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"disqusTitle": "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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"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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"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": "\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",
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"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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"content": "\u003cdiv class=\"post-body\">\u003cp>\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\u003c/div>\u003c/p>",
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"content": "\u003cp>Pump up your tires, check your brakes and test those lights. Thursday, May 12, is the 22nd annual \u003ca href=\"http://youcanbikethere.com/\">Bay Area Bike to Work Day\u003c/a>. If you ever thought about saddling up for your morning commute, Thursday is probably the ideal day to take your bike out for a spin.\u003c/p>\n\u003cp>In recent years, Bay Area cities have installed bike lanes and paths along busy \u003ca href=\"http://www.mercurynews.com/bay-area-news/ci_29878099/cyclists-trump-cars-city-streets-and-not-just?source=infinite-up\">streets\u003c/a> — and \u003ca href=\"http://ww2.kqed.org/news/2016/05/09/bay-bridge-eastern-span-bike-path-now-set-to-open-in-september\">bridges\u003c/a> more recently. These routes will be dotted with approximately 400 energizer stations complete with mechanics, coffee, snacks and workshops on safety.\u003c/p>\n\u003cp>Hallie Baron, of the \u003ca href=\"https://bikesiliconvalley.org/\">Silicon Valley Bicycle Coalition, \u003c/a>estimates between 70,000 and 100,000 riders across the Bay Area's nine counties will participate.\u003c/p>\n\u003cp>\"It's a day to celebrate long-term bike commuters because of the impact they've had on their personal health and the environment,\" Baron said. \"Most importantly, it's a day to encourage people who want to try it for the first time.\"\u003c/p>\n\u003cp>The health and environmental impacts of commuting on two wheels are multifaceted. But Baron says it's also important to keep safety in mind. Here are a few basic tips for first-time riders:\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Map your route:\u003c/strong> Baron suggests \u003ca href=\"http://gis.mtc.ca.gov/btp/\">mapping out\u003c/a> a commute with routes that use only bike lanes. If that's not an option, consider biking part way. \"You could bike from your house to the bus,\" she says.\u003c/p>\n\u003cp>\u003cstrong>Stay aware:\u003c/strong> Whatever you do, Baron says, do not wear earbuds. Practice paying attention to your surroundings, \"Being aware of what's going on around you is very important as a cyclist. You have to be very defensive.\" It will make it a much more pleasant experience, she says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong> Make sure your bicycle is in good condition:\u003c/strong> \"The only thing that really impacts your ride to work is having a bicycle that is in shape.\" To ensure a pleasant ride, make sure your bike fits you properly and go in for a tuneup every year. Because if it falls apart on you in the middle of your commute, you're kind of stuck.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Pump up your tires, check your brakes and test those lights. Thursday, May 12, is the 22nd annual \u003ca href=\"http://youcanbikethere.com/\">Bay Area Bike to Work Day\u003c/a>. If you ever thought about saddling up for your morning commute, Thursday is probably the ideal day to take your bike out for a spin.\u003c/p>\n\u003cp>In recent years, Bay Area cities have installed bike lanes and paths along busy \u003ca href=\"http://www.mercurynews.com/bay-area-news/ci_29878099/cyclists-trump-cars-city-streets-and-not-just?source=infinite-up\">streets\u003c/a> — and \u003ca href=\"http://ww2.kqed.org/news/2016/05/09/bay-bridge-eastern-span-bike-path-now-set-to-open-in-september\">bridges\u003c/a> more recently. These routes will be dotted with approximately 400 energizer stations complete with mechanics, coffee, snacks and workshops on safety.\u003c/p>\n\u003cp>Hallie Baron, of the \u003ca href=\"https://bikesiliconvalley.org/\">Silicon Valley Bicycle Coalition, \u003c/a>estimates between 70,000 and 100,000 riders across the Bay Area's nine counties will participate.\u003c/p>\n\u003cp>\"It's a day to celebrate long-term bike commuters because of the impact they've had on their personal health and the environment,\" Baron said. \"Most importantly, it's a day to encourage people who want to try it for the first time.\"\u003c/p>\n\u003cp>The health and environmental impacts of commuting on two wheels are multifaceted. But Baron says it's also important to keep safety in mind. Here are a few basic tips for first-time riders:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Map your route:\u003c/strong> Baron suggests \u003ca href=\"http://gis.mtc.ca.gov/btp/\">mapping out\u003c/a> a commute with routes that use only bike lanes. If that's not an option, consider biking part way. \"You could bike from your house to the bus,\" she says.\u003c/p>\n\u003cp>\u003cstrong>Stay aware:\u003c/strong> Whatever you do, Baron says, do not wear earbuds. Practice paying attention to your surroundings, \"Being aware of what's going on around you is very important as a cyclist. You have to be very defensive.\" It will make it a much more pleasant experience, she says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong> Make sure your bicycle is in good condition:\u003c/strong> \"The only thing that really impacts your ride to work is having a bicycle that is in shape.\" To ensure a pleasant ride, make sure your bike fits you properly and go in for a tuneup every year. Because if it falls apart on you in the middle of your commute, you're kind of stuck.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Berkeley Weighs Protest Letter to Southwest Airlines After 'Arabic' Incident",
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"content": "\u003cp>\u003cstrong>Update, 1:15 p.m. Wednesday:\u003c/strong> Berkeley City Councilman Kriss Worthington reports he's holding off on his suggestion to send an official letter to Southwest Airlines protesting its treatment of an Arabic-speaking UC Berkeley student and asking the company to implement new anti-bias training. \u003c/p>\n\u003cp>In an email to KQED, Worthington said: \u003c/p>\n\u003cblockquote>\u003cp>\"I held the item over for two weeks as a courtesy because Southwestern has communicated with us that they are actively considering multiple effective ways to respond to the situation. They appear to be looking at what to say to Khairuldeen Makhzoomi and what training adjustments would be appropriate.\u003c/p>\n\u003cp>\"If they refuse to apologize or do not change trainings, we will send a letter to complain. If they take reasonable steps forward we would turn our letter into a thank you.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Original post Tuesday, May 10: \u003c/strong>Berkeley City Councilman Kriss Worthington says that what happened to Khairuldeen Makhzoomi on a Southwest Airlines jet last month shouldn't happen again to anyone.\u003c/p>\n\u003cp>Makhzoomi is the\u003ca href=\"http://www.dailycal.org/2016/04/14/uc-berkeley-student-questioned-refused-service-speaking-arabic-flight/\" target=\"_blank\"> UC Berkeley student\u003c/a> who was removed from a Southwest flight from Los Angeles to Oakland -- and then subjected to a search and interrogation by the FBI -- after a fellow passenger overheard him speaking Arabic.\u003c/p>\n\u003cp>[audio mp3=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/00117b5b.mp3\"][/audio]\u003c/p>\n\u003cp>“When you hear about instances like that, you need to try to change your policies to try to prevent it as much as possible,” says Worthington. “We’re trying to do that within our \u003ca href=\"http://ww2.kqed.org/news/2015/10/01/activists-say-berkeley-police-data-points-to-racial-profiling\" target=\"_blank\">city policies\u003c/a>, and we think it’s very important that Southwest Airlines do the same.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[contextly_sidebar id=\"Xu9asFNbaOvbOSbAh5CDrlVYH24EWsPt\"]\u003c/p>\n\u003cp>The Berkeley City Council is expected to vote Tuesday night on whether to send the letter.\u003c/p>\n\u003cp>The airline said in \u003ca href=\"http://swamedia.com/releases/statement-regarding-customer-situation-on-flight-4620?l=en-US\" target=\"_blank\">a statement\u003c/a> after the April 6 incident became public that an Arabic-speaking passenger reported \"what were perceived to be threatening comments\" to the plane's crew.\u003c/p>\n\u003cp>The statement added that Southwest \"responded by following protocol, as required by federal law, to investigate and report to law enforcement agencies any potential threat to civil aviation,\" and that the airline \"would not remove a passenger from a flight without a collaborative decision rooted in established procedures.\"\u003c/p>\n\u003cp>Southwest didn't respond to requests to elaborate on those procedures. Marketplace's \u003ca href=\"http://www.marketplace.org/2016/04/18/world/removed-flight\" target=\"_blank\">Tony Wagner\u003c/a> reached a similar dead-end with Southwest and five other major airlines.\u003c/p>\n\u003cp>Makhzoomi says he believes his use of a simple Arabic phrase -- \"Inshallah\" -- got him kicked off his flight. It means \"if God wills\" and serves a function roughly equivalent to \"knock on wood.\"\u003c/p>\n\u003cp>And if you've grown up in an Arabic-speaking, predominantly Muslim country, as Makhzoomi did -- he's an Iraqi refugee -- chances are the phrase is tossed around your home quite frequently.\u003c/p>\n\u003cp>Perhaps if Makhzoomi had said “knock on wood,” he would have flown out of Los Angeles without incident.\u003c/p>\n\u003cp>Instead, in an Arabic phone conversation with his uncle before his plane took off, Makhzoomi told him “inshallah,\" he would call him as soon as he landed safely.\u003c/p>\n\u003caside class=\"pullquote alignright\">'They didn’t treat me as a human being.'\u003ccite>UC Berkeley student Khairuldeen Makhzoomi\u003c/cite>\u003c/aside>\n\u003cp>The fellow passenger overheard, and soon, Makhzoomi was sitting in a room being interrogated by the FBI.\u003c/p>\n\u003cp>\"At some point they thought I'm a terrorist,\" says Makhzoomi. \"When they asked me about my bag, when they searched me. They treated me as a terrorist, honestly.\"\u003c/p>\n\u003cp>Makhzoomi says he was searched, patted down and sniffed by security dogs. He was repeatedly asked if he had additional luggage, if he carried a knife, and if he could share \"everything he knew about martyrdom.\"\u003c/p>\n\u003cp>Makhzoomi says he was upset by the distrust and disrespect he experienced right from the get-go.\u003c/p>\n\u003cp>“If you took me out, and you spoke with me in a very nice tone, in a very respectful tone, asking me about myself, just saying, 'This is just a security procedure. ... Would you like to tell me about yourself, and what's your name, and what you do, and what you study?' I would show him my ID and all of that, and they would know that that person is wrong,” says Makhzoomi. \"They didn't treat me as a human being.\"\u003c/p>\n\u003cp>Makhzoomi mentions his encounter with the Southwest employee who escorted him off the plane.\u003c/p>\n\u003cp>The employee -- whom the airline's statement described as an \"Arabic-speaking Southwest manager\" -- attempted to speak to Makhzoomi in Arabic. But Makhzoomi says the employee’s Arabic was so terrible he couldn’t understand it and had to ask to be addressed in English instead.\u003c/p>\n\u003cp>Switching to English, the employee asked Makhzoomi about his phone conversation. Makhzoomi explained he'd been talking to his uncle in Baghdad, telling him about a dinner event he'd attended at the World Affairs Council that featured \u003ca href=\"http://www.international.ucla.edu/burkle/event/11846\" target=\"_blank\">Ban Ki-moon\u003c/a>, secretary-general of the United Nations.\u003c/p>\n\u003cp>He showed the employee video footage of the dinner that he'd recorded on his phone.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=vyMt4gzsBrA&feature=youtu.be&t=45m\u003c/p>\n\u003cp>Makhzoomi says what happened next shocked him.\u003c/p>\n\u003cp>The employee began yelling at him, he says, asking, “Why would you speak in that language? Don't you know that [Arabic] is dangerous to speak in the airports, and what's happening in the airports around the world?”\u003c/p>\n\u003cp>Makhzoomi initially apologized, but when the manager began blaming him for the delay, he says he'd had enough. He replied that \u003cem>he\u003c/em> wasn't the cause for the delay, but that it was Islamophobia at work.\u003c/p>\n\u003cp>At that point, things got worse for Makhzoomi. He was told he would not be flown through Southwest Airlines that day. An officer called the FBI.\u003c/p>\n\u003cp>\"It left me nothing but to shed some tears because I cannot do anything,\" says Makhzoomi, \"When you feel that you are so oppressed that any move you will do, it will end up with you either shot or end up in jail.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Released, Makhzoomi flew back home on a different airline. When he got to Berkeley, he says, he spent the first few days in bed, wondering what he must have done wrong to have been treated the way Southwest treated him.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 1:15 p.m. Wednesday:\u003c/strong> Berkeley City Councilman Kriss Worthington reports he's holding off on his suggestion to send an official letter to Southwest Airlines protesting its treatment of an Arabic-speaking UC Berkeley student and asking the company to implement new anti-bias training. \u003c/p>\n\u003cp>In an email to KQED, Worthington said: \u003c/p>\n\u003cblockquote>\u003cp>\"I held the item over for two weeks as a courtesy because Southwestern has communicated with us that they are actively considering multiple effective ways to respond to the situation. They appear to be looking at what to say to Khairuldeen Makhzoomi and what training adjustments would be appropriate.\u003c/p>\n\u003cp>\"If they refuse to apologize or do not change trainings, we will send a letter to complain. If they take reasonable steps forward we would turn our letter into a thank you.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Original post Tuesday, May 10: \u003c/strong>Berkeley City Councilman Kriss Worthington says that what happened to Khairuldeen Makhzoomi on a Southwest Airlines jet last month shouldn't happen again to anyone.\u003c/p>\n\u003cp>Makhzoomi is the\u003ca href=\"http://www.dailycal.org/2016/04/14/uc-berkeley-student-questioned-refused-service-speaking-arabic-flight/\" target=\"_blank\"> UC Berkeley student\u003c/a> who was removed from a Southwest flight from Los Angeles to Oakland -- and then subjected to a search and interrogation by the FBI -- after a fellow passenger overheard him speaking Arabic.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“When you hear about instances like that, you need to try to change your policies to try to prevent it as much as possible,” says Worthington. “We’re trying to do that within our \u003ca href=\"http://ww2.kqed.org/news/2015/10/01/activists-say-berkeley-police-data-points-to-racial-profiling\" target=\"_blank\">city policies\u003c/a>, and we think it’s very important that Southwest Airlines do the same.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The Berkeley City Council is expected to vote Tuesday night on whether to send the letter.\u003c/p>\n\u003cp>The airline said in \u003ca href=\"http://swamedia.com/releases/statement-regarding-customer-situation-on-flight-4620?l=en-US\" target=\"_blank\">a statement\u003c/a> after the April 6 incident became public that an Arabic-speaking passenger reported \"what were perceived to be threatening comments\" to the plane's crew.\u003c/p>\n\u003cp>The statement added that Southwest \"responded by following protocol, as required by federal law, to investigate and report to law enforcement agencies any potential threat to civil aviation,\" and that the airline \"would not remove a passenger from a flight without a collaborative decision rooted in established procedures.\"\u003c/p>\n\u003cp>Southwest didn't respond to requests to elaborate on those procedures. Marketplace's \u003ca href=\"http://www.marketplace.org/2016/04/18/world/removed-flight\" target=\"_blank\">Tony Wagner\u003c/a> reached a similar dead-end with Southwest and five other major airlines.\u003c/p>\n\u003cp>Makhzoomi says he believes his use of a simple Arabic phrase -- \"Inshallah\" -- got him kicked off his flight. It means \"if God wills\" and serves a function roughly equivalent to \"knock on wood.\"\u003c/p>\n\u003cp>And if you've grown up in an Arabic-speaking, predominantly Muslim country, as Makhzoomi did -- he's an Iraqi refugee -- chances are the phrase is tossed around your home quite frequently.\u003c/p>\n\u003cp>Perhaps if Makhzoomi had said “knock on wood,” he would have flown out of Los Angeles without incident.\u003c/p>\n\u003cp>Instead, in an Arabic phone conversation with his uncle before his plane took off, Makhzoomi told him “inshallah,\" he would call him as soon as he landed safely.\u003c/p>\n\u003caside class=\"pullquote alignright\">'They didn’t treat me as a human being.'\u003ccite>UC Berkeley student Khairuldeen Makhzoomi\u003c/cite>\u003c/aside>\n\u003cp>The fellow passenger overheard, and soon, Makhzoomi was sitting in a room being interrogated by the FBI.\u003c/p>\n\u003cp>\"At some point they thought I'm a terrorist,\" says Makhzoomi. \"When they asked me about my bag, when they searched me. They treated me as a terrorist, honestly.\"\u003c/p>\n\u003cp>Makhzoomi says he was searched, patted down and sniffed by security dogs. He was repeatedly asked if he had additional luggage, if he carried a knife, and if he could share \"everything he knew about martyrdom.\"\u003c/p>\n\u003cp>Makhzoomi says he was upset by the distrust and disrespect he experienced right from the get-go.\u003c/p>\n\u003cp>“If you took me out, and you spoke with me in a very nice tone, in a very respectful tone, asking me about myself, just saying, 'This is just a security procedure. ... Would you like to tell me about yourself, and what's your name, and what you do, and what you study?' I would show him my ID and all of that, and they would know that that person is wrong,” says Makhzoomi. \"They didn't treat me as a human being.\"\u003c/p>\n\u003cp>Makhzoomi mentions his encounter with the Southwest employee who escorted him off the plane.\u003c/p>\n\u003cp>The employee -- whom the airline's statement described as an \"Arabic-speaking Southwest manager\" -- attempted to speak to Makhzoomi in Arabic. But Makhzoomi says the employee’s Arabic was so terrible he couldn’t understand it and had to ask to be addressed in English instead.\u003c/p>\n\u003cp>Switching to English, the employee asked Makhzoomi about his phone conversation. Makhzoomi explained he'd been talking to his uncle in Baghdad, telling him about a dinner event he'd attended at the World Affairs Council that featured \u003ca href=\"http://www.international.ucla.edu/burkle/event/11846\" target=\"_blank\">Ban Ki-moon\u003c/a>, secretary-general of the United Nations.\u003c/p>\n\u003cp>He showed the employee video footage of the dinner that he'd recorded on his phone.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/vyMt4gzsBrA'\n title='//www.youtube.com/embed/vyMt4gzsBrA'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Makhzoomi says what happened next shocked him.\u003c/p>\n\u003cp>The employee began yelling at him, he says, asking, “Why would you speak in that language? Don't you know that [Arabic] is dangerous to speak in the airports, and what's happening in the airports around the world?”\u003c/p>\n\u003cp>Makhzoomi initially apologized, but when the manager began blaming him for the delay, he says he'd had enough. He replied that \u003cem>he\u003c/em> wasn't the cause for the delay, but that it was Islamophobia at work.\u003c/p>\n\u003cp>At that point, things got worse for Makhzoomi. He was told he would not be flown through Southwest Airlines that day. An officer called the FBI.\u003c/p>\n\u003cp>\"It left me nothing but to shed some tears because I cannot do anything,\" says Makhzoomi, \"When you feel that you are so oppressed that any move you will do, it will end up with you either shot or end up in jail.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Released, Makhzoomi flew back home on a different airline. When he got to Berkeley, he says, he spent the first few days in bed, wondering what he must have done wrong to have been treated the way Southwest treated him.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Work to fully extend the bike and pedestrian path along the eastern span of the Bay Bridge from Oakland to Yerba Buena Island is back underway.\u003c/p>\n\u003cp>After a set of delays, the project is now slated to be completed this September, Caltrans spokeswoman Leah Robinson-Leach says.\u003c/p>\n\u003cp>\"The public has been patient,\" said Robinson-Leach. \"They have waited for this. And there's so many cyclists looking forward to have that entire bike path for a full experience to get to the island, as well as come back to Oakland.\"\u003c/p>\n\u003cp>The delays came during Caltrans crews' ongoing demolition of the old eastern span and as the agency changed its design plan for the bike path extension to Yerba Buena Island.\u003c/p>\n\u003cp>Currently, the \u003ca href=\"http://www.baybridgeinfo.org/path\" target=\"_blank\">Bay Bridge Trail\u003c/a>, the official name of the bike path, starts in Oakland but stops adjacent to the eastern span's suspension tower. Initially, Caltrans said it would complete the path by the fall of 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Word of its new completion date was \u003ca href=\"http://www.nbcbayarea.com/news/local/Bay-Bridge-Bike-Path-Will-Be-Completed-by-September-Officials-378493395.html\">first reported by NBC Bay Area\u003c/a>.\u003c/p>\n\u003cp>Bicycling advocates say that despite the delays, they're optimistic about the project's future.\u003c/p>\n\u003cp>\"It's really important to get this right, and that's what is happening here,\" said Chris Cassidy, spokesman for the \u003ca href=\"https://www.sfbike.org/\" target=\"_blank\">San Francisco Bicycle Coalition\u003c/a>.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.baybridgeinfo.org/tbpoc\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a>, which oversees seismic retrofit work on the Bay Area's seven major state-owned bridges, approved the overall change from a truss to a cantilever design. On Thursday, Caltrans plans to ask the committee to back the specific contract adjustments to move the project forward.\u003c/p>\n\u003cp>Caltrans on Monday began measuring and fitting a set of beams that will be used to support an observation deck on the path near Yerba Buena Island.\u003c/p>\n\u003cp>The bike-pedestrian path currently stops about 1,200 feet short of Yerba Buena Island. The agency expects the extension to cost $8 million.\u003c/p>\n\u003cp>Cassidy, the SFBC spokesman, noted in an email that the eastern span bike path is on track to be completed as new residential developments emerge on both Yerba Buena and Treasure islands.\u003c/p>\n\u003cp>The current path opened to the public in September 2013 just after the new eastern span opened to motor-vehicle traffic.\u003c/p>\n\u003cp>The path is open now, but \u003ca href=\"http://sf.streetsblog.org/2016/03/07/bay-bridge-bike-path-closed-for-a-month/\">it's been closed from time to time\u003c/a> for safety reasons as the old bridge is taken down.\u003c/p>\n\u003cp>Earlier this year, transportation officials and bike advocates acknowledged it could take \u003ca href=\"http://ww2.kqed.org/news/2016/02/01/bay-bridge-western-span-bike-path-design\">another decade\u003c/a> for a bicycle path to be built along the Bay Bridge's western span into San Francisco.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>When the entire project is completed, engineers expect as many as 10,000 people to use the path daily, Cassidy said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Work to fully extend the bike and pedestrian path along the eastern span of the Bay Bridge from Oakland to Yerba Buena Island is back underway.\u003c/p>\n\u003cp>After a set of delays, the project is now slated to be completed this September, Caltrans spokeswoman Leah Robinson-Leach says.\u003c/p>\n\u003cp>\"The public has been patient,\" said Robinson-Leach. \"They have waited for this. And there's so many cyclists looking forward to have that entire bike path for a full experience to get to the island, as well as come back to Oakland.\"\u003c/p>\n\u003cp>The delays came during Caltrans crews' ongoing demolition of the old eastern span and as the agency changed its design plan for the bike path extension to Yerba Buena Island.\u003c/p>\n\u003cp>Currently, the \u003ca href=\"http://www.baybridgeinfo.org/path\" target=\"_blank\">Bay Bridge Trail\u003c/a>, the official name of the bike path, starts in Oakland but stops adjacent to the eastern span's suspension tower. Initially, Caltrans said it would complete the path by the fall of 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Word of its new completion date was \u003ca href=\"http://www.nbcbayarea.com/news/local/Bay-Bridge-Bike-Path-Will-Be-Completed-by-September-Officials-378493395.html\">first reported by NBC Bay Area\u003c/a>.\u003c/p>\n\u003cp>Bicycling advocates say that despite the delays, they're optimistic about the project's future.\u003c/p>\n\u003cp>\"It's really important to get this right, and that's what is happening here,\" said Chris Cassidy, spokesman for the \u003ca href=\"https://www.sfbike.org/\" target=\"_blank\">San Francisco Bicycle Coalition\u003c/a>.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.baybridgeinfo.org/tbpoc\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a>, which oversees seismic retrofit work on the Bay Area's seven major state-owned bridges, approved the overall change from a truss to a cantilever design. On Thursday, Caltrans plans to ask the committee to back the specific contract adjustments to move the project forward.\u003c/p>\n\u003cp>Caltrans on Monday began measuring and fitting a set of beams that will be used to support an observation deck on the path near Yerba Buena Island.\u003c/p>\n\u003cp>The bike-pedestrian path currently stops about 1,200 feet short of Yerba Buena Island. The agency expects the extension to cost $8 million.\u003c/p>\n\u003cp>Cassidy, the SFBC spokesman, noted in an email that the eastern span bike path is on track to be completed as new residential developments emerge on both Yerba Buena and Treasure islands.\u003c/p>\n\u003cp>The current path opened to the public in September 2013 just after the new eastern span opened to motor-vehicle traffic.\u003c/p>\n\u003cp>The path is open now, but \u003ca href=\"http://sf.streetsblog.org/2016/03/07/bay-bridge-bike-path-closed-for-a-month/\">it's been closed from time to time\u003c/a> for safety reasons as the old bridge is taken down.\u003c/p>\n\u003cp>Earlier this year, transportation officials and bike advocates acknowledged it could take \u003ca href=\"http://ww2.kqed.org/news/2016/02/01/bay-bridge-western-span-bike-path-design\">another decade\u003c/a> for a bicycle path to be built along the Bay Bridge's western span into San Francisco.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>When the entire project is completed, engineers expect as many as 10,000 people to use the path daily, Cassidy said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber, Lyft Vow to Quit Serving Austin After Voters Back Regulations",
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"content": "\u003cp>After voters in Austin, Texas, rejected a proposal for loosened regulations on ride-hailing apps, both Uber and Lyft have announced they will be \"pausing\" operations in the city.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.texastribune.org/2015/12/17/austin-city-council-approves-new-uber-regs-uber-th/\">late 2015\u003c/a>, Austin's City Council approved an ordinance requiring companies like Uber and Lyft to be regulated like taxis. That meant, among other things, drivers would have to be fingerprinted as part of a background check.\u003c/p>\n\u003cp>Uber and Lyft, in response, pushed a ballot proposal asking voters to choose between that city ordinance and a looser statewide law.\u003c/p>\n\u003cp>NPR's John Burnett reports that the two companies spent $8 million to promote their stance on Proposal 1 — a record for Austin ballot proposals. \"Despite spending what amounted to $200 on each vote in their favor, Uber and Lyft lost by 44 to 56,\" John says.\u003c/p>\n\u003cp>[contextly_sidebar id=\"m0ygEs1Qdoa7pi7suX6F1UATxhtGfiFU\"]\u003c/p>\n\u003cp>Before the vote on Saturday, Uber and Lyft had threatened to pull out of Austin, a market John describes as \"lucrative.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since the decision, both companies have said they intend to follow through on their threats, Austin-based member station KUT \u003ca href=\"http://kut.org/post/proposition-1-ride-hailing-measure-soundly-defeated\">reports.\u003c/a>\u003c/p>\n\u003cp>Lyft told KUT they \"want to stay in the city,\" but Austin's rules \"don't allow true ridesharing to operate.\"\u003c/p>\n\u003cp>\"Because of this, we have to take a stand for a long-term path forward that lets ridesharing continue to grow across the country, and will pause operations in Austin on Monday, May 9th,\" Lyft said.\u003c/p>\n\u003cp>\"Disappointment does not begin to describe how we feel about shutting down operations in Austin,\" said Uber's Austin general manager, Chris Nakutis, KUT reports.\u003c/p>\n\u003cp>Austin Councilmember Ann Kitchen, who spearheaded the effort to increase regulation of ride-hailing companies, told KUT that nobody wants Uber and Lyft to withdraw from Austin.\u003c/p>\n\u003cp>\"We're not asking them to leave,\" she said. \"The voters have spoken and they want these requirements.\"\u003c/p>\n\u003cp>Last year, Uber and Lyft withdrew from San Antonio over a similar requirement that drivers be fingerprinted. The companies \u003ca href=\"http://www.mysanantonio.com/news/local/article/Uber-returning-to-San-Antonio-immediately-6568842.php\">returned months later\u003c/a> under a program that made fingerprinting voluntary.\u003c/p>\n\u003cp>Meanwhile, Houston also has rules requiring drivers for ride-hailing apps to be fingerprinted. Uber has \u003ca href=\"https://newsroom.uber.com/us-texas/moving-houston-forward/\">previously threatened\u003c/a> to withdraw from Houston over that ordinance. According to \u003ca href=\"http://houston.culturemap.com/news/city-life/04-27-16-uber-sues-houston-over-fingerprints-mayor-says-city-will-not-compromise-on-public-safety/\">Culturemap Houston\u003c/a>, the city's mayor, Sylvester Turner, responded, \"If it comes down to public safety on one hand and Uber staying on the other, I don't think it is even close.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Chicago, Atlanta and Los Angeles are considering similar regulations on ride-hailing apps, The Associated Press reports. \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=Uber%2C+Lyft+Vow+To+Stop+Driving+In+Austin+After+Voters+Keep+Regulations&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After voters in Austin, Texas, rejected a proposal for loosened regulations on ride-hailing apps, both Uber and Lyft have announced they will be \"pausing\" operations in the city.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.texastribune.org/2015/12/17/austin-city-council-approves-new-uber-regs-uber-th/\">late 2015\u003c/a>, Austin's City Council approved an ordinance requiring companies like Uber and Lyft to be regulated like taxis. That meant, among other things, drivers would have to be fingerprinted as part of a background check.\u003c/p>\n\u003cp>Uber and Lyft, in response, pushed a ballot proposal asking voters to choose between that city ordinance and a looser statewide law.\u003c/p>\n\u003cp>NPR's John Burnett reports that the two companies spent $8 million to promote their stance on Proposal 1 — a record for Austin ballot proposals. \"Despite spending what amounted to $200 on each vote in their favor, Uber and Lyft lost by 44 to 56,\" John says.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Before the vote on Saturday, Uber and Lyft had threatened to pull out of Austin, a market John describes as \"lucrative.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since the decision, both companies have said they intend to follow through on their threats, Austin-based member station KUT \u003ca href=\"http://kut.org/post/proposition-1-ride-hailing-measure-soundly-defeated\">reports.\u003c/a>\u003c/p>\n\u003cp>Lyft told KUT they \"want to stay in the city,\" but Austin's rules \"don't allow true ridesharing to operate.\"\u003c/p>\n\u003cp>\"Because of this, we have to take a stand for a long-term path forward that lets ridesharing continue to grow across the country, and will pause operations in Austin on Monday, May 9th,\" Lyft said.\u003c/p>\n\u003cp>\"Disappointment does not begin to describe how we feel about shutting down operations in Austin,\" said Uber's Austin general manager, Chris Nakutis, KUT reports.\u003c/p>\n\u003cp>Austin Councilmember Ann Kitchen, who spearheaded the effort to increase regulation of ride-hailing companies, told KUT that nobody wants Uber and Lyft to withdraw from Austin.\u003c/p>\n\u003cp>\"We're not asking them to leave,\" she said. \"The voters have spoken and they want these requirements.\"\u003c/p>\n\u003cp>Last year, Uber and Lyft withdrew from San Antonio over a similar requirement that drivers be fingerprinted. The companies \u003ca href=\"http://www.mysanantonio.com/news/local/article/Uber-returning-to-San-Antonio-immediately-6568842.php\">returned months later\u003c/a> under a program that made fingerprinting voluntary.\u003c/p>\n\u003cp>Meanwhile, Houston also has rules requiring drivers for ride-hailing apps to be fingerprinted. Uber has \u003ca href=\"https://newsroom.uber.com/us-texas/moving-houston-forward/\">previously threatened\u003c/a> to withdraw from Houston over that ordinance. According to \u003ca href=\"http://houston.culturemap.com/news/city-life/04-27-16-uber-sues-houston-over-fingerprints-mayor-says-city-will-not-compromise-on-public-safety/\">Culturemap Houston\u003c/a>, the city's mayor, Sylvester Turner, responded, \"If it comes down to public safety on one hand and Uber staying on the other, I don't think it is even close.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Chicago, Atlanta and Los Angeles are considering similar regulations on ride-hailing apps, The Associated Press reports. \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=Uber%2C+Lyft+Vow+To+Stop+Driving+In+Austin+After+Voters+Keep+Regulations&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A business owner lambasted the San Francisco Municipal Transit Authority’s Board of Directors on Tuesday, saying traffic changes along Mission Street have cost her business and will lead other firms to close. Neighborhood residents at the meeting called the changes a form of violence.\u003c/p>\n\u003cp>The Mission Street changes include transit-only lanes and many left-turn restrictions, plus forced right turns at certain intersections.\u003c/p>\n\u003cp>Eden Stein, who owns Secession Art & Design on Mission near Fair Avenue, said it is taking her customers 90 minutes to park or to get up and down the reconfigured thoroughfare.\u003c/p>\n\u003cp>“They’re not going to come back,” Stein told the board. “… Businesses are going to close down. We need some action.”\u003c/p>\n\u003cp>Other commenters said the changes were acts of violence against the community.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This is just one more act of violence that the people in the Mission feel, said resident Mary Eliza. “When their primary street, with the district name on it, is violated in this way without really taking into consideration the needs of the community, you’re going to have a problem.”\u003c/p>\n\u003cp>Activist Raeleen Valle-Brenes, speaking on behalf of the Cultural Action Network, said the group supports improving transit and safety but disagreed with the agency’s approach.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“SFMTA’s red carpet-bombing of the Mission was a surprise attack, and wholly unwelcome,” she told the board.\u003cbr>\n\u003cem>\u003cbr>\nRead the full story at Mission Local:\u003c/em>\u003cbr>\n\u003ca href=\"http://missionlocal.org/2016/05/more-criticism-of-mission-streets-red-carpet/\" target=\"_blank\" rel=\"noopener\">\u003cstrong>More Criticism of Mission Street’s ‘Red Carpet’\u003c/strong>\u003c/a>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A business owner lambasted the San Francisco Municipal Transit Authority’s Board of Directors on Tuesday, saying traffic changes along Mission Street have cost her business and will lead other firms to close. Neighborhood residents at the meeting called the changes a form of violence.\u003c/p>\n\u003cp>The Mission Street changes include transit-only lanes and many left-turn restrictions, plus forced right turns at certain intersections.\u003c/p>\n\u003cp>Eden Stein, who owns Secession Art & Design on Mission near Fair Avenue, said it is taking her customers 90 minutes to park or to get up and down the reconfigured thoroughfare.\u003c/p>\n\u003cp>“They’re not going to come back,” Stein told the board. “… Businesses are going to close down. We need some action.”\u003c/p>\n\u003cp>Other commenters said the changes were acts of violence against the community.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Uber Could End Surge Pricing, a Key Part of Drivers' Earnings",
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"content": "\u003cp>\u003cem>Updated at 11:36 a.m. PDT with an editor's note at \u003ca href=\"#editorsnote\">the end of the story\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Sometimes you call an Uber, and what you thought would be an $8 ride is going to be two, three, even four times more — the result of greater demand brought on by a blizzard, or a baseball game. Whatever the reason, surge pricing is not fun.\u003c/p>\n\u003cp>Those price spikes are there for a reason: to persuade more drivers to get in their cars at times of peak demand and pick up riders. But Uber says it's working on something that could end surge pricing. The move likely will be great for riders, but not for drivers.\u003c/p>\n\u003cp>\u003cstrong>Hunting for the Surge\u003c/strong>\u003c/p>\n\u003cp>Many on-demand drivers plan their days around surge rates; Nathan Sapp is one of them. He's sitting in his garage in Columbus, Indiana, a little after midnight, \"trying not to wake up the family,\" he says. His wife and three kids are asleep, but he just got back home from driving for Uber.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sapp showed NPR pay stubs for a recent three-month period. On average, he is in his car and logged into his Uber app — either driving passengers or waiting to get one — 42.4 hours per week.\u003c/p>\n\u003cp>Like many drivers, he's got a system in place for finding surges: He talks to fraternity and sorority members at the campus of Indiana University, over in Bloomington.\u003c/p>\n\u003cp>\"I definitely keep up with the news regarding events in town,\" he says. \"They could be business meetings, conventions. They could be specific sporting events.\"\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/476513775/476559549\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Surge is Uber's solution when passenger demand outstrips driver supply: Inform customers that their ride is going to cost more — maybe way more — then pick up those who agree and accept the loss of the ones who don't.\u003c/p>\n\u003cp>Drivers want surge pricing, though the system for getting it isn't foolproof. Sapp doesn't know in advance where any one fare will take him. He recalls one time he planned his day around a big Bernie Sanders event, \"but not 20 minutes prior to the start of the speech, I got a trip that took me 60 miles away.\"\u003c/p>\n\u003cp>He ended up working in a completely different, slower city that night. To be clear, though, Sapp isn't complaining. He knows unpredictable trips are part of the deal.\u003c/p>\n\u003cp>In the three months of stubs he provided, surge fares were about a quarter of his total take-home pay, boosting his income by nearly $700 a month. That's money to fix his car, pay insurance, take the family out. A day at the museum, for example, costs $100.\u003c/p>\n\u003cp>\"That might not be a lot of money to some people, but for us $100 is $100,\" Sapp says.\u003c/p>\n\u003cp>Uber driver David Thrasher, who works primarily in Atlanta, puts it more bluntly: \"Surge is absolutely make or break. If there was no surge, ever, I wouldn't be able to afford doing this at all.\"\u003c/p>\n\u003cp>Thrasher also showed NPR months of pay stubs. When there's not much surge fare, he makes about $11 an hour. When he gets many surge rides, his weekly earnings go up to more like $16 or $17 an hour, on average.\u003c/p>\n\u003cp>\"That's pretty good,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Automate It\u003c/strong>\u003c/p>\n\u003cp>While drivers see surge as a key feature of the job — and Uber advertises it as such to them — inside the company surge pricing is considered a market failure, a problem to be solved.\u003c/p>\n\u003cp>\"That's where machine learning comes in. That's where the next generation comes in,\" says Jeff Schneider, engineering lead at \u003ca href=\"https://www.uberatc.com/\">Uber Advanced Technologies Center\u003c/a>. \"Because now we can look at all this data, and we can start to make predictions.\"\u003c/p>\n\u003cp>Schneider grants an onstage interview at a Silicon Valley insider conference called \u003ca href=\"http://www.structuredata.com/data-2016/schedule/\">Structure Data\u003c/a>. It is a well-known fact that, in the long term, Uber is working on self-driving cars with no need for human drivers. In the shorter term, killing surge rates is at the top of Schneider's list of priorities.\u003c/p>\n\u003cp>Think of it this way: When a Beyoncé concert lets out, it's a no-brainer that there's a ton of demand. Drivers know that. What's harder, Schneider explains, \"is to find those Tuesday nights when it's not even raining and for some reason there's demand — and to know that's coming. That's machine learning.\"\u003c/p>\n\u003cp>With enough of the right data inputs, computer algorithms can do the research that driver Nathan Sapp already does — only better, \"so the surge pricing never even has to happen,\" Schneider says.\u003c/p>\n\u003cp>Drivers would be informed of the extra demand. \"And I think that's one of the really cool things that machine learning's doing for Uber right now,\" Schneider says.\u003c/p>\n\u003cp>By \"right now,\" he means he's on it. UberEATS, the company's food delivery service, is already using machine learning to anticipate how many people will call for lunch in a given area.\u003c/p>\n\u003cp>Uber hasn't released an exact timeline for the end of surge, and it's not clear if the company plans to make an announcement or just phase it out so that riders lose the unpleasant 400 percent price increase without ticking off drivers.\u003c/p>\n\u003cp>\u003cstrong>Wage Fluctuations the Norm\u003c/strong>\u003c/p>\n\u003cp>Sapp can't say he's surprised when I break the news to him, given the company's nonstop recruitment efforts. More drivers mean less surge pricing brought on by excess demand.\u003c/p>\n\u003cp>\"I get what seems like five to 10 notices every week to invite my friends and family to drive for Uber,\" he says.\u003c/p>\n\u003cp>Uber is competitive because of price: On average, Uber rides are about two-thirds the cost of a taxicab ride, according to data compiled by Certify. And there's a culture — a norm — of changing the rates for drivers regularly. Sapp says he gets a notice every few months telling him the new rates in his area.\u003c/p>\n\u003cp>\"There's no conversation about it,\" he says. \"The end.\"\u003c/p>\n\u003cp>As part of a \u003ca href=\"http://www.npr.org/2016/04/22/475228363/uber-settles-2-lawsuits-over-whether-drivers-are-employees-or-contractors\">recent class-action settlement\u003c/a>, Uber plans to start letting drivers collect tips. It could be that the income lost from surge is replaced by passengers voluntarily giving a bit more.\u003c/p>\n\u003cp>Thrasher says it'll take more than tips — that the company will need to raise the base fare for drivers.\u003c/p>\n\u003cp>\"If they took away surge and kept the base fare as it is, nobody could survive doing it,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Editor's Note:\u003c/strong> Since this story ran, media outlets including \u003ca href=\"http://www.marketwatch.com/story/uber-isnt-killing-surge-pricing-2016-05-03#:rbu8j8FhDpV64Q\" target=\"_blank\">MarketWatch\u003c/a> and \u003ca href=\"http://techcrunch.com/2016/05/03/uber-denies-plans-to-kill-surge-pricing-in-us/?ncid=rss\" target=\"_blank\">TechCrunch\u003c/a> have raised questions about its accuracy, citing a statement from Uber.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>NPR's reporting is based on an on-the-record public conversation with Jeff Schneider, a leading technologist at the Uber Advanced Technology Center. You can watch here. In it, Schneider says surge pricing is a market failure and a problem his team is working to solve:\u003cbr>\n\u003cstrong>\u003cbr>\nSchneider:\u003c/strong> And so the idea is if you can predict that demand, you get that information out there -- and you get that supply there ready for the demand so the surge pricing never even has to happen. And I think that's one of the really cool things that machine learning's doing for Uber right now.\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> So just note, Jeff from Uber is saying that machine learning will solve the problem and get rid of surge pricing.\u003cbr>\n\u003cstrong>Schneider: \u003c/strong>There we go!\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> There we go, promise to customers.\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=Uber+Plans+To+Kill+Surge+Pricing%2C+Though+Drivers+Say+It+Makes+Job+Worth+It&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 11:36 a.m. PDT with an editor's note at \u003ca href=\"#editorsnote\">the end of the story\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Sometimes you call an Uber, and what you thought would be an $8 ride is going to be two, three, even four times more — the result of greater demand brought on by a blizzard, or a baseball game. Whatever the reason, surge pricing is not fun.\u003c/p>\n\u003cp>Those price spikes are there for a reason: to persuade more drivers to get in their cars at times of peak demand and pick up riders. But Uber says it's working on something that could end surge pricing. The move likely will be great for riders, but not for drivers.\u003c/p>\n\u003cp>\u003cstrong>Hunting for the Surge\u003c/strong>\u003c/p>\n\u003cp>Many on-demand drivers plan their days around surge rates; Nathan Sapp is one of them. He's sitting in his garage in Columbus, Indiana, a little after midnight, \"trying not to wake up the family,\" he says. His wife and three kids are asleep, but he just got back home from driving for Uber.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sapp showed NPR pay stubs for a recent three-month period. On average, he is in his car and logged into his Uber app — either driving passengers or waiting to get one — 42.4 hours per week.\u003c/p>\n\u003cp>Like many drivers, he's got a system in place for finding surges: He talks to fraternity and sorority members at the campus of Indiana University, over in Bloomington.\u003c/p>\n\u003cp>\"I definitely keep up with the news regarding events in town,\" he says. \"They could be business meetings, conventions. They could be specific sporting events.\"\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/476513775/476559549\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Surge is Uber's solution when passenger demand outstrips driver supply: Inform customers that their ride is going to cost more — maybe way more — then pick up those who agree and accept the loss of the ones who don't.\u003c/p>\n\u003cp>Drivers want surge pricing, though the system for getting it isn't foolproof. Sapp doesn't know in advance where any one fare will take him. He recalls one time he planned his day around a big Bernie Sanders event, \"but not 20 minutes prior to the start of the speech, I got a trip that took me 60 miles away.\"\u003c/p>\n\u003cp>He ended up working in a completely different, slower city that night. To be clear, though, Sapp isn't complaining. He knows unpredictable trips are part of the deal.\u003c/p>\n\u003cp>In the three months of stubs he provided, surge fares were about a quarter of his total take-home pay, boosting his income by nearly $700 a month. That's money to fix his car, pay insurance, take the family out. A day at the museum, for example, costs $100.\u003c/p>\n\u003cp>\"That might not be a lot of money to some people, but for us $100 is $100,\" Sapp says.\u003c/p>\n\u003cp>Uber driver David Thrasher, who works primarily in Atlanta, puts it more bluntly: \"Surge is absolutely make or break. If there was no surge, ever, I wouldn't be able to afford doing this at all.\"\u003c/p>\n\u003cp>Thrasher also showed NPR months of pay stubs. When there's not much surge fare, he makes about $11 an hour. When he gets many surge rides, his weekly earnings go up to more like $16 or $17 an hour, on average.\u003c/p>\n\u003cp>\"That's pretty good,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Automate It\u003c/strong>\u003c/p>\n\u003cp>While drivers see surge as a key feature of the job — and Uber advertises it as such to them — inside the company surge pricing is considered a market failure, a problem to be solved.\u003c/p>\n\u003cp>\"That's where machine learning comes in. That's where the next generation comes in,\" says Jeff Schneider, engineering lead at \u003ca href=\"https://www.uberatc.com/\">Uber Advanced Technologies Center\u003c/a>. \"Because now we can look at all this data, and we can start to make predictions.\"\u003c/p>\n\u003cp>Schneider grants an onstage interview at a Silicon Valley insider conference called \u003ca href=\"http://www.structuredata.com/data-2016/schedule/\">Structure Data\u003c/a>. It is a well-known fact that, in the long term, Uber is working on self-driving cars with no need for human drivers. In the shorter term, killing surge rates is at the top of Schneider's list of priorities.\u003c/p>\n\u003cp>Think of it this way: When a Beyoncé concert lets out, it's a no-brainer that there's a ton of demand. Drivers know that. What's harder, Schneider explains, \"is to find those Tuesday nights when it's not even raining and for some reason there's demand — and to know that's coming. That's machine learning.\"\u003c/p>\n\u003cp>With enough of the right data inputs, computer algorithms can do the research that driver Nathan Sapp already does — only better, \"so the surge pricing never even has to happen,\" Schneider says.\u003c/p>\n\u003cp>Drivers would be informed of the extra demand. \"And I think that's one of the really cool things that machine learning's doing for Uber right now,\" Schneider says.\u003c/p>\n\u003cp>By \"right now,\" he means he's on it. UberEATS, the company's food delivery service, is already using machine learning to anticipate how many people will call for lunch in a given area.\u003c/p>\n\u003cp>Uber hasn't released an exact timeline for the end of surge, and it's not clear if the company plans to make an announcement or just phase it out so that riders lose the unpleasant 400 percent price increase without ticking off drivers.\u003c/p>\n\u003cp>\u003cstrong>Wage Fluctuations the Norm\u003c/strong>\u003c/p>\n\u003cp>Sapp can't say he's surprised when I break the news to him, given the company's nonstop recruitment efforts. More drivers mean less surge pricing brought on by excess demand.\u003c/p>\n\u003cp>\"I get what seems like five to 10 notices every week to invite my friends and family to drive for Uber,\" he says.\u003c/p>\n\u003cp>Uber is competitive because of price: On average, Uber rides are about two-thirds the cost of a taxicab ride, according to data compiled by Certify. And there's a culture — a norm — of changing the rates for drivers regularly. Sapp says he gets a notice every few months telling him the new rates in his area.\u003c/p>\n\u003cp>\"There's no conversation about it,\" he says. \"The end.\"\u003c/p>\n\u003cp>As part of a \u003ca href=\"http://www.npr.org/2016/04/22/475228363/uber-settles-2-lawsuits-over-whether-drivers-are-employees-or-contractors\">recent class-action settlement\u003c/a>, Uber plans to start letting drivers collect tips. It could be that the income lost from surge is replaced by passengers voluntarily giving a bit more.\u003c/p>\n\u003cp>Thrasher says it'll take more than tips — that the company will need to raise the base fare for drivers.\u003c/p>\n\u003cp>\"If they took away surge and kept the base fare as it is, nobody could survive doing it,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Editor's Note:\u003c/strong> Since this story ran, media outlets including \u003ca href=\"http://www.marketwatch.com/story/uber-isnt-killing-surge-pricing-2016-05-03#:rbu8j8FhDpV64Q\" target=\"_blank\">MarketWatch\u003c/a> and \u003ca href=\"http://techcrunch.com/2016/05/03/uber-denies-plans-to-kill-surge-pricing-in-us/?ncid=rss\" target=\"_blank\">TechCrunch\u003c/a> have raised questions about its accuracy, citing a statement from Uber.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>NPR's reporting is based on an on-the-record public conversation with Jeff Schneider, a leading technologist at the Uber Advanced Technology Center. You can watch here. In it, Schneider says surge pricing is a market failure and a problem his team is working to solve:\u003cbr>\n\u003cstrong>\u003cbr>\nSchneider:\u003c/strong> And so the idea is if you can predict that demand, you get that information out there -- and you get that supply there ready for the demand so the surge pricing never even has to happen. And I think that's one of the really cool things that machine learning's doing for Uber right now.\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> So just note, Jeff from Uber is saying that machine learning will solve the problem and get rid of surge pricing.\u003cbr>\n\u003cstrong>Schneider: \u003c/strong>There we go!\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> There we go, promise to customers.\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=Uber+Plans+To+Kill+Surge+Pricing%2C+Though+Drivers+Say+It+Makes+Job+Worth+It&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"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.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
"airtime": "SAT 4pm-5pm",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"order": 16
},
"link": "/podcasts/rightnowish",
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