach was in 1953. But starting today, Angelenos will be able to board an Expo Line train in downtown L.A. and take it to downtown Santa Monica, just blocks from the pier.\u003c/p>\n\u003cp>The extension was delayed for decades over safety, environmental and funding concerns. But now Metro, the train’s operator, is hailing this and other subway extensions as a \"transit renaissance\" for the region. Is L.A. moving toward a less car-dependent future?\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/265114901&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/265114901'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>There’s one group in L.A. that’s been anticipating the Expo Line extension for years: cyclists. The route features a bike lane that runs alongside it.\u003c/p>\n\u003cp>“I think the bike path is going to change the city, maybe as much as the train,” Alissa Walker said. “I’ll be able to jump on this bike freeway to get from one part of the city to another, and being able to jump on the train if you get tired, that’s going to make the most difference in my commuting.”\u003c/p>\n\u003cfigure id=\"attachment_10962032\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-10962032 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/Garcetti-800x550.jpg\" alt=\"L.A. Mayor Eric Garcetti says his grandparents used to ride the Red Car to Santa Monica. "I'm proud to be repeating that history," he said.\" width=\"800\" height=\"550\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti-800x550.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti-400x275.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti-1180x812.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Garcetti-960x661.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">L.A. Mayor Eric Garcetti says his grandparents used to ride the Red Car to Santa Monica. 'I'm proud to be repeating that history,' he said. \u003ccite>(Robert LaFond/KCRW)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another excited cyclist is Meghan Sahli-Wells, the mayor of Culver City and a board member of the Expo Construction Authority. She says she takes the train and bikes to all the Expo board meetings.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I live within probably a little less than a mile from the Expo station, as do a great number of Culver City and Palms residents. So I’m particularly excited to not have to look for parking, fit in my exercise within my commute, and really have great transit access for myself, my kids and my community,\" Sahli-Wells said.\u003c/p>\n\u003cp>When she’s on the train, Sahli-Wells puts her bike in the articulation between the train cars and uses a bungee cord to secure it to a hand rail during the ride. If she has several meetings or one that’s far away, she’ll take the bike with her. If she just has one meeting and it’s near the train station, she’ll lock it up at the station.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here's one helpful tip she has for cyclists: \"If I can see the security camera where my bike is, that means the security camera can see my bike.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Mean Street in S.F.'s Tenderloin Will Get a Bicycle-Friendly 'Road Diet'",
"title": "Mean Street in S.F.'s Tenderloin Will Get a Bicycle-Friendly 'Road Diet'",
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"content": "\u003cp>San Francisco's Tenderloin is a dense working-class neighborhood whose residents -- including the city's largest concentration of families -- mostly don't own cars. Yet its grid of fast one-way streets is among the city's meanest, resulting in a high rate of traffic deaths and injuries.\u003c/p>\n\u003cp>\"I don't even know how many people I've met that have been hit by a vehicle,\" said Baljeet Heyer, the community organizer at the Central City SRO Collaborative. \"My friends that are on bikes, and people that we work with, have been severely injured.\"\u003c/p>\n\u003cp>As part of the city's Vision Zero program to end all traffic deaths by 2024, the San Francisco Municipal Transportation Agency has approved a traffic-calming plan on one busy and challenging street: Golden Gate Avenue. It was born out of a \u003ca href=\"http://www.sfcta.org/transportation-planning-and-studies/neighborhood-transportation-planning/tenderloinlittle-saigon\" target=\"_blank\">neighborhood transportation plan\u003c/a> envisioned in 2007.\u003c/p>\n\u003cp>In the next few months, the agency will begin installing safety improvements, including what will become the Tenderloin's first east-west bike lane, on Golden Gate between Polk and Market streets. The five-block bike lane, which will feature a 3-foot buffer between cars and bikes, was approved Tuesday by the SFMTA board of directors.\u003c/p>\n\u003cp>Once \u003ca href=\"http://www.beyondchron.org/reassessing-san-franciscos-tenderloin/\" target=\"_blank\">a lively commercial district\u003c/a>, Golden Gate Avenue is home to a number of social service organizations, schools and senior centers. Homelessness, crime and drug use are still a reality on the sidewalks.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Most drivers use the street as a way to cut across the city, and many zoom by at dangerous speeds, sometimes veering unsafely into crosswalks, say those who live and work nearby.\u003c/p>\n\u003cp>\"At times, it seems like a drag strip,\" said Greg Moore, executive director of \u003ca href=\"http://sflivingroom.org/\" target=\"_blank\">St. Francis Living Room\u003c/a>, a program serving low-income and homeless seniors. \"You add that with general unsafe behaviors of the motorists to a neighborhood where you have a lot of elderly, handicapped and people under the influence of something or another and not aware of their surroundings, and it's a situation just ripe for injury.\"\u003c/p>\n\u003cp>The SFMTA says that, on average, a pedestrian or cyclist is hit by a car every 38 days on the six-block stretch of Golden Gate between Van Ness Avenue and Market.\u003c/p>\n\u003cfigure id=\"attachment_10960722\" class=\"wp-caption aligncenter\" style=\"max-width: 895px\">\u003cimg class=\"size-full wp-image-10960722\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/Screen-Shot-2016-05-19-at-10.09.27-AM.png\" alt=\"Most streets in the Tenderloin have been identified as high-injury corridors (marked in red) under the city's Vision Zero program. Click here to see the full map. \" width=\"895\" height=\"640\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/Screen-Shot-2016-05-19-at-10.09.27-AM.png 895w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Screen-Shot-2016-05-19-at-10.09.27-AM-400x286.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Screen-Shot-2016-05-19-at-10.09.27-AM-800x572.png 800w\" sizes=\"(max-width: 895px) 100vw, 895px\">\u003cfigcaption class=\"wp-caption-text\">Most streets in the Tenderloin have been identified as high-injury corridors under the city's Vision Zero program. Click \u003ca href=\"http://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=fa37f1274b4446f1bdddd7bdf9e708ff\" target=\"_blank\">here\u003c/a> to see the full map. \u003ccite>(SFMTA )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Safe streets advocates say the improvements are long overdue.\u003c/p>\n\u003cp>\"It's a neighborhood that really desperately needs to be unburdened of the traffic violence that it experiences every day,\" said Chema Hernández Gil, political coordinator of the progressive group \u003ca href=\"http://www.sfrising.org/\" target=\"_blank\">San Francisco Rising\u003c/a>.\u003c/p>\n\u003cp>The improvements, say transportation officials and advocates, attempt to take into account the unpredictable: that people walking in the neighborhood sometimes cross the street unexpectedly, preferring to take the most direct path outside of a crosswalk.\u003c/p>\n\u003cp>The street will be reduced from three to two travel lanes along five blocks -- a \"\u003ca href=\"http://safety.fhwa.dot.gov/road_diets/\" target=\"_blank\">road diet\u003c/a>\" intended to make the street safer by slowing traffic. The bike lane, along with a buffer between parked cars and traffic on the opposite side of the street, will create some safe distance for pedestrians trying to cross midblock.\u003c/p>\n\u003cp>In addition, painted safety zones will force drivers turning onto cross streets to face the crosswalks, giving pedestrians more visibility.\u003c/p>\n\u003cp>\"The project will make some key changes that really embrace the concept of Vision Zero, and that is that we must build a transportation system that assumes humans are going to make mistakes, and that it will be easier for humans to avoid serious and deadly crashes,\" said Nicole Ferrara, executive director of Walk San Francisco.\u003c/p>\n\u003cp>The bike lane will also help to keep riders off the sidewalk, which Ferrera said is a common complaint among residents.\u003c/p>\n\u003cp>\"It's an overlooked corner of our city by the folks that are supposed to be in charge of delivering safe streets,\" said Chris Cassidy of the San Francisco Bicycle Coalition. \"And while it's unfortunate that it has taken this long, it's good to see that there are folks realizing that there's work to be done in the Tenderloin, and that the Tenderloin deserves safe streets.\"\u003c/p>\n\u003cfigure id=\"attachment_10960795\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"wp-image-10960795 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-1920x1051.jpg\" alt=\"A street captain and crossing guard from the Tenderloin Safe Passage program stationed on Golden Gave Avenue and Leavenworth.\" width=\"640\" height=\"350\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-400x219.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-800x438.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-1180x646.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-960x526.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">A street captain and crossing guard from the Tenderloin Safe Passage program stationed on Golden Gave Avenue and Leavenworth Street. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA officials did consider installing a \u003ca href=\"http://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/one-way-protected-cycle-tracks/\" target=\"_blank\">parking-protected bike lane\u003c/a>. However, there was pushback from some residents and people who work in the neighborhood who felt it would attract what they call \"unwanted behavior\" -- drug dealing and other types of crime. They were also worried about how it would be kept clean and free of debris.\u003c/p>\n\u003cp>The concern was that the unwanted behavior would be hidden from view by parked cars. A few years ago, city officials removed parking \u003ca href=\"http://www.sfgate.com/bayarea/nevius/article/Banning-parking-on-Tenderloin-block-drives-5208612.php\" target=\"_blank\">from a notorious block of Turk Street\u003c/a>, hoping that the open view would deter crime.\u003c/p>\n\u003cp>San Francisco Police capt. Teresa Ewins, who oversees the Tenderloin police district, said combined with enforcement, the parking removal on Turk has been a success. She said drug dealing and violence are especially a concern on Golden Gate Avenue around Leavenworth Street, an area listed as one of the \"action zones\" for improvements under the city's \u003ca href=\"http://investsf.org/neighborhoods/central-market/\" target=\"_blank\">Central Market/Tenderloin Strategy\u003c/a>.\u003c/p>\n\u003cp>\"We've really concentrated on making a safe passage for people coming and going on Leavenworth, kids coming from school and people trying to get to the programs there,\" said Ewins.\u003c/p>\n\u003cp>A street monitor who is part of the \u003ca href=\"http://tenderloinsafepassage.org/\" target=\"_blank\">Tenderloin Safe Passage\u003c/a> program is regularly stationed at that intersection, which is near the De Marillac Academy and other organizations that serve youth.\u003c/p>\n\u003cp>Ewins said she hopes the street improvements will \"slow people down\" and that vehicles will no longer race through the neighborhood.\u003c/p>\n\u003cp>Parking removal was not considered for this plan on Golden Gate, according to an SFMTA official, partly because the project was meant to be \"quick and effective.\" But a grander plan for Golden Gate is expected to be considered in the future, along with improvements west of Van Ness.\u003c/p>\n\u003cp>Supervisor Jane Kim, who represents the Tenderloin, told the SFMTA's board that Golden Gate Avenue is experiencing a transformation, with new businesses and nonprofits. On Thursday, 826 Valencia -- the youth organization started by author Dave Eggers -- was set to open \u003ca href=\"http://826valencia.org/our-programs/tenderloin-center/\" target=\"_blank\">a new youth writing center\u003c/a> at the former site of what Kim has called \"one of the worst liquor stores in the city.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"To be complemented with a bike lane and pedestrian safety improvements will really just help to reactivate this street,\" said Kim.\u003c/p>\n\n",
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"excerpt": "Plan for Golden Gate Avenue is designed to slow down motorized traffic and create the Tenderloin's first east-west bike lane. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco's Tenderloin is a dense working-class neighborhood whose residents -- including the city's largest concentration of families -- mostly don't own cars. Yet its grid of fast one-way streets is among the city's meanest, resulting in a high rate of traffic deaths and injuries.\u003c/p>\n\u003cp>\"I don't even know how many people I've met that have been hit by a vehicle,\" said Baljeet Heyer, the community organizer at the Central City SRO Collaborative. \"My friends that are on bikes, and people that we work with, have been severely injured.\"\u003c/p>\n\u003cp>As part of the city's Vision Zero program to end all traffic deaths by 2024, the San Francisco Municipal Transportation Agency has approved a traffic-calming plan on one busy and challenging street: Golden Gate Avenue. It was born out of a \u003ca href=\"http://www.sfcta.org/transportation-planning-and-studies/neighborhood-transportation-planning/tenderloinlittle-saigon\" target=\"_blank\">neighborhood transportation plan\u003c/a> envisioned in 2007.\u003c/p>\n\u003cp>In the next few months, the agency will begin installing safety improvements, including what will become the Tenderloin's first east-west bike lane, on Golden Gate between Polk and Market streets. The five-block bike lane, which will feature a 3-foot buffer between cars and bikes, was approved Tuesday by the SFMTA board of directors.\u003c/p>\n\u003cp>Once \u003ca href=\"http://www.beyondchron.org/reassessing-san-franciscos-tenderloin/\" target=\"_blank\">a lively commercial district\u003c/a>, Golden Gate Avenue is home to a number of social service organizations, schools and senior centers. Homelessness, crime and drug use are still a reality on the sidewalks.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Most drivers use the street as a way to cut across the city, and many zoom by at dangerous speeds, sometimes veering unsafely into crosswalks, say those who live and work nearby.\u003c/p>\n\u003cp>\"At times, it seems like a drag strip,\" said Greg Moore, executive director of \u003ca href=\"http://sflivingroom.org/\" target=\"_blank\">St. Francis Living Room\u003c/a>, a program serving low-income and homeless seniors. \"You add that with general unsafe behaviors of the motorists to a neighborhood where you have a lot of elderly, handicapped and people under the influence of something or another and not aware of their surroundings, and it's a situation just ripe for injury.\"\u003c/p>\n\u003cp>The SFMTA says that, on average, a pedestrian or cyclist is hit by a car every 38 days on the six-block stretch of Golden Gate between Van Ness Avenue and Market.\u003c/p>\n\u003cfigure id=\"attachment_10960722\" class=\"wp-caption aligncenter\" style=\"max-width: 895px\">\u003cimg class=\"size-full wp-image-10960722\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/Screen-Shot-2016-05-19-at-10.09.27-AM.png\" alt=\"Most streets in the Tenderloin have been identified as high-injury corridors (marked in red) under the city's Vision Zero program. Click here to see the full map. \" width=\"895\" height=\"640\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/Screen-Shot-2016-05-19-at-10.09.27-AM.png 895w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Screen-Shot-2016-05-19-at-10.09.27-AM-400x286.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Screen-Shot-2016-05-19-at-10.09.27-AM-800x572.png 800w\" sizes=\"(max-width: 895px) 100vw, 895px\">\u003cfigcaption class=\"wp-caption-text\">Most streets in the Tenderloin have been identified as high-injury corridors under the city's Vision Zero program. Click \u003ca href=\"http://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=fa37f1274b4446f1bdddd7bdf9e708ff\" target=\"_blank\">here\u003c/a> to see the full map. \u003ccite>(SFMTA )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Safe streets advocates say the improvements are long overdue.\u003c/p>\n\u003cp>\"It's a neighborhood that really desperately needs to be unburdened of the traffic violence that it experiences every day,\" said Chema Hernández Gil, political coordinator of the progressive group \u003ca href=\"http://www.sfrising.org/\" target=\"_blank\">San Francisco Rising\u003c/a>.\u003c/p>\n\u003cp>The improvements, say transportation officials and advocates, attempt to take into account the unpredictable: that people walking in the neighborhood sometimes cross the street unexpectedly, preferring to take the most direct path outside of a crosswalk.\u003c/p>\n\u003cp>The street will be reduced from three to two travel lanes along five blocks -- a \"\u003ca href=\"http://safety.fhwa.dot.gov/road_diets/\" target=\"_blank\">road diet\u003c/a>\" intended to make the street safer by slowing traffic. The bike lane, along with a buffer between parked cars and traffic on the opposite side of the street, will create some safe distance for pedestrians trying to cross midblock.\u003c/p>\n\u003cp>In addition, painted safety zones will force drivers turning onto cross streets to face the crosswalks, giving pedestrians more visibility.\u003c/p>\n\u003cp>\"The project will make some key changes that really embrace the concept of Vision Zero, and that is that we must build a transportation system that assumes humans are going to make mistakes, and that it will be easier for humans to avoid serious and deadly crashes,\" said Nicole Ferrara, executive director of Walk San Francisco.\u003c/p>\n\u003cp>The bike lane will also help to keep riders off the sidewalk, which Ferrera said is a common complaint among residents.\u003c/p>\n\u003cp>\"It's an overlooked corner of our city by the folks that are supposed to be in charge of delivering safe streets,\" said Chris Cassidy of the San Francisco Bicycle Coalition. \"And while it's unfortunate that it has taken this long, it's good to see that there are folks realizing that there's work to be done in the Tenderloin, and that the Tenderloin deserves safe streets.\"\u003c/p>\n\u003cfigure id=\"attachment_10960795\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"wp-image-10960795 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-1920x1051.jpg\" alt=\"A street captain and crossing guard from the Tenderloin Safe Passage program stationed on Golden Gave Avenue and Leavenworth.\" width=\"640\" height=\"350\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-400x219.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-800x438.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-1180x646.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/Golden-Gate@Leavenworth-1-1-960x526.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">A street captain and crossing guard from the Tenderloin Safe Passage program stationed on Golden Gave Avenue and Leavenworth Street. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA officials did consider installing a \u003ca href=\"http://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/one-way-protected-cycle-tracks/\" target=\"_blank\">parking-protected bike lane\u003c/a>. However, there was pushback from some residents and people who work in the neighborhood who felt it would attract what they call \"unwanted behavior\" -- drug dealing and other types of crime. They were also worried about how it would be kept clean and free of debris.\u003c/p>\n\u003cp>The concern was that the unwanted behavior would be hidden from view by parked cars. A few years ago, city officials removed parking \u003ca href=\"http://www.sfgate.com/bayarea/nevius/article/Banning-parking-on-Tenderloin-block-drives-5208612.php\" target=\"_blank\">from a notorious block of Turk Street\u003c/a>, hoping that the open view would deter crime.\u003c/p>\n\u003cp>San Francisco Police capt. Teresa Ewins, who oversees the Tenderloin police district, said combined with enforcement, the parking removal on Turk has been a success. She said drug dealing and violence are especially a concern on Golden Gate Avenue around Leavenworth Street, an area listed as one of the \"action zones\" for improvements under the city's \u003ca href=\"http://investsf.org/neighborhoods/central-market/\" target=\"_blank\">Central Market/Tenderloin Strategy\u003c/a>.\u003c/p>\n\u003cp>\"We've really concentrated on making a safe passage for people coming and going on Leavenworth, kids coming from school and people trying to get to the programs there,\" said Ewins.\u003c/p>\n\u003cp>A street monitor who is part of the \u003ca href=\"http://tenderloinsafepassage.org/\" target=\"_blank\">Tenderloin Safe Passage\u003c/a> program is regularly stationed at that intersection, which is near the De Marillac Academy and other organizations that serve youth.\u003c/p>\n\u003cp>Ewins said she hopes the street improvements will \"slow people down\" and that vehicles will no longer race through the neighborhood.\u003c/p>\n\u003cp>Parking removal was not considered for this plan on Golden Gate, according to an SFMTA official, partly because the project was meant to be \"quick and effective.\" But a grander plan for Golden Gate is expected to be considered in the future, along with improvements west of Van Ness.\u003c/p>\n\u003cp>Supervisor Jane Kim, who represents the Tenderloin, told the SFMTA's board that Golden Gate Avenue is experiencing a transformation, with new businesses and nonprofits. On Thursday, 826 Valencia -- the youth organization started by author Dave Eggers -- was set to open \u003ca href=\"http://826valencia.org/our-programs/tenderloin-center/\" target=\"_blank\">a new youth writing center\u003c/a> at the former site of what Kim has called \"one of the worst liquor stores in the city.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"To be complemented with a bike lane and pedestrian safety improvements will really just help to reactivate this street,\" said Kim.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Feds Could Help Fund 2nd BART Tube -- But Project Is a Long Way Off",
"title": "Feds Could Help Fund 2nd BART Tube -- But Project Is a Long Way Off",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>The nation's top transportation official says the federal government will be ready to help if the Bay Area seeks funding for a second transbay BART tube.\u003c/p>\n\u003cp>Anthony Foxx visited San Francisco on Wednesday, and in response to a question about the federal government's willingness to fund such a project, here's what he said:\u003c/p>\n\u003cp>“We rely very heavily on the consensus to form at the local level for various transit projects, and I think we’ve shown a willingness to take some pretty aggressive steps to help, and I would expect this to be no different.”\u003c/p>\n\u003cp>Since the first tube opened in 1974, the Bay Area’s population has swelled from 4.3 million to 7.6 million today. During the same period, the number of weekday trips on BART has grown nearly eightfold, from an average of 57,000 to 434,000. \u003c/p>\n\u003cp>As the system has gotten busier and congestion has gotten worse on the region's freeways, transportation planners have floated the idea of building a second tube to ease overcrowding on BART and roadways. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://www.spur.org/publications/white-paper/2016-02-10/designing-bay-areas-second-transbay-rail-crossing\" target=\"_blank\">One recent proposal\u003c/a>, issued in February by the San Francisco Bay Area Planning and Urban Research Association, suggested a new tube might accommodate both BART and other high-speed rail systems.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson Randy Rentschler said Wednesday a second tube is an achievable goal -- but it’s a long way out.\u003c/p>\n\u003cp>“The process here is just so difficult to get through legally, but the other reason is that it's very difficult to raise that level of money,” Rentschler said.\u003c/p>\n\u003cp>Numerous stakeholders would have to agree to a second tube and the MTC would have to line up money from numerous sources beyond the federal government. \u003c/p>\n\u003cp>Renstchler said that 10 years ago, a second tube seemed like a “pie-in-the-sky” idea. But because people have seen BART’s recent crowding, Renstchler thinks there will be increased support.\u003c/p>\n\u003cp>Secretary Foxx was in town to hear San Francisco’s proposal for the Department of Transportation's \u003ca href=\"https://www.transportation.gov/smartcity\" target=\"_blank\">Smart Cities Challenge\u003c/a> -- a nationwide competition challenging local governments to develop plans to integrate new technologies -- such as self-driving cars, \"connected\" vehicles and smart sensors -- into their transportation network. \u003c/p>\n\u003cp>San Francisco is one of seven finalists in the contest; \u003ca href=\"https://www.transportation.gov/sites/dot.gov/files/docs/San%20Francisco%20Vision%20Narrative.pdf\" target=\"_blank\">its proposal\u003c/a> involves sponsoring a competition among the city's neighborhoods for a pilot project testing a blend of methods to ease traffic congestion and make streets safer. \u003c/p>\n\u003cp>Other finalists include Austin, Texas; Columbus, Ohio; Denver, Colorado; Kansas City, Missouri; Pittsburgh, Pennsylvania; and Portland, Oregon. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The winning city receives up to $40 million to fund its proposal. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The nation's top transportation official says the federal government will be ready to help if the Bay Area seeks funding for a second transbay BART tube.\u003c/p>\n\u003cp>Anthony Foxx visited San Francisco on Wednesday, and in response to a question about the federal government's willingness to fund such a project, here's what he said:\u003c/p>\n\u003cp>“We rely very heavily on the consensus to form at the local level for various transit projects, and I think we’ve shown a willingness to take some pretty aggressive steps to help, and I would expect this to be no different.”\u003c/p>\n\u003cp>Since the first tube opened in 1974, the Bay Area’s population has swelled from 4.3 million to 7.6 million today. During the same period, the number of weekday trips on BART has grown nearly eightfold, from an average of 57,000 to 434,000. \u003c/p>\n\u003cp>As the system has gotten busier and congestion has gotten worse on the region's freeways, transportation planners have floated the idea of building a second tube to ease overcrowding on BART and roadways. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://www.spur.org/publications/white-paper/2016-02-10/designing-bay-areas-second-transbay-rail-crossing\" target=\"_blank\">One recent proposal\u003c/a>, issued in February by the San Francisco Bay Area Planning and Urban Research Association, suggested a new tube might accommodate both BART and other high-speed rail systems.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson Randy Rentschler said Wednesday a second tube is an achievable goal -- but it’s a long way out.\u003c/p>\n\u003cp>“The process here is just so difficult to get through legally, but the other reason is that it's very difficult to raise that level of money,” Rentschler said.\u003c/p>\n\u003cp>Numerous stakeholders would have to agree to a second tube and the MTC would have to line up money from numerous sources beyond the federal government. \u003c/p>\n\u003cp>Renstchler said that 10 years ago, a second tube seemed like a “pie-in-the-sky” idea. But because people have seen BART’s recent crowding, Renstchler thinks there will be increased support.\u003c/p>\n\u003cp>Secretary Foxx was in town to hear San Francisco’s proposal for the Department of Transportation's \u003ca href=\"https://www.transportation.gov/smartcity\" target=\"_blank\">Smart Cities Challenge\u003c/a> -- a nationwide competition challenging local governments to develop plans to integrate new technologies -- such as self-driving cars, \"connected\" vehicles and smart sensors -- into their transportation network. \u003c/p>\n\u003cp>San Francisco is one of seven finalists in the contest; \u003ca href=\"https://www.transportation.gov/sites/dot.gov/files/docs/San%20Francisco%20Vision%20Narrative.pdf\" target=\"_blank\">its proposal\u003c/a> involves sponsoring a competition among the city's neighborhoods for a pilot project testing a blend of methods to ease traffic congestion and make streets safer. \u003c/p>\n\u003cp>Other finalists include Austin, Texas; Columbus, Ohio; Denver, Colorado; Kansas City, Missouri; Pittsburgh, Pennsylvania; and Portland, Oregon. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The winning city receives up to $40 million to fund its proposal. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As the Bay Area celebrated Bike to Work Day last Thursday, Berkeley was inaugurating a new “protected” bike lane near the scene of a harrowing February collision involving a cyclist and an allegedly DUI motorist.\u003c/p>\n\u003cp>Bike East Bay had pushed hard for the lane, which separates cyclists from motorized traffic and does not allow cars and trucks. The advocacy group stepped up its calls after Berkeley scientist and new mother Megan Schwarzman was nearly killed while cycling along Fulton.\u003c/p>\n\u003cp>Schwarzman’s husband, Mike Wilson, addressed the Berkeley City Council in March and asked for speedy action. (He and his wife are avid cyclists and were members of Bike East Bay at the time of the crash.)\u003c/p>\n\u003cp>“You can imagine the strain on our family as Meg struggled to live through the first 12 hours, with a bleeding liver, 20 fractured ribs, a smashed pelvis, two partially collapsed lungs, and complex facial fractures,” he told the council. “Let’s learn from what happened here and implement the long-overdue improvements in bicycle and pedestrian safety that are already embodied in Berkeley’s bicycle plan and downtown plan. Meg and I will thank you, as will the thousands of cyclists and pedestrians who rely on your decisions to keep them and their families safe.”\u003c/p>\n\u003cp>Wilson also noted that the driver who ran over his wife was alleged to have been impaired, which “contributed to the severity of the collision.” But he said that better traffic planning would be critical in making a difference in the long run as far as safety for cyclists and drivers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Read the full story at Berkeleyside:\u003c/em>\u003cbr>\n\u003ca href=\"http://www.berkeleyside.com/2016/05/12/bike-lane-opens-in-berkeley-by-near-fatal-crash-site-no-charges-filed-yet-against-driver-who-police-say-was-high/\" target=\"_blank\">\u003cstrong>New bike lane opens at site of cyclist's near-fatal crash\u003c/strong>\u003c/a>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As the Bay Area celebrated Bike to Work Day last Thursday, Berkeley was inaugurating a new “protected” bike lane near the scene of a harrowing February collision involving a cyclist and an allegedly DUI motorist.\u003c/p>\n\u003cp>Bike East Bay had pushed hard for the lane, which separates cyclists from motorized traffic and does not allow cars and trucks. The advocacy group stepped up its calls after Berkeley scientist and new mother Megan Schwarzman was nearly killed while cycling along Fulton.\u003c/p>\n\u003cp>Schwarzman’s husband, Mike Wilson, addressed the Berkeley City Council in March and asked for speedy action. (He and his wife are avid cyclists and were members of Bike East Bay at the time of the crash.)\u003c/p>\n\u003cp>“You can imagine the strain on our family as Meg struggled to live through the first 12 hours, with a bleeding liver, 20 fractured ribs, a smashed pelvis, two partially collapsed lungs, and complex facial fractures,” he told the council. “Let’s learn from what happened here and implement the long-overdue improvements in bicycle and pedestrian safety that are already embodied in Berkeley’s bicycle plan and downtown plan. Meg and I will thank you, as will the thousands of cyclists and pedestrians who rely on your decisions to keep them and their families safe.”\u003c/p>\n\u003cp>Wilson also noted that the driver who ran over his wife was alleged to have been impaired, which “contributed to the severity of the collision.” But he said that better traffic planning would be critical in making a difference in the long run as far as safety for cyclists and drivers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Apple Invests $1 Billion In Chinese Ride-Hailing App",
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"content": "\u003cp>Apple Inc. is investing $1 billion in Didi Chuxing, China's most popular ride-hailing app.\u003c/p>\n\u003cp>It's a striking foray into the Chinese market — where Apple has recently faced strategic challenges — and a possible hint as to Apple's continued interest in the world of transportation. The company has \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">widely been rumored\u003c/a> to be working on self-driving cars.\u003c/p>\n\u003cp>Didi Chuxing, previously known as Didi Kuaidi, is a major competitor of Uber, which is \u003ca href=\"https://www.theguardian.com/technology/2016/feb/18/uber-ceo-company-losing-1-billion-a-year-compete-in-china\">spending big\u003c/a> to try to break into China.\u003c/p>\n\u003cp>By investing in the company, Apple joins Web giants Alibaba Group (an e-commerce company) and Tencent Holdings (a game and entertainment service), Didi Chuxing said in \u003ca href=\"http://www.prnewswire.com/news-releases/didi-chuxing-announces-progress-in-current-fundraising-round-300268199.html#continue-jump\">its announcement Friday\u003c/a>. But Apple's investment is the single biggest infusion of cash in the company.\u003c/p>\n\u003cp>The ride-hailing company says it has 300 million customers in 400 cities, and claims to hold \"over 87 percent market share in private car-hailing and over 99 percent market share in taxi-hailing.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>'A Chance To Learn More' About China\u003c/strong>\u003c/p>\n\u003cp>Apple has hit some trouble in the Chinese market recently.\u003c/p>\n\u003cp>Last month, \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475240876/apple-s-movies-and-books-services-are-closed-in-china\">as we reported on the Two-Way\u003c/a>, China shut down Apple's movie and book stores on iTunes — after they'd been open only for about six months.\u003c/p>\n\u003cp>And in general, Apple is vulnerable to changes of heart in China, as NPR's Aarti Shahani \u003ca href=\"http://www.npr.org/2016/04/29/476203963/apples-lousy-week-could-signal-times-of-trouble-for-tech-giant\">reported two weeks ago\u003c/a>. That's one reason billionaire investor Carl Icahn dropped his shares in Apple, Shahani said:\u003c/p>\n\u003cp>\"Apple is really dependent on China. It's the second-largest market after the U.S., and Icahn says the Chinese government could suddenly change its mind, close the doors and make it very difficult for Apple to sell there,\" she explained.\u003c/p>\n\u003cp>Meanwhile, lower sales in China contributed to Apple's first revenue drop in more than a decade.\u003c/p>\n\u003cp>Apple CEO Tim Cook \u003ca href=\"http://www.reuters.com/article/us-apple-china-idUSKCN0Y404W\">told Reuters\u003c/a> that the company saw the investment in Didi Chuxing as \"a chance to learn more about certain segments of the China market,\" as well as an opportunity to make a profit.\u003c/p>\n\u003cp>And analyst Ben Bajarin told the wire service that the move is also an investment in Apple's relationship with the Chinese government. Here's Reuters again:\u003c/p>\n\u003cblockquote>\u003cp>\" 'This is as much about sending signals about their seriousness in that country as it is about helping Didi build a ride-sharing platform,' [Bajarin] said.\u003c/p>\n\u003cp>\"Didi Chuxing is a poster child for Chinese technology, a critical sector in Beijing's goal to shift the economy toward higher-value services.\u003c/p>\n\u003cp>\"Didi Chuxing executives have met with some of China's top leaders, including President Xi Jinping last December.\"\u003c/p>\u003c/blockquote>\n\u003cp>Another industry expert, Mark Natkin, \u003ca href=\"http://www.nytimes.com/2016/05/14/technology/apple-uber-didi-chuxing.html?_r=0\">tells the New York Times\u003c/a> that \"making a sizable investment in a leading Chinese I.T. company will buy [Apple] a lot of good will.\"\u003c/p>\n\u003cp>Cook will be heading to China later this month on a high-profile visit.\u003c/p>\n\u003cp>\u003cstrong>What's Driving An Investment In Ride-Hailing?\u003c/strong>\u003c/p>\n\u003cp>Meanwhile, other industry-watchers were struck by the fact that the investment — the largest Apple has made \u003ca href=\"http://www.wsj.com/articles/apple-invests-1-billion-in-didi-ubers-rival-in-china-1463106590\">since acquiring Beats Electronics in 2014\u003c/a> — was in a ride-hailing app.\u003c/p>\n\u003cp>Apple's potential interest in the transportation sector, particularly in self-driving cars, has been the topic of \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">many rumors\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/business/la-fi-apple-china-didi-20160512-snap-story.html\">The Los Angeles Times\u003c/a> reports on potential connections to cutting a deal with Didi Chuxing:\u003c/p>\n\u003cblockquote>\u003cp>\"Chinese analysts also speculate that Apple might be interested in tapping Didi's massive trove of data on ride-hailing and car usage to inform Apple's own development of a high-tech, self-driving car, which has long been rumored. Map services are another conceivable area of cooperation.\"\u003c/p>\u003c/blockquote>\n\u003cp>Cook told Reuters that, for now, when it comes to the car business, Apple was focused on the CarPlay system for linking smartphones to car dashboards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We will have to see what the future holds,\" he told the wire service.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Apple+Invests+%241+Billion+In+Chinese+Ride-Hailing+App&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Apple Inc. is investing $1 billion in Didi Chuxing, China's most popular ride-hailing app.\u003c/p>\n\u003cp>It's a striking foray into the Chinese market — where Apple has recently faced strategic challenges — and a possible hint as to Apple's continued interest in the world of transportation. The company has \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">widely been rumored\u003c/a> to be working on self-driving cars.\u003c/p>\n\u003cp>Didi Chuxing, previously known as Didi Kuaidi, is a major competitor of Uber, which is \u003ca href=\"https://www.theguardian.com/technology/2016/feb/18/uber-ceo-company-losing-1-billion-a-year-compete-in-china\">spending big\u003c/a> to try to break into China.\u003c/p>\n\u003cp>By investing in the company, Apple joins Web giants Alibaba Group (an e-commerce company) and Tencent Holdings (a game and entertainment service), Didi Chuxing said in \u003ca href=\"http://www.prnewswire.com/news-releases/didi-chuxing-announces-progress-in-current-fundraising-round-300268199.html#continue-jump\">its announcement Friday\u003c/a>. But Apple's investment is the single biggest infusion of cash in the company.\u003c/p>\n\u003cp>The ride-hailing company says it has 300 million customers in 400 cities, and claims to hold \"over 87 percent market share in private car-hailing and over 99 percent market share in taxi-hailing.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>'A Chance To Learn More' About China\u003c/strong>\u003c/p>\n\u003cp>Apple has hit some trouble in the Chinese market recently.\u003c/p>\n\u003cp>Last month, \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475240876/apple-s-movies-and-books-services-are-closed-in-china\">as we reported on the Two-Way\u003c/a>, China shut down Apple's movie and book stores on iTunes — after they'd been open only for about six months.\u003c/p>\n\u003cp>And in general, Apple is vulnerable to changes of heart in China, as NPR's Aarti Shahani \u003ca href=\"http://www.npr.org/2016/04/29/476203963/apples-lousy-week-could-signal-times-of-trouble-for-tech-giant\">reported two weeks ago\u003c/a>. That's one reason billionaire investor Carl Icahn dropped his shares in Apple, Shahani said:\u003c/p>\n\u003cp>\"Apple is really dependent on China. It's the second-largest market after the U.S., and Icahn says the Chinese government could suddenly change its mind, close the doors and make it very difficult for Apple to sell there,\" she explained.\u003c/p>\n\u003cp>Meanwhile, lower sales in China contributed to Apple's first revenue drop in more than a decade.\u003c/p>\n\u003cp>Apple CEO Tim Cook \u003ca href=\"http://www.reuters.com/article/us-apple-china-idUSKCN0Y404W\">told Reuters\u003c/a> that the company saw the investment in Didi Chuxing as \"a chance to learn more about certain segments of the China market,\" as well as an opportunity to make a profit.\u003c/p>\n\u003cp>And analyst Ben Bajarin told the wire service that the move is also an investment in Apple's relationship with the Chinese government. Here's Reuters again:\u003c/p>\n\u003cblockquote>\u003cp>\" 'This is as much about sending signals about their seriousness in that country as it is about helping Didi build a ride-sharing platform,' [Bajarin] said.\u003c/p>\n\u003cp>\"Didi Chuxing is a poster child for Chinese technology, a critical sector in Beijing's goal to shift the economy toward higher-value services.\u003c/p>\n\u003cp>\"Didi Chuxing executives have met with some of China's top leaders, including President Xi Jinping last December.\"\u003c/p>\u003c/blockquote>\n\u003cp>Another industry expert, Mark Natkin, \u003ca href=\"http://www.nytimes.com/2016/05/14/technology/apple-uber-didi-chuxing.html?_r=0\">tells the New York Times\u003c/a> that \"making a sizable investment in a leading Chinese I.T. company will buy [Apple] a lot of good will.\"\u003c/p>\n\u003cp>Cook will be heading to China later this month on a high-profile visit.\u003c/p>\n\u003cp>\u003cstrong>What's Driving An Investment In Ride-Hailing?\u003c/strong>\u003c/p>\n\u003cp>Meanwhile, other industry-watchers were struck by the fact that the investment — the largest Apple has made \u003ca href=\"http://www.wsj.com/articles/apple-invests-1-billion-in-didi-ubers-rival-in-china-1463106590\">since acquiring Beats Electronics in 2014\u003c/a> — was in a ride-hailing app.\u003c/p>\n\u003cp>Apple's potential interest in the transportation sector, particularly in self-driving cars, has been the topic of \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">many rumors\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/business/la-fi-apple-china-didi-20160512-snap-story.html\">The Los Angeles Times\u003c/a> reports on potential connections to cutting a deal with Didi Chuxing:\u003c/p>\n\u003cblockquote>\u003cp>\"Chinese analysts also speculate that Apple might be interested in tapping Didi's massive trove of data on ride-hailing and car usage to inform Apple's own development of a high-tech, self-driving car, which has long been rumored. Map services are another conceivable area of cooperation.\"\u003c/p>\u003c/blockquote>\n\u003cp>Cook told Reuters that, for now, when it comes to the car business, Apple was focused on the CarPlay system for linking smartphones to car dashboards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We will have to see what the future holds,\" he told the wire service.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Apple+Invests+%241+Billion+In+Chinese+Ride-Hailing+App&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>When Bay Area Bike Share \u003ca href=\"http://ww2.kqed.org/news/2015/04/03/bay-area-bike-share-to-reach-east-bay-under-proposed-expansion/\" target=\"_blank\" rel=\"noopener\">announced the system’s tenfold expansion\u003c/a> nearly a year ago, some bike advocates and city officials in San Mateo and Santa Clara counties were disappointed to hear Peninsula cities wouldn’t be included unless they covered the costs.\u003c/p>\n\u003cp>But now the city of San Mateo is launching its own bike share pilot that transportation officials say might serve as a better model for suburban communities.\u003c/p>\n\u003cp>The San Mateo system, called \u003ca href=\"http://baybikeshare.com/\" target=\"_blank\" rel=\"noopener\">Bay Bikes\u003c/a>, launched on Bike to Work Day Thursday with 50 bicycles at 11 stations. Though small, what makes this bike share system different is that the bikes are locked on bike racks. There are no docking stations.\u003c/p>\n\u003cp>“We think it’s an amazing model for a city like San Mateo,” said Kathy Kleinbaum, San Mateo’s interim economic development manager, who is overseeing the program.\u003c/p>\n\u003cp>Riders can find and reserve a bike using a mobile app through New York-based \u003ca href=\"http://socialbicycles.com/\" target=\"_blank\" rel=\"noopener\">Social Bicycles\u003c/a>, which designed and manufactured the bikes. Designated bike racks, or stations, have been placed around transit hubs, large employers and commercial districts.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>You can actually lock the bike to any bike rack, but there is a $3 fee if it’s not parked at or near a bike station.\u003c/p>\n\u003cp>“I love these bikes, because I have the option of locking them anywhere in the city instead of bringing it back to a station. It really gives the flexibility to ride where I want when I want,” Ken Chin, San Mateo’s former transportation planner, said in a press release. \u003c/p>\n\u003cp>Shiloh Ballard, executive director of the \u003ca href=\"https://bikesiliconvalley.org/\" target=\"_blank\" rel=\"noopener\">Silicon Valley Bicycle Coalition\u003c/a>, said this type of system may also cost less, and involves a less cumbersome permitting process.\u003c/p>\n\u003cp>“We’re really excited,” said Ballard. “Between these different systems, you may have different models that work better for a more urbanized area, versus a more suburban community.”\u003c/p>\n\u003cp>Eventually, Kleinbaum says, it might be possible to integrate Bay Area Bike Share and Bay Bikes, and allow users to access both systems with a future version of the Clipper Card, which is used to pay transit fares electronically in the Bay Area. For now, people have to sign up separately.\u003c/p>\n\u003cp>Transportation officials cited low ridership last year for not wanting to include Bay Area Bike Share’s expansion to Palo Alto, Redwood City and Mountain View, which are pilot cities.\u003c/p>\n\u003cp>But Ballard said the key to making bike share work is the number of bikes and the density of docking stations, and “one can, I think, make the argument that we didn’t put enough bikes there and we didn’t put enough pods there.”\u003c/p>\n\u003cp>Ballard said the number of people biking is increasing in Santa Clara and San Mateo counties, due in part to better bike infrastructure. For Bike to Work Day, Ballard said the organization counted an 18 percent increase in bike commuters compared to last year, from 30,000 to 35,000. \u003c/p>\n\u003cp>The three Peninsula cities where Bay Area Bike Share was piloted have to decide soon whether to continue with the system, which will get a different name and branding to reflect its corporate sponsor when it expands to 7,000 bikes at 700 stations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission recently announced that $4.5 million in grants will be available to help cities fund bike share outside of the program’s expansion area, but the money does not cover operations, according to Palo Alto city officials.\u003c/p>\n\u003cp>Kleinbaum says those cities will be following San Mateo’s pilot closely. Similar bike share programs using Social Bicycles operate in Santa Monica, Long Beach and several cities in the U.S. and across the globe. The San Mateo system is being run by a San Francisco-based company called \u003ca href=\"http://bikesmakelifebetter.com/\" target=\"_blank\" rel=\"noopener\">Bikes Make Life Better\u003c/a>.\u003c/p>\n\u003cp>The system, which cost the city $350,000, will run as a pilot program for three years. But Kleinbaum says if it proves popular, it could be expanded sooner. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We’ve had a lot of interested people,” said Kleinbaum. “We’re just keeping our fingers crossed and hope that it goes smoothly.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When Bay Area Bike Share \u003ca href=\"http://ww2.kqed.org/news/2015/04/03/bay-area-bike-share-to-reach-east-bay-under-proposed-expansion/\" target=\"_blank\" rel=\"noopener\">announced the system’s tenfold expansion\u003c/a> nearly a year ago, some bike advocates and city officials in San Mateo and Santa Clara counties were disappointed to hear Peninsula cities wouldn’t be included unless they covered the costs.\u003c/p>\n\u003cp>But now the city of San Mateo is launching its own bike share pilot that transportation officials say might serve as a better model for suburban communities.\u003c/p>\n\u003cp>The San Mateo system, called \u003ca href=\"http://baybikeshare.com/\" target=\"_blank\" rel=\"noopener\">Bay Bikes\u003c/a>, launched on Bike to Work Day Thursday with 50 bicycles at 11 stations. Though small, what makes this bike share system different is that the bikes are locked on bike racks. There are no docking stations.\u003c/p>\n\u003cp>“We think it’s an amazing model for a city like San Mateo,” said Kathy Kleinbaum, San Mateo’s interim economic development manager, who is overseeing the program.\u003c/p>\n\u003cp>Riders can find and reserve a bike using a mobile app through New York-based \u003ca href=\"http://socialbicycles.com/\" target=\"_blank\" rel=\"noopener\">Social Bicycles\u003c/a>, which designed and manufactured the bikes. Designated bike racks, or stations, have been placed around transit hubs, large employers and commercial districts.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>You can actually lock the bike to any bike rack, but there is a $3 fee if it’s not parked at or near a bike station.\u003c/p>\n\u003cp>“I love these bikes, because I have the option of locking them anywhere in the city instead of bringing it back to a station. It really gives the flexibility to ride where I want when I want,” Ken Chin, San Mateo’s former transportation planner, said in a press release. \u003c/p>\n\u003cp>Shiloh Ballard, executive director of the \u003ca href=\"https://bikesiliconvalley.org/\" target=\"_blank\" rel=\"noopener\">Silicon Valley Bicycle Coalition\u003c/a>, said this type of system may also cost less, and involves a less cumbersome permitting process.\u003c/p>\n\u003cp>“We’re really excited,” said Ballard. “Between these different systems, you may have different models that work better for a more urbanized area, versus a more suburban community.”\u003c/p>\n\u003cp>Eventually, Kleinbaum says, it might be possible to integrate Bay Area Bike Share and Bay Bikes, and allow users to access both systems with a future version of the Clipper Card, which is used to pay transit fares electronically in the Bay Area. For now, people have to sign up separately.\u003c/p>\n\u003cp>Transportation officials cited low ridership last year for not wanting to include Bay Area Bike Share’s expansion to Palo Alto, Redwood City and Mountain View, which are pilot cities.\u003c/p>\n\u003cp>But Ballard said the key to making bike share work is the number of bikes and the density of docking stations, and “one can, I think, make the argument that we didn’t put enough bikes there and we didn’t put enough pods there.”\u003c/p>\n\u003cp>Ballard said the number of people biking is increasing in Santa Clara and San Mateo counties, due in part to better bike infrastructure. For Bike to Work Day, Ballard said the organization counted an 18 percent increase in bike commuters compared to last year, from 30,000 to 35,000. \u003c/p>\n\u003cp>The three Peninsula cities where Bay Area Bike Share was piloted have to decide soon whether to continue with the system, which will get a different name and branding to reflect its corporate sponsor when it expands to 7,000 bikes at 700 stations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission recently announced that $4.5 million in grants will be available to help cities fund bike share outside of the program’s expansion area, but the money does not cover operations, according to Palo Alto city officials.\u003c/p>\n\u003cp>Kleinbaum says those cities will be following San Mateo’s pilot closely. Similar bike share programs using Social Bicycles operate in Santa Monica, Long Beach and several cities in the U.S. and across the globe. The San Mateo system is being run by a San Francisco-based company called \u003ca href=\"http://bikesmakelifebetter.com/\" target=\"_blank\" rel=\"noopener\">Bikes Make Life Better\u003c/a>.\u003c/p>\n\u003cp>The system, which cost the city $350,000, will run as a pilot program for three years. But Kleinbaum says if it proves popular, it could be expanded sooner. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We’ve had a lot of interested people,” said Kleinbaum. “We’re just keeping our fingers crossed and hope that it goes smoothly.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How Your Bicycling Data Can Help San Francisco (and Other Cities) Build Safer Streets",
"title": "How Your Bicycling Data Can Help San Francisco (and Other Cities) Build Safer Streets",
"headTitle": "State of Health | KQED News",
"content": "\u003cp>Cyclists often find themselves pedaling between huge trucks and speeding cars or stranded when protected bike lanes abruptly end at busy intersections.\u003c/p>\n\u003cp>Chris Cassidy moved to San Francisco in 2005. He used to cycle through Market Street, a busy downtown thoroughfare.\u003c/p>\n\u003cp>\"It was definitely the kind of biking experience that was really only for some of the more courageous among us,\" he says. \"You would be sharing a lane with much larger vehicles going faster than you when people were not as used to sharing the lane.\"\u003c/p>\n\u003cp>Before San Francisco, Cassidy was in Washington, D.C., where he said he was hit by taxi doors twice when he was cycling in the protected lanes.\u003c/p>\n\u003cp>\"They just stopped, and the passenger opened the door to the bike lane,\" he says.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Cyclists and pedestrians often pass on knowledge about which roads or intersections to avoid through word of mouth or social media.\u003c/p>\n\u003cp>Now some cities and companies are experimenting with technology to record that information — which can be crucial in helping design or improve bike and pedestrian paths. And transportation planners are turning to data from apps that cyclists and runners use to track themselves.\u003c/p>\n\u003cp>With the exploding popularity in bikes and many millennials' \u003ca href=\"http://www.npr.org/2016/02/11/466178523/like-millennials-more-older-americans-steering-away-from-driving\" target=\"_blank\">distaste for driving\u003c/a>, the need for better streets is gaining attention.\u003c/p>\n\u003cp>\u003cstrong>What Does It Take To Build A Bike \u003c/strong>\u003cstrong>Lane?\u003c/strong>\u003c/p>\n\u003cp>San Francisco has a goal to eliminate traffic deaths by 2024. According to the \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/vision-zero-san-francisco.pdf\">city's \"Vision Zero\" report\u003c/a>, more than half of traffic deaths in the city are pedestrians, compared to 14 percent nationally.\u003c/p>\n\u003cp>Cassidy, now the spokesperson for the San Francisco Biking Coalition, says enforcement and smart engineering based on data are key to reaching that goal.\u003c/p>\n\u003cp>\"The first piece of data is where are injuries happening — where people are using streets currently and where they are doing so that is proving unsafe,\" he says.\u003c/p>\n\u003cp>Technology plays a big role in how that information is collected, says Jamie Parks, a manager with the city's Municipal Transportation Agency.\u003c/p>\n\u003cp>\"Whether it's data analysis to look at where crashes have occurred so we can improve safety, or analyzing bicycle counts to understand where demand is, or getting feedback from the public,\" Parks says.\u003c/p>\n\u003cp>The agency has issued an \u003ca href=\"https://www.sfmta.com/sites/default/files/reports/2016/Annual%20Bicycle%20Count%20Report%202015_04152016.pdf\" target=\"_blank\">annual bicycle count report\u003c/a> for over a decade now. Initially, it had to rely on sending people to count bicycles on the streets for a two-hour period.\u003c/p>\n\u003cp>Last year, the department added several automated bike counters that consist of a wire loop embedded in the pavement, allowing round-the-clock data collection with more accuracy.\u003c/p>\n\u003cp>Alex Dodds and Emiko Atherton from Smart Growth America are championing a new way of designing streets.\u003c/p>\n\u003cp>\"Historically roads have been built to facilitate the most number of cars as possible, and usually that means wide lanes, lots of space for cars to go faster,\" Dodds says. \"Often planners will add a bike lane. They'll just plop it on ... it's very unsafe for everyone.\"\u003c/p>\n\u003cp>The \u003ca href=\"http://www.smartgrowthamerica.org/complete-streets/complete-streets-fundamentals/complete-streets-faq\" target=\"_blank\">\"Complete Streets Approach\"\u003c/a> means building streets that accommodate the needs of a variety of users — drivers, cyclists, children and wheelchair users.\u003c/p>\n\u003cp>\"It doesn't mean every roadway is outfitted with a sidewalk or a bike lane, but there is a network that allows people to travel,\" Atherton says. \"So we start to look at patterns of how people are using roadways or what streets are bikers using.\"\u003c/p>\n\u003cp>The Department of Transportation does have national data from surveys \u003ca href=\"http://www.pedbikeinfo.org/data/factsheet_general.cfm\" target=\"_blank\">about who walks or bikes\u003c/a> and \u003ca href=\"http://www.pedbikeinfo.org/data/factsheet_crash.cfm\" target=\"_blank\">crash statistics\u003c/a>, but it may not be as helpful in determining which streets are used or in measuring effectiveness of street designs.\u003c/p>\n\u003cp>Dodds says Smart Growth America \u003ca href=\"http://www.smartgrowthamerica.org/best-complete-streets-policies-of-2015\" target=\"_blank\">published a report\u003c/a> last year that examined the outcome of the Complete Streets programs.\u003c/p>\n\u003cp>\"It was really hard for us to get answers because so few transportation agencies collect information about what happens after you added a bike lane,\" Dodds says. \"There is just not enough data out there about who is biking, and where they are biking, and where they walk.\"\u003c/p>\n\u003cp>\u003cstrong>Technology Taking A Crack At Data Collection\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_183727\" class=\"wp-caption aligncenter\" style=\"max-width: 1200px\">\u003cimg class=\"wp-image-183727 size-full\" src=\"http://ww2.kqed.org/stateofhealth/wp-content/uploads/sites/27/2016/05/sf-traffic.gif\" alt=\"A screenshot from Strava Metro, showcasing street-by-street visualizations of biking and commuting data.\" width=\"1200\" height=\"646\">\u003cfigcaption class=\"wp-caption-text\">A compilation of screenshots from Strava Metro, showcasing street-by-street visualizations of biking and commuting data. \u003ccite>(Courtesy: Strava)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Strava developed \u003ca href=\"https://www.strava.com/features\">software and an app\u003c/a> that allows cyclers and runners to track their journey and compare their achievements with others. It left the company with a huge database of how people move — and it decided to launch \u003ca href=\"http://metro.strava.com/\" target=\"_blank\">Strava Metro\u003c/a>, a service that shows movement street by street. Data from users is anonymized and aggregated.\u003c/p>\n\u003cp>The idea started, co-founder Michael Horvath says, when an employee in the Oregon Department of Transportation, who was also a Strava user, reached out to the company. She asked if the \u003ca href=\"http://bikeportland.org/2014/05/01/odot-embarks-on-big-data-project-with-purchase-of-strava-dataset-105375\" target=\"_blank\">department could use the data\u003c/a> that Strava collected. Six months later, Horvath launched Strava Metro.\u003c/p>\n\u003cp>\"Before you can make changes, you have to know what is going on,\" he says.\u003c/p>\n\u003cp>For example, Horvath says, Strava used the data to find out how pedestrians and cyclists get to the \u003ca href=\"http://www.travelportland.com/article/tilikum-crossing/\" target=\"_blank\">Tilikum Crossing\u003c/a>, a bridge that recently opened in Portland, Ore. It helped the city figure out where it should build pathways leading to the bridge.\u003c/p>\n\u003cfigure id=\"attachment_183723\" class=\"wp-caption aligncenter\" style=\"max-width: 1281px\">\u003cimg class=\"size-full wp-image-183723\" src=\"http://ww2.kqed.org/stateofhealth/wp-content/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930.png\" alt=\"A screenshot from the Strava Labs website shows the visualization of biking activity data around the world. The Strava Global Heatmap is free of charge for advocacy organizations and the general public to access online.\" width=\"1281\" height=\"899\" srcset=\"https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930.png 1281w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-400x281.png 400w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-800x561.png 800w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-768x539.png 768w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-1180x828.png 1180w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-960x674.png 960w\" sizes=\"(max-width: 1281px) 100vw, 1281px\">\u003cfigcaption class=\"wp-caption-text\">A screenshot from the Strava Labs website shows the visualization of biking activity data around the world. The Strava Global Heatmap is free of charge for advocacy organizations and the general public to access online. \u003ccite>(Courtesy: Strava)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Strava Metro is not the only database collecting such information. The San Francisco County Transportation Authority created a \u003ca href=\"http://www.sfcta.org/modeling-and-travel-forecasting/cycletracks-iphone-and-android\" target=\"_blank\">CycleTracks app\u003c/a> in 2009 to track biking route choices in the city and other cities from Austin to Toronto are using it to collect data.\u003c/p>\n\u003cp>\u003ca href=\"http://metro.strava.com/faq/\" target=\"_blank\">According to Strava\u003c/a>, over 6 million GPS-tracked activities are uploaded to its database every week from around the globe. The cost to its clients — which include state and local governments — depends on the number of Strava members in a particular area. The company charges the clients 80 cents per member for a year.\u003c/p>\n\u003cp>While Parks says he would love to have the data — especially about cross-platform transportation choices, he still has concerns.\u003c/p>\n\u003cp>\"People who use the Strava app may not be representative of the average cyclist in SF,\" Parks says. \"It might be for recreational routes.\"\u003c/p>\n\u003cp>But using technology to track demand for pedestrian or bike paths is already a leap from how engineers used to detect demand for sidewalks or pathways, Dodds says.\u003c/p>\n\u003cp>\"Sometimes if they build a new neighborhood but they don't put in enough sidewalks, people just walk where they wish to walk ... they cut the corner and kill all the grass,\" she says. \"That is one very straightforward way for engineers to say obviously people want a sidewalk here.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Zhai Yun Tan is a digital news intern.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Your+Workout+Data+Might+Be+Helping+Cities+Build+Safer+Streets&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Cyclists often find themselves pedaling between huge trucks and speeding cars or stranded when protected bike lanes abruptly end at busy intersections.\u003c/p>\n\u003cp>Chris Cassidy moved to San Francisco in 2005. He used to cycle through Market Street, a busy downtown thoroughfare.\u003c/p>\n\u003cp>\"It was definitely the kind of biking experience that was really only for some of the more courageous among us,\" he says. \"You would be sharing a lane with much larger vehicles going faster than you when people were not as used to sharing the lane.\"\u003c/p>\n\u003cp>Before San Francisco, Cassidy was in Washington, D.C., where he said he was hit by taxi doors twice when he was cycling in the protected lanes.\u003c/p>\n\u003cp>\"They just stopped, and the passenger opened the door to the bike lane,\" he says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cyclists and pedestrians often pass on knowledge about which roads or intersections to avoid through word of mouth or social media.\u003c/p>\n\u003cp>Now some cities and companies are experimenting with technology to record that information — which can be crucial in helping design or improve bike and pedestrian paths. And transportation planners are turning to data from apps that cyclists and runners use to track themselves.\u003c/p>\n\u003cp>With the exploding popularity in bikes and many millennials' \u003ca href=\"http://www.npr.org/2016/02/11/466178523/like-millennials-more-older-americans-steering-away-from-driving\" target=\"_blank\">distaste for driving\u003c/a>, the need for better streets is gaining attention.\u003c/p>\n\u003cp>\u003cstrong>What Does It Take To Build A Bike \u003c/strong>\u003cstrong>Lane?\u003c/strong>\u003c/p>\n\u003cp>San Francisco has a goal to eliminate traffic deaths by 2024. According to the \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/vision-zero-san-francisco.pdf\">city's \"Vision Zero\" report\u003c/a>, more than half of traffic deaths in the city are pedestrians, compared to 14 percent nationally.\u003c/p>\n\u003cp>Cassidy, now the spokesperson for the San Francisco Biking Coalition, says enforcement and smart engineering based on data are key to reaching that goal.\u003c/p>\n\u003cp>\"The first piece of data is where are injuries happening — where people are using streets currently and where they are doing so that is proving unsafe,\" he says.\u003c/p>\n\u003cp>Technology plays a big role in how that information is collected, says Jamie Parks, a manager with the city's Municipal Transportation Agency.\u003c/p>\n\u003cp>\"Whether it's data analysis to look at where crashes have occurred so we can improve safety, or analyzing bicycle counts to understand where demand is, or getting feedback from the public,\" Parks says.\u003c/p>\n\u003cp>The agency has issued an \u003ca href=\"https://www.sfmta.com/sites/default/files/reports/2016/Annual%20Bicycle%20Count%20Report%202015_04152016.pdf\" target=\"_blank\">annual bicycle count report\u003c/a> for over a decade now. Initially, it had to rely on sending people to count bicycles on the streets for a two-hour period.\u003c/p>\n\u003cp>Last year, the department added several automated bike counters that consist of a wire loop embedded in the pavement, allowing round-the-clock data collection with more accuracy.\u003c/p>\n\u003cp>Alex Dodds and Emiko Atherton from Smart Growth America are championing a new way of designing streets.\u003c/p>\n\u003cp>\"Historically roads have been built to facilitate the most number of cars as possible, and usually that means wide lanes, lots of space for cars to go faster,\" Dodds says. \"Often planners will add a bike lane. They'll just plop it on ... it's very unsafe for everyone.\"\u003c/p>\n\u003cp>The \u003ca href=\"http://www.smartgrowthamerica.org/complete-streets/complete-streets-fundamentals/complete-streets-faq\" target=\"_blank\">\"Complete Streets Approach\"\u003c/a> means building streets that accommodate the needs of a variety of users — drivers, cyclists, children and wheelchair users.\u003c/p>\n\u003cp>\"It doesn't mean every roadway is outfitted with a sidewalk or a bike lane, but there is a network that allows people to travel,\" Atherton says. \"So we start to look at patterns of how people are using roadways or what streets are bikers using.\"\u003c/p>\n\u003cp>The Department of Transportation does have national data from surveys \u003ca href=\"http://www.pedbikeinfo.org/data/factsheet_general.cfm\" target=\"_blank\">about who walks or bikes\u003c/a> and \u003ca href=\"http://www.pedbikeinfo.org/data/factsheet_crash.cfm\" target=\"_blank\">crash statistics\u003c/a>, but it may not be as helpful in determining which streets are used or in measuring effectiveness of street designs.\u003c/p>\n\u003cp>Dodds says Smart Growth America \u003ca href=\"http://www.smartgrowthamerica.org/best-complete-streets-policies-of-2015\" target=\"_blank\">published a report\u003c/a> last year that examined the outcome of the Complete Streets programs.\u003c/p>\n\u003cp>\"It was really hard for us to get answers because so few transportation agencies collect information about what happens after you added a bike lane,\" Dodds says. \"There is just not enough data out there about who is biking, and where they are biking, and where they walk.\"\u003c/p>\n\u003cp>\u003cstrong>Technology Taking A Crack At Data Collection\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_183727\" class=\"wp-caption aligncenter\" style=\"max-width: 1200px\">\u003cimg class=\"wp-image-183727 size-full\" src=\"http://ww2.kqed.org/stateofhealth/wp-content/uploads/sites/27/2016/05/sf-traffic.gif\" alt=\"A screenshot from Strava Metro, showcasing street-by-street visualizations of biking and commuting data.\" width=\"1200\" height=\"646\">\u003cfigcaption class=\"wp-caption-text\">A compilation of screenshots from Strava Metro, showcasing street-by-street visualizations of biking and commuting data. \u003ccite>(Courtesy: Strava)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Strava developed \u003ca href=\"https://www.strava.com/features\">software and an app\u003c/a> that allows cyclers and runners to track their journey and compare their achievements with others. It left the company with a huge database of how people move — and it decided to launch \u003ca href=\"http://metro.strava.com/\" target=\"_blank\">Strava Metro\u003c/a>, a service that shows movement street by street. Data from users is anonymized and aggregated.\u003c/p>\n\u003cp>The idea started, co-founder Michael Horvath says, when an employee in the Oregon Department of Transportation, who was also a Strava user, reached out to the company. She asked if the \u003ca href=\"http://bikeportland.org/2014/05/01/odot-embarks-on-big-data-project-with-purchase-of-strava-dataset-105375\" target=\"_blank\">department could use the data\u003c/a> that Strava collected. Six months later, Horvath launched Strava Metro.\u003c/p>\n\u003cp>\"Before you can make changes, you have to know what is going on,\" he says.\u003c/p>\n\u003cp>For example, Horvath says, Strava used the data to find out how pedestrians and cyclists get to the \u003ca href=\"http://www.travelportland.com/article/tilikum-crossing/\" target=\"_blank\">Tilikum Crossing\u003c/a>, a bridge that recently opened in Portland, Ore. It helped the city figure out where it should build pathways leading to the bridge.\u003c/p>\n\u003cfigure id=\"attachment_183723\" class=\"wp-caption aligncenter\" style=\"max-width: 1281px\">\u003cimg class=\"size-full wp-image-183723\" src=\"http://ww2.kqed.org/stateofhealth/wp-content/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930.png\" alt=\"A screenshot from the Strava Labs website shows the visualization of biking activity data around the world. The Strava Global Heatmap is free of charge for advocacy organizations and the general public to access online.\" width=\"1281\" height=\"899\" srcset=\"https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930.png 1281w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-400x281.png 400w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-800x561.png 800w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-768x539.png 768w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-1180x828.png 1180w, https://ww2.kqed.org/app/uploads/sites/27/2016/05/strava-2_custom-2f6758590b92dea22b66d9a4ff01d8ca61522930-960x674.png 960w\" sizes=\"(max-width: 1281px) 100vw, 1281px\">\u003cfigcaption class=\"wp-caption-text\">A screenshot from the Strava Labs website shows the visualization of biking activity data around the world. The Strava Global Heatmap is free of charge for advocacy organizations and the general public to access online. \u003ccite>(Courtesy: Strava)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Strava Metro is not the only database collecting such information. The San Francisco County Transportation Authority created a \u003ca href=\"http://www.sfcta.org/modeling-and-travel-forecasting/cycletracks-iphone-and-android\" target=\"_blank\">CycleTracks app\u003c/a> in 2009 to track biking route choices in the city and other cities from Austin to Toronto are using it to collect data.\u003c/p>\n\u003cp>\u003ca href=\"http://metro.strava.com/faq/\" target=\"_blank\">According to Strava\u003c/a>, over 6 million GPS-tracked activities are uploaded to its database every week from around the globe. The cost to its clients — which include state and local governments — depends on the number of Strava members in a particular area. The company charges the clients 80 cents per member for a year.\u003c/p>\n\u003cp>While Parks says he would love to have the data — especially about cross-platform transportation choices, he still has concerns.\u003c/p>\n\u003cp>\"People who use the Strava app may not be representative of the average cyclist in SF,\" Parks says. \"It might be for recreational routes.\"\u003c/p>\n\u003cp>But using technology to track demand for pedestrian or bike paths is already a leap from how engineers used to detect demand for sidewalks or pathways, Dodds says.\u003c/p>\n\u003cp>\"Sometimes if they build a new neighborhood but they don't put in enough sidewalks, people just walk where they wish to walk ... they cut the corner and kill all the grass,\" she says. \"That is one very straightforward way for engineers to say obviously people want a sidewalk here.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED The California Report",
"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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"amazon": "https://music.amazon.com/podcasts/26099305-72af-4542-9dde-ac1807fe36d5/kqed-s-the-california-report",
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"rss": "https://ww2.kqed.org/news/tag/tcram/feed/podcast"
}
},
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"id": "californiareportmagazine",
"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Magazine-Podcast-Tile-703x703-1.jpg",
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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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"rss": "https://ww2.kqed.org/news/tag/tcrmag/feed/podcast"
}
},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
"title": "Close All Tabs",
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/02/CAT_2_Tile-scaled.jpg",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
"link": "/podcasts/closealltabs",
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"code-switch-life-kit": {
"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"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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},
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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": {
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"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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"here-and-now": {
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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.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/hiddenbrain.jpg",
"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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"rss": "https://feeds.npr.org/510308/podcast.xml"
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},
"how-i-built-this": {
"id": "how-i-built-this",
"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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"amazon": "https://music.amazon.com/podcasts/6c3dd23c-93fb-4aab-97ba-1725fa6315f1/hyphenaci%C3%B3n",
"rss": "https://feeds.megaphone.fm/KQINC2275451163"
}
},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"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",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"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/",
"meta": {
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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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"spotify": "https://open.spotify.com/show/0OLWoyizopu6tY1XiuX70x",
"tuneIn": "https://tunein.com/radio/On-Our-Watch-p1436229/",
"stitcher": "https://www.stitcher.com/show/on-our-watch",
"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",
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