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"content": "\u003cp>San Francisco faces a renewed political battle over tech company shuttles plying the city's streets.\u003c/p>\n\u003cp>Members of the Board of Supervisors' moderate faction are disputing colleagues' claims that technology firms are on board with \u003ca href=\"http://ww2.kqed.org/news/2016/02/09/s-f-supervisors-deal-would-extend-tech-shuttle-bus-program\" target=\"_blank\">a tentative agreement\u003c/a> that could impose new restrictions on how the shuttle buses operate. One of the moderates, Supervisor Scott Wiener, says the real intent of the reported deal is \"to make the shuttles go away.\"\u003c/p>\n\u003cp>Earlier this week, Supervisors David Campos, Norman Yee and London Breed announced they had brokered a tentative agreement with tech companies that would grant a one-year extension for \u003ca href=\"https://www.sfmta.com/projects-planning/projects/commuter-shuttles-policy-and-pilot-program\" target=\"_blank\">a city program\u003c/a> that allows the shuttles to use Muni bus stops in return for a fee.\u003c/p>\n\u003cp>The firms involved in the talks include Google, Apple, Facebook and Genentech. Thousands of workers for those companies and others ride the shuttles every day to get to and from campuses on the Peninsula and in Silicon Valley.\u003c/p>\n\u003caside class=\"pullquote alignright\">'The proposed changes to the shuttle program by several of my colleagues are nothing more than an effort to tear down the shuttle system.'\u003ccite>Supervisor Scott Wiener\u003c/cite>\u003c/aside>\n\u003cp>The prospective deal also calls for a six-month review that would assess the shuttles' impact on air pollution and traffic congestion. The review would also consider capping the number of Muni stops the shuttles could use at 125, creating centralized stops or hubs for some shuttle routes and barring the big buses from narrow neighborhood streets.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agreement would allow the San Francisco Municipal Transportation Agency to avoid, for now, a full environmental impact report on the shuttle program.\u003c/p>\n\u003cp>News of the deal provoked angry responses from Wiener and Supervisor Mark Farrell, who accused Campos et al. of trying to kill the tech shuttles by making it harder for them to operate. Farrell and Wiener were joined by Supervisor Katy Tang on Tuesday in voting against a resolution to delay action on extending the shuttle program.\u003c/p>\n\u003cp>\"There is no need to delay the program further with politically motivated, nonbinding recommendations that have not been vetted by any transportation experts,\" Farrell said in an email after the vote.\u003c/p>\n\u003cp>\"The continued delay of this vote -- and the proposed changes to the shuttle program by several of my colleagues -- are nothing more than an effort to tear down the shuttle system,\" Wiener said.\u003c/p>\n\u003cp>He said some shuttle riders would have to take at least one Muni bus to get to prospective hubs, adding more time to their commute and probably leading more of them to drive to work.\u003c/p>\n\u003cp>\"That's the intent of the supervisors who are pushing this -- to make the shuttles go away and, they hope, the tech workers with them,\" Wiener said.\u003c/p>\n\u003cp>Wiener and a spokesman for the Bay Area Council, a business lobbying group, question whether the tech companies ever agreed to the deal Campos described.\u003c/p>\n\u003cp>\"There is no formal agreement on proposed amendments to the approved shuttle program,\" said Rufus Jeffris, vice president of communications for the council. He said talks involving the tech companies, the council, the SFMTA and members of the Board of Supervisors are ongoing.\u003c/p>\n\u003cp>\"It's confounding to see how a program that is removing 2 million car trips a year from our congested roads and highways is not viewed as a major benefit for all San Francisco residents,\" said Jeffris.\u003c/p>\n\u003cp>Of the companies involved in the negotiations, only Genentech responded to requests for comment.\u003c/p>\n\u003cfigure id=\"attachment_10859170\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/shuttlebuspermit.jpg\" rel=\"attachment wp-att-10859170\">\u003cimg class=\"size-thumbnail wp-image-10859170\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/shuttlebuspermit-400x252.jpg\" alt=\"A permit issued by the San Francisco Municipal Transportation Agency for the city's tech shuttle pilot program.\" width=\"400\" height=\"252\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-400x252.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-800x505.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-768x485.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-1440x909.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-1180x745.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-960x606.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit.jpg 1919w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A permit issued by the San Francisco Municipal Transportation Agency for the city's tech shuttle pilot program. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"We are hopeful that all parties involved in ongoing discussions around the shuttle program will work together to reach a resolution that will take cars off the road and allow employees to commute to work in a practical and environmentally sustainable way,\" said Susan Wilson, a Genentech spokeswoman.\u003c/p>\n\u003cp>Campos said Thursday the talks are ongoing. \"I'm cautiously optimistic that we'll be able to finalize the tentative agreement,\" he said.\u003c/p>\n\u003cp>Program critics say the shuttles have accelerated gentrification and displacement in many San Francisco neighborhoods and have been pressing the Board of Supervisors to require an environmental review.\u003c/p>\n\u003cp>The SFMTA has studied the idea of \"hubs\" in the past.\u003c/p>\n\u003cp>The Glen Park and Balboa BART stations, Candlestick Point, Alemany Farmers' Market and the future Transbay Terminal were reviewed as potential hub locations, according to a memo the transit agency sent to the Board of Supervisors last week.\u003c/p>\n\u003cp>Tom Maguire, who heads the agency's Sustainable Streets initiative, wrote that for a hub to serve as a feasible location, it would need to have enough space for dozens of shuttles every hour, be available during morning and afternoon peak hours, and be accessible to mass transit and nearby highways.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"There is limited physical space, if any, to accommodate the commuter shuttle buses in one concentrated location,\" Maguire said. \"Concentrating commuter shuttles at hubs could have more intense air quality impacts and roadway congestion than the adopted program's distributed network.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco faces a renewed political battle over tech company shuttles plying the city's streets.\u003c/p>\n\u003cp>Members of the Board of Supervisors' moderate faction are disputing colleagues' claims that technology firms are on board with \u003ca href=\"http://ww2.kqed.org/news/2016/02/09/s-f-supervisors-deal-would-extend-tech-shuttle-bus-program\" target=\"_blank\">a tentative agreement\u003c/a> that could impose new restrictions on how the shuttle buses operate. One of the moderates, Supervisor Scott Wiener, says the real intent of the reported deal is \"to make the shuttles go away.\"\u003c/p>\n\u003cp>Earlier this week, Supervisors David Campos, Norman Yee and London Breed announced they had brokered a tentative agreement with tech companies that would grant a one-year extension for \u003ca href=\"https://www.sfmta.com/projects-planning/projects/commuter-shuttles-policy-and-pilot-program\" target=\"_blank\">a city program\u003c/a> that allows the shuttles to use Muni bus stops in return for a fee.\u003c/p>\n\u003cp>The firms involved in the talks include Google, Apple, Facebook and Genentech. Thousands of workers for those companies and others ride the shuttles every day to get to and from campuses on the Peninsula and in Silicon Valley.\u003c/p>\n\u003caside class=\"pullquote alignright\">'The proposed changes to the shuttle program by several of my colleagues are nothing more than an effort to tear down the shuttle system.'\u003ccite>Supervisor Scott Wiener\u003c/cite>\u003c/aside>\n\u003cp>The prospective deal also calls for a six-month review that would assess the shuttles' impact on air pollution and traffic congestion. The review would also consider capping the number of Muni stops the shuttles could use at 125, creating centralized stops or hubs for some shuttle routes and barring the big buses from narrow neighborhood streets.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agreement would allow the San Francisco Municipal Transportation Agency to avoid, for now, a full environmental impact report on the shuttle program.\u003c/p>\n\u003cp>News of the deal provoked angry responses from Wiener and Supervisor Mark Farrell, who accused Campos et al. of trying to kill the tech shuttles by making it harder for them to operate. Farrell and Wiener were joined by Supervisor Katy Tang on Tuesday in voting against a resolution to delay action on extending the shuttle program.\u003c/p>\n\u003cp>\"There is no need to delay the program further with politically motivated, nonbinding recommendations that have not been vetted by any transportation experts,\" Farrell said in an email after the vote.\u003c/p>\n\u003cp>\"The continued delay of this vote -- and the proposed changes to the shuttle program by several of my colleagues -- are nothing more than an effort to tear down the shuttle system,\" Wiener said.\u003c/p>\n\u003cp>He said some shuttle riders would have to take at least one Muni bus to get to prospective hubs, adding more time to their commute and probably leading more of them to drive to work.\u003c/p>\n\u003cp>\"That's the intent of the supervisors who are pushing this -- to make the shuttles go away and, they hope, the tech workers with them,\" Wiener said.\u003c/p>\n\u003cp>Wiener and a spokesman for the Bay Area Council, a business lobbying group, question whether the tech companies ever agreed to the deal Campos described.\u003c/p>\n\u003cp>\"There is no formal agreement on proposed amendments to the approved shuttle program,\" said Rufus Jeffris, vice president of communications for the council. He said talks involving the tech companies, the council, the SFMTA and members of the Board of Supervisors are ongoing.\u003c/p>\n\u003cp>\"It's confounding to see how a program that is removing 2 million car trips a year from our congested roads and highways is not viewed as a major benefit for all San Francisco residents,\" said Jeffris.\u003c/p>\n\u003cp>Of the companies involved in the negotiations, only Genentech responded to requests for comment.\u003c/p>\n\u003cfigure id=\"attachment_10859170\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/shuttlebuspermit.jpg\" rel=\"attachment wp-att-10859170\">\u003cimg class=\"size-thumbnail wp-image-10859170\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/shuttlebuspermit-400x252.jpg\" alt=\"A permit issued by the San Francisco Municipal Transportation Agency for the city's tech shuttle pilot program.\" width=\"400\" height=\"252\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-400x252.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-800x505.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-768x485.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-1440x909.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-1180x745.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit-960x606.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/shuttlebuspermit.jpg 1919w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A permit issued by the San Francisco Municipal Transportation Agency for the city's tech shuttle pilot program. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"We are hopeful that all parties involved in ongoing discussions around the shuttle program will work together to reach a resolution that will take cars off the road and allow employees to commute to work in a practical and environmentally sustainable way,\" said Susan Wilson, a Genentech spokeswoman.\u003c/p>\n\u003cp>Campos said Thursday the talks are ongoing. \"I'm cautiously optimistic that we'll be able to finalize the tentative agreement,\" he said.\u003c/p>\n\u003cp>Program critics say the shuttles have accelerated gentrification and displacement in many San Francisco neighborhoods and have been pressing the Board of Supervisors to require an environmental review.\u003c/p>\n\u003cp>The SFMTA has studied the idea of \"hubs\" in the past.\u003c/p>\n\u003cp>The Glen Park and Balboa BART stations, Candlestick Point, Alemany Farmers' Market and the future Transbay Terminal were reviewed as potential hub locations, according to a memo the transit agency sent to the Board of Supervisors last week.\u003c/p>\n\u003cp>Tom Maguire, who heads the agency's Sustainable Streets initiative, wrote that for a hub to serve as a feasible location, it would need to have enough space for dozens of shuttles every hour, be available during morning and afternoon peak hours, and be accessible to mass transit and nearby highways.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"There is limited physical space, if any, to accommodate the commuter shuttle buses in one concentrated location,\" Maguire said. \"Concentrating commuter shuttles at hubs could have more intense air quality impacts and roadway congestion than the adopted program's distributed network.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "S.F. Supervisors' Deal Would Extend Tech Shuttle Bus Program",
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"content": "\u003cp>A deal hammered out between three members of the San Francisco Board of Supervisors and tech shuttle operators will allow the giant buses that carry thousands of workers to and from Silicon Valley to keep using the city's Muni stops -- for now.\u003c/p>\n\u003cp>Supervisors London Breed, David Campos and Norman Yee reached the agreement late Monday to extend a Municipal Transportation Agency program that allows shuttles for Google, Apple, Facebook and other firms to use the Muni stops in return for a fee. Critics of the program, including affordable housing advocates, say the shuttles have accelerated the pace of gentrification in the city and have added to traffic congestion and air pollution.\u003c/p>\n\u003cp>Two weeks ago, the Board of Supervisors postponed action on the matter to give Breed, Campos and Yee time to resolve conflicts between the SFMTA, the shuttle operators and program critics.\u003c/p>\n\u003cp>\"I'm happy to report that we've reached a tentative agreement that we hope to recommend to the rest of the board,\" Mission district Supervisor Campos said in an interview.\u003c/p>\n\u003cp>Instead of killing the program while a full environmental review takes place, the deal calls for it to continue in its current form for one year while city officials study its impact.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Campos says the SFMTA and the San Francisco County Transportation Authority will take the next six months to look into whether the program could succeed without some of the nearly 125 Muni stops it uses now.\u003c/p>\n\u003cp>During that time, the two agencies will explore whether workers who use the shuttles could be picked up at hubs in certain neighborhoods instead of the stops currently in use.\u003c/p>\n\u003cp>They will also study whether air quality has gotten worse in neighborhoods with a high volume of commuter shuttles and whether the program is a factor in displacing residents in a city that's in the grips of an affordability crisis.\u003c/p>\n\u003cp>Campos says the six months of study could lead to an overhaul of the program.\u003c/p>\n\u003cp>\"We as a city and the tech industry and these companies have to do a better job of working together on issues like housing,\" Campos said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The full Board of Supervisors had been scheduled to vote on the shuttle program's future Tuesday. The issue will now be postponed until Feb. 23.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A deal hammered out between three members of the San Francisco Board of Supervisors and tech shuttle operators will allow the giant buses that carry thousands of workers to and from Silicon Valley to keep using the city's Muni stops -- for now.\u003c/p>\n\u003cp>Supervisors London Breed, David Campos and Norman Yee reached the agreement late Monday to extend a Municipal Transportation Agency program that allows shuttles for Google, Apple, Facebook and other firms to use the Muni stops in return for a fee. Critics of the program, including affordable housing advocates, say the shuttles have accelerated the pace of gentrification in the city and have added to traffic congestion and air pollution.\u003c/p>\n\u003cp>Two weeks ago, the Board of Supervisors postponed action on the matter to give Breed, Campos and Yee time to resolve conflicts between the SFMTA, the shuttle operators and program critics.\u003c/p>\n\u003cp>\"I'm happy to report that we've reached a tentative agreement that we hope to recommend to the rest of the board,\" Mission district Supervisor Campos said in an interview.\u003c/p>\n\u003cp>Instead of killing the program while a full environmental review takes place, the deal calls for it to continue in its current form for one year while city officials study its impact.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Campos says the SFMTA and the San Francisco County Transportation Authority will take the next six months to look into whether the program could succeed without some of the nearly 125 Muni stops it uses now.\u003c/p>\n\u003cp>During that time, the two agencies will explore whether workers who use the shuttles could be picked up at hubs in certain neighborhoods instead of the stops currently in use.\u003c/p>\n\u003cp>They will also study whether air quality has gotten worse in neighborhoods with a high volume of commuter shuttles and whether the program is a factor in displacing residents in a city that's in the grips of an affordability crisis.\u003c/p>\n\u003cp>Campos says the six months of study could lead to an overhaul of the program.\u003c/p>\n\u003cp>\"We as a city and the tech industry and these companies have to do a better job of working together on issues like housing,\" Campos said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The full Board of Supervisors had been scheduled to vote on the shuttle program's future Tuesday. The issue will now be postponed until Feb. 23.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A statewide conflict over whether to allow more trains carrying crude oil into California is coming to a head in communities hundreds of miles apart.\u003c/p>\n\u003cp>The Central Coast town of San Luis Obispo and the Bay Area city of Benicia are poised to make decisions in the coming days that would have broad implications for the future of this type of import.\u003c/p>\n\u003cp>Longtime San Luis Obispo resident Heidi Harmon hopes to stop trains from hauling crude through her town, citing what she calls an “elevated risk of derailment.”\u003c/p>\n\u003cp>Oil trains would likely have to cross a 19th century bridge just a mile from the city’s thriving downtown.\u003c/p>\n\u003cp>“You can see the antiquated style with which this was put together” says Harmon, gesturing to rail tracks perched on top of the trestle’s steel rods.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>She describes Stenner Creek Trestle as “stunning to look at but terrifying to consider a mile-and-a-half-long oil train coming over.”\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/245438020″ params=”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false” width=”100%” height=”166″ iframe=”true” /]\u003c/p>\n\u003cp>Trains hauling up to 80 tanker cars could cross the trestle bridge multiple times a week if Phillips 66 gets wins approval for a plan to build a rail spur at its nearby refinery.\u003c/p>\n\u003cp>The company has applied for a permit to connect its Santa Maria refinery to the nearby Union Pacific line.\u003c/p>\n\u003cp>A steady decline in California oil production has compelled Phillips 66 to look for ways to bring in crude from other states. The company’s landlocked refinery in Santa Maria has no pipeline connection to do that — and no nearby port terminal.\u003c/p>\n\u003cp>The San Luis Obispo Planning Commission held hearings that began Thursday on whether to allow the rail spur project. County staff has \u003ca href=\"http://agenda.slocounty.ca.gov/agenda/sanluisobispo/5611/SXRlbSBEb2N1bWVudCAoUHVibGljKSA=/14/n/56220.doc\" target=\"_blank\" rel=\"noopener\">advised against it\u003c/a>, saying it poses too great a risk to public health and safety.\u003c/p>\n\u003cp>Harmon and hundreds of other opponents packed the meeting.\u003c/p>\n\u003cfigure id=\"attachment_10855863\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-10855863 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/SLOTrestle-800x1067.jpg\" alt=\"San Luis Obispo resident Heidi Harmon describes Stenner Creek Trestle as “stunning to look at but terrifying to consider a mile-and-a-half long oil train coming over.”\" width=\"800\" height=\"1067\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-400x533.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-768x1024.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-1440x1920.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-1180x1573.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-960x1280.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">San Luis Obispo resident Heidi Harmon describes Stenner Creek Trestle as ‘stunning to look at but terrifying to consider a mile-and-a-half-long oil train coming over.’ \u003ccite>(Julie Small/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We have an opportunity in San Luis Obispo to say we do not want this train” said Harmon. “We do not want the dangers — the air pollution hazards and the increased cancer risks — we do not want this in our community.”\u003c/p>\n\u003cp>A series of accidents, including the \u003ca href=\"http://www.cbc.ca/news/canada/montreal/lac-megantic-study-findings-feb4-1.3433215\" target=\"_blank\" rel=\"noopener\">2013 Lac-Mégantic rail disaster\u003c/a> that killed 47 people in Quebec, have fueled fears and community opposition.\u003c/p>\n\u003cp>Phillips 66 officials declined an interview for this story but said in an email the company uses “one of the most modern railcar fleets in the industry.”\u003c/p>\n\u003cp>Over 100 government agencies and school boards, including many from the San Francisco Bay Area, also oppose the rail spur in San Luis Obispo.\u003c/p>\n\u003cp>A similar project at the Valero refinery in Benicia also faces strong opposition.\u003c/p>\n\u003cp>Valero also wants to connect its operations to Union Pacific.\u003c/p>\n\u003cp>Benicia’s planning commission has set a public hearing on that crude-by-rail project Monday. Staff there is \u003ca href=\"https://beniciaca.govoffice2.com/vertical/Sites/%7B3436CBED-6A58-4FEF-BFDF-5F9331215932%7D/uploads/February_CBR_Single_Agenda.pdf\" target=\"_blank\" rel=\"noopener\">recommending approval\u003c/a>.\u003c/p>\n\u003cp>Political leadership is divided, but many residents are opposed. Some of those municipal governments of nearby cities want more safeguards included in the project. To get to Benicia, the crude would first pass through communities far north, including Auburn, Sacramento and the university town of Davis.\u003c/p>\n\u003cp>“The rail line passes through the heart of our downtown and has a few geographic elements to it that raise concerns when oil trains are going through it,” said Mike Webb, city planner for Davis.\u003c/p>\n\u003cp>“We are not trying to stop the project,” Webb emphasized. “Our primary mission is to ensure that, to the extent that these trains and these materials are going through our communities, let’s make it as safe as it can possibly be.”\u003c/p>\n\u003cp>[contextly_sidebar id=”KKygue9aisZnDrq0dvkYNw74zHGlWiD5″]\u003c/p>\n\u003cp>Davis officials and the Sacramento Area Council of Governments (SACOG) are pushing for a commitment from Valero and UP to use technology that automatically slows trains in densely populated areas.\u003c/p>\n\u003cp>“Public safety and first responder advance notification is of paramount concern,” said Yolo County Supervisor Don Saylor, a former council chair.\u003c/p>\n\u003cp>Officials also want a commitment to provide more training and funding for first responders in communities along the route and for emergency crews to get warned before an oil train comes down the line.\u003c/p>\n\u003cp>Chris Howe, a manager for Valero, testified at a public hearing last year on the Benicia oil-by-rail project that the company is committed to strong safety standards and modern technology.\u003c/p>\n\u003cp>“We have from the start planned to utilize in our project upgraded railcars.” Howe said.\u003c/p>\n\u003cp>Valero is also working with an experienced railroad.\u003c/p>\n\u003cp>“We expect UP railroad — which is the prime railroad that we’ll be utilizing to move those trains — to do so safely,” Howe said. “Many of the incidents that have happened have occurred on much smaller, less well maintained railroads.”\u003c/p>\n\u003cfigure id=\"attachment_10855887\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10855887\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/ValeroRefinery-800x593.jpg\" alt=\"San Antonio-based Valero Corp. is the nation's biggest refiner. The Benicia refinery is one of two the company operates in California.\" width=\"800\" height=\"593\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-800x593.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-400x296.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-768x569.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-1440x1067.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-1180x875.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-960x712.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">San Antonio-based Valero Corp. is the nation’s biggest refiner. The Benicia refinery is one of two the company operates in California. \u003ccite>(Craig Miller/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Union Pacific says it has made changes to reduce the risk of hauling crude: implementing slower speeds in high-population areas and creating analytical tools to find the safest routes.\u003c/p>\n\u003cp>The two projects under consideration are among a handful of crude-by-rail projects proposed in recent years to take advantage of inexpensive crude from North Dakota, Canada and Texas.\u003c/p>\n\u003cp>But the recent plunge in oil prices has made hauling it by train more expensive, causing some of those plans to unravel.\u003c/p>\n\u003cp>“The rail economics have changed the calculus for some companies” said Gordon Schremp, a senior fuel analyst with the California Energy Commission.\u003c/p>\n\u003cp>Last year WesPac abandoned a plan to build a rail terminal in the Bay Area town of Pittsburg, citing a lack of investors for the project. Alon USA has yet to act on a permit the company acquired in 2012 to build a crude-by-rail terminal at an idle refinery in Bakersfield.\u003c/p>\n\u003cp>According to Schremp, even at the peak of industry interest rail imports comprised just 1 percent of California’s oil imports. By the end of 2015, those imports plummeted to one-tenth of 1 percent.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“Crude-by-rail was never a very important source supply,” said Schremp, “because we did not have the facilities constructed.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A statewide conflict over whether to allow more trains carrying crude oil into California is coming to a head in communities hundreds of miles apart.\u003c/p>\n\u003cp>The Central Coast town of San Luis Obispo and the Bay Area city of Benicia are poised to make decisions in the coming days that would have broad implications for the future of this type of import.\u003c/p>\n\u003cp>Longtime San Luis Obispo resident Heidi Harmon hopes to stop trains from hauling crude through her town, citing what she calls an “elevated risk of derailment.”\u003c/p>\n\u003cp>Oil trains would likely have to cross a 19th century bridge just a mile from the city’s thriving downtown.\u003c/p>\n\u003cp>“You can see the antiquated style with which this was put together” says Harmon, gesturing to rail tracks perched on top of the trestle’s steel rods.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>She describes Stenner Creek Trestle as “stunning to look at but terrifying to consider a mile-and-a-half-long oil train coming over.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='”100%”' height='”166″'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=”https://api.soundcloud.com/tracks/245438020″&visual=true&”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false”'\n title='”https://api.soundcloud.com/tracks/245438020″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Trains hauling up to 80 tanker cars could cross the trestle bridge multiple times a week if Phillips 66 gets wins approval for a plan to build a rail spur at its nearby refinery.\u003c/p>\n\u003cp>The company has applied for a permit to connect its Santa Maria refinery to the nearby Union Pacific line.\u003c/p>\n\u003cp>A steady decline in California oil production has compelled Phillips 66 to look for ways to bring in crude from other states. The company’s landlocked refinery in Santa Maria has no pipeline connection to do that — and no nearby port terminal.\u003c/p>\n\u003cp>The San Luis Obispo Planning Commission held hearings that began Thursday on whether to allow the rail spur project. County staff has \u003ca href=\"http://agenda.slocounty.ca.gov/agenda/sanluisobispo/5611/SXRlbSBEb2N1bWVudCAoUHVibGljKSA=/14/n/56220.doc\" target=\"_blank\" rel=\"noopener\">advised against it\u003c/a>, saying it poses too great a risk to public health and safety.\u003c/p>\n\u003cp>Harmon and hundreds of other opponents packed the meeting.\u003c/p>\n\u003cfigure id=\"attachment_10855863\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-10855863 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/SLOTrestle-800x1067.jpg\" alt=\"San Luis Obispo resident Heidi Harmon describes Stenner Creek Trestle as “stunning to look at but terrifying to consider a mile-and-a-half long oil train coming over.”\" width=\"800\" height=\"1067\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-400x533.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-768x1024.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-1440x1920.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-1180x1573.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/SLOTrestle-960x1280.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">San Luis Obispo resident Heidi Harmon describes Stenner Creek Trestle as ‘stunning to look at but terrifying to consider a mile-and-a-half-long oil train coming over.’ \u003ccite>(Julie Small/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We have an opportunity in San Luis Obispo to say we do not want this train” said Harmon. “We do not want the dangers — the air pollution hazards and the increased cancer risks — we do not want this in our community.”\u003c/p>\n\u003cp>A series of accidents, including the \u003ca href=\"http://www.cbc.ca/news/canada/montreal/lac-megantic-study-findings-feb4-1.3433215\" target=\"_blank\" rel=\"noopener\">2013 Lac-Mégantic rail disaster\u003c/a> that killed 47 people in Quebec, have fueled fears and community opposition.\u003c/p>\n\u003cp>Phillips 66 officials declined an interview for this story but said in an email the company uses “one of the most modern railcar fleets in the industry.”\u003c/p>\n\u003cp>Over 100 government agencies and school boards, including many from the San Francisco Bay Area, also oppose the rail spur in San Luis Obispo.\u003c/p>\n\u003cp>A similar project at the Valero refinery in Benicia also faces strong opposition.\u003c/p>\n\u003cp>Valero also wants to connect its operations to Union Pacific.\u003c/p>\n\u003cp>Benicia’s planning commission has set a public hearing on that crude-by-rail project Monday. Staff there is \u003ca href=\"https://beniciaca.govoffice2.com/vertical/Sites/%7B3436CBED-6A58-4FEF-BFDF-5F9331215932%7D/uploads/February_CBR_Single_Agenda.pdf\" target=\"_blank\" rel=\"noopener\">recommending approval\u003c/a>.\u003c/p>\n\u003cp>Political leadership is divided, but many residents are opposed. Some of those municipal governments of nearby cities want more safeguards included in the project. To get to Benicia, the crude would first pass through communities far north, including Auburn, Sacramento and the university town of Davis.\u003c/p>\n\u003cp>“The rail line passes through the heart of our downtown and has a few geographic elements to it that raise concerns when oil trains are going through it,” said Mike Webb, city planner for Davis.\u003c/p>\n\u003cp>“We are not trying to stop the project,” Webb emphasized. “Our primary mission is to ensure that, to the extent that these trains and these materials are going through our communities, let’s make it as safe as it can possibly be.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Davis officials and the Sacramento Area Council of Governments (SACOG) are pushing for a commitment from Valero and UP to use technology that automatically slows trains in densely populated areas.\u003c/p>\n\u003cp>“Public safety and first responder advance notification is of paramount concern,” said Yolo County Supervisor Don Saylor, a former council chair.\u003c/p>\n\u003cp>Officials also want a commitment to provide more training and funding for first responders in communities along the route and for emergency crews to get warned before an oil train comes down the line.\u003c/p>\n\u003cp>Chris Howe, a manager for Valero, testified at a public hearing last year on the Benicia oil-by-rail project that the company is committed to strong safety standards and modern technology.\u003c/p>\n\u003cp>“We have from the start planned to utilize in our project upgraded railcars.” Howe said.\u003c/p>\n\u003cp>Valero is also working with an experienced railroad.\u003c/p>\n\u003cp>“We expect UP railroad — which is the prime railroad that we’ll be utilizing to move those trains — to do so safely,” Howe said. “Many of the incidents that have happened have occurred on much smaller, less well maintained railroads.”\u003c/p>\n\u003cfigure id=\"attachment_10855887\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10855887\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/ValeroRefinery-800x593.jpg\" alt=\"San Antonio-based Valero Corp. is the nation's biggest refiner. The Benicia refinery is one of two the company operates in California.\" width=\"800\" height=\"593\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-800x593.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-400x296.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-768x569.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-1440x1067.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-1180x875.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/02/ValeroRefinery-960x712.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">San Antonio-based Valero Corp. is the nation’s biggest refiner. The Benicia refinery is one of two the company operates in California. \u003ccite>(Craig Miller/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Union Pacific says it has made changes to reduce the risk of hauling crude: implementing slower speeds in high-population areas and creating analytical tools to find the safest routes.\u003c/p>\n\u003cp>The two projects under consideration are among a handful of crude-by-rail projects proposed in recent years to take advantage of inexpensive crude from North Dakota, Canada and Texas.\u003c/p>\n\u003cp>But the recent plunge in oil prices has made hauling it by train more expensive, causing some of those plans to unravel.\u003c/p>\n\u003cp>“The rail economics have changed the calculus for some companies” said Gordon Schremp, a senior fuel analyst with the California Energy Commission.\u003c/p>\n\u003cp>Last year WesPac abandoned a plan to build a rail terminal in the Bay Area town of Pittsburg, citing a lack of investors for the project. Alon USA has yet to act on a permit the company acquired in 2012 to build a crude-by-rail terminal at an idle refinery in Bakersfield.\u003c/p>\n\u003cp>According to Schremp, even at the peak of industry interest rail imports comprised just 1 percent of California’s oil imports. By the end of 2015, those imports plummeted to one-tenth of 1 percent.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Crude-by-rail was never a very important source supply,” said Schremp, “because we did not have the facilities constructed.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Tries Removing Some Seats to Ease Crowding on Trains",
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"content": "\u003cp>If you ride BART, you've noticed the crowds, right?\u003c/p>\n\u003cp>With trains at capacity during every rush hour -- who knew so many people could become such close friends? -- BART is testing a new seating layout that will allow more passengers to board each car.\u003c/p>\n\u003cp>\"New seating layout\" is a little bit of a euphemism, actually. What BART is doing is replacing seven double seats with seven single seats on a group of test cars. In other words, each of those cars will have seven fewer seats, but more room for passengers to stand.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said via email that a total of 20 of the system's 669 cars will be retrofitted with the test layout, and seven are already in service. She adds that it's not clear yet how many extra passengers might fit aboard \u003ca href=\"http://ww2.kqed.org/news/2016/01/26/after-a-million-miles-bart-is-hella-old\" target=\"_blank\">BART's aging cars\u003c/a> with the new configuration -- that's one of the points of the test.\u003c/p>\n\u003cp>The agency is looking for passenger feedback on the new configuration -- go to \u003ca href=\"http://www.bart.gov/testcar\" target=\"_blank\">www.bart.gov/testcar\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_10854507\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/bartlayouttest.jpg\" rel=\"attachment wp-att-10854507\">\u003cimg class=\"size-thumbnail wp-image-10854507\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/bartlayouttest-400x221.jpg\" alt=\"BART's inviting feedback on experimental car layout.\" width=\"400\" height=\"221\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-400x221.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-800x442.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-768x424.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-1440x796.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-1180x652.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-960x531.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-672x372.jpg 672w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-1038x576.jpg 1038w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART's inviting feedback on experimental car layout. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While formal study results still haven't come in, Trost says she conducted her own informal survey when she got on one of the retrofitted cars last week, on the Pittsburg-Bay Point line.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"There are those who want a seat at all cost because they travel a long distance on the train, and there are others who appreciate more breathing room and how it is easier to get on and off the train car because there is more floor space to maneuver around people,\" Trost said. \"One person said it will make it harder for people with disabilities to get a seat because there will be more demand for the seats.\"\u003c/p>\n\u003cp>My own take, having been surprised to board one of the test cars well after the morning rush on Wednesday: I kind of liked the novelty of the single seats. However, my preferred mode of BART travel is asleep -- I'm luckier than most in the daily BART seat scramble -- and I think that sitting in those singles during a sardine-can evening commute might feel a little more claustrophobic than the current double seats do.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Of course, I'm describing what's really a luxury commute experience. Here's \u003ca href=\"https://youtu.be/33qxTMA9XTA\" target=\"_blank\">what real crowding looks like\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you ride BART, you've noticed the crowds, right?\u003c/p>\n\u003cp>With trains at capacity during every rush hour -- who knew so many people could become such close friends? -- BART is testing a new seating layout that will allow more passengers to board each car.\u003c/p>\n\u003cp>\"New seating layout\" is a little bit of a euphemism, actually. What BART is doing is replacing seven double seats with seven single seats on a group of test cars. In other words, each of those cars will have seven fewer seats, but more room for passengers to stand.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said via email that a total of 20 of the system's 669 cars will be retrofitted with the test layout, and seven are already in service. She adds that it's not clear yet how many extra passengers might fit aboard \u003ca href=\"http://ww2.kqed.org/news/2016/01/26/after-a-million-miles-bart-is-hella-old\" target=\"_blank\">BART's aging cars\u003c/a> with the new configuration -- that's one of the points of the test.\u003c/p>\n\u003cp>The agency is looking for passenger feedback on the new configuration -- go to \u003ca href=\"http://www.bart.gov/testcar\" target=\"_blank\">www.bart.gov/testcar\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_10854507\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/bartlayouttest.jpg\" rel=\"attachment wp-att-10854507\">\u003cimg class=\"size-thumbnail wp-image-10854507\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/bartlayouttest-400x221.jpg\" alt=\"BART's inviting feedback on experimental car layout.\" width=\"400\" height=\"221\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-400x221.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-800x442.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-768x424.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-1440x796.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-1180x652.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-960x531.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-672x372.jpg 672w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/bartlayouttest-1038x576.jpg 1038w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART's inviting feedback on experimental car layout. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While formal study results still haven't come in, Trost says she conducted her own informal survey when she got on one of the retrofitted cars last week, on the Pittsburg-Bay Point line.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"There are those who want a seat at all cost because they travel a long distance on the train, and there are others who appreciate more breathing room and how it is easier to get on and off the train car because there is more floor space to maneuver around people,\" Trost said. \"One person said it will make it harder for people with disabilities to get a seat because there will be more demand for the seats.\"\u003c/p>\n\u003cp>My own take, having been surprised to board one of the test cars well after the morning rush on Wednesday: I kind of liked the novelty of the single seats. However, my preferred mode of BART travel is asleep -- I'm luckier than most in the daily BART seat scramble -- and I think that sitting in those singles during a sardine-can evening commute might feel a little more claustrophobic than the current double seats do.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Of course, I'm describing what's really a luxury commute experience. Here's \u003ca href=\"https://youtu.be/33qxTMA9XTA\" target=\"_blank\">what real crowding looks like\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "New York's Uber Drivers Talk Strike After 15 Percent Fare Cut",
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"content": "\u003cp>NEW YORK — Uber drivers in New York City called Monday for a strike to protest the company's decision to cut fares by 15 percent, as drivers rallied at the ride-sharing app's New York headquarters.\u003c/p>\n\u003cp>Several hundred attended the protest, but it's not clear how many would heed the call for a shutdown. The company has roughly 30,000 registered vehicles in New York City.\u003c/p>\n\u003cp>Mohammed Rahman, a driver from the Bronx who's been in the business for two decades, said the cost cut is too deep. Drivers cover their own insurance, payments on vehicles and gas.\u003c/p>\n\u003cp>\"Before, we made little, not much — but enough to feed the family,\" said the father of two. \"But this is really, really bad.\"\u003c/p>\n\u003cp>The drivers behind the work stoppage were trying to get the word out to colleagues with fliers and social media. But thousands of cars still were on the road, many because they had not heard about the labor action. Uber drivers aren't unionized in New York.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"In order to change something with the low rates that Uber imposed on the drivers, we should cripple the city, so New Yorkers know what's happening to us,\" said Rajko Ljutica, a longtime driver who has worked for other limo companies he says are now being choked by Uber. \"Uber is like a spreading cancer, killing the yellow cab industry and other car services.\"\u003c/p>\n\u003cp>The popular ride-sharing app announced the price reduction Friday. A company spokesman said its data show the fare reductions are actually helping drivers earn more money by drumming up business. The spokesman said if the lower prices don't work, they'll be rolled back.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"Every city has busy months and slow times. In New York, things tend to be quieter after the holidays. So we lowered prices to get more people using Uber, which is good for drivers because it means less time waiting around for trips,\" said spokesman Matt Wing. \"As we have always said, price cuts need to work for drivers.\"\u003c/p>\n\n",
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"disqusTitle": "Engineers Zero In on Design for Bike Path on Bay Bridge Western Span",
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"headTitle": "News Fix | KQED News",
"content": "\u003cp>Transportation officials are \u003ca href=\"http://mtc.ca.gov/sites/default/files/2016%200120_SFOBB%20West%20Span%20BPM%20Public%20Workshop%20Presentation-FINAL.pdf\" target=\"_blank\">narrowing the final designs\u003c/a> for a bike and pedestrian path on the western span of the Bay Bridge, something bike advocates have been dreaming about for decades.\u003c/p>\n\u003cp>But it could still be another decade before the 2.9-mile structure from Yerba Buena Island to San Francisco is funded and built, according to the Bay Area Toll Authority.\u003c/p>\n\u003cp>\"Even two years ago, I wouldn't have thought we'd be where we are,\" said Renee Rivera, executive director of \u003ca href=\"https://bikeeastbay.org/\" target=\"_blank\">Bike East Bay\u003c/a>. \"It seems crazy to be excited about something that's not going to happen for 10 years, but the thing is we've been working on this for maybe 25 years already.\"\u003c/p>\n\u003cp>The impetus to build a western path comes from a desire to make it possible to ride all the way from Oakland to San Francisco. The new eastern span's biking and walking path currently \u003ca href=\"http://www.sfchronicle.com/bayarea/article/Chronicle-Watch-Bay-Bridge-bike-path-still-a-6603266.php?t=fcbbee0674baa6eec6&cmpid=twitter-premium\" target=\"_blank\">stops short of Yerba Buena Island\u003c/a> because of a long series of construction delays.\u003c/p>\n\u003cp>At a recent community meeting that drew more than 100 people, representatives of engineering and design firm \u003ca href=\"http://www.arup.com/\" target=\"_blank\">Arup\u003c/a> presented several designs. They include a path that would be suspended above the current traffic lanes and options for building paths hung on the north or south sides of the western span.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One big question is where the path should touch down in San Francisco. Engineers have narrowed those alternatives from 19 to six, including Essex Street, the Embarcadero or a Caltrans paint yard.\u003c/p>\n\u003cfigure id=\"attachment_10841824\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10841824\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/image-2-1440x1080.png\" alt=\"The Essex Street touchdown is one of the less costly options. \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-1440x1080.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-400x300.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-800x600.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-768x576.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-1920x1440.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-1180x885.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-960x720.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2.png 2048w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">The Essex Street touchdown is one of the less costly options. \u003ccite>(Courtesy of Arup )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rivera says she favors the Essex Street landing, partly because it is simpler, would cost less and brings commute cyclists directly into downtown, where most would likely be headed.\u003c/p>\n\u003cp>\"I think Essex is the easiest, the most elegant and the most functional of the options,\" she said.\u003c/p>\n\u003cp>Estimates are that as many as 10,000 bicyclists would use the path daily (1,300 during peak hours), more than cycle daily on the Golden Gate Bridge, said Rich Coffin, principal engineer on the project for Arup. That number also considers an additional 20,000 residents projected to be living on Treasure Island.\u003c/p>\n\u003cp>A biking and walking structure on the western span presents a number of engineering challenges. Rafael Manzanarez, another Arup engineer working on the project, outlined some of them, \u003ca href=\"http://richmondconfidential.org/2016/01/21/bay-bridge-bike-path-on-track-to-be-finished-in-2025/\" target=\"_blank\">according to this account from Richmond Confidential's\u003c/a> Sam Omar Hill:\u003c/p>\n\u003cblockquote>\u003cp>Attaching the main span to the Bay Bridge is the “biggest challenge,” Manzanarez said, because it’s not easy to attach new steel to old steel. Old steel gets brittle. It can’t be welded. The old bridge must be partially taken apart and the new parts must be integrated using bolts and plates to replace existing rivets.\u003c/p>\n\u003cp>“It’s just surgical work,” Manzanarez said with a laugh. “It’s getting into somebody’s body.”\u003c/p>\n\u003cp>There’s also the issue of sinkage. Adding new weight will cause the bridge to be six to eight inches lower, potentially endangering very tall ships and angering the Coast Guard. To solve this problem, Manzanarez said that the suspension wires could be tightened, raising the roadway back up six to eight inches.\u003c/p>\u003c/blockquote>\n\u003cp>Another big question is how to get the path across Yerba Buena Island. The options include a bike and walking path that would be suspended from the ceiling of the Yerba Buena Tunnel, providing a direct connection to the west span. Less costly options include building paths above or below Hillcrest Road, which winds around steep terrain on the south side of the island.\u003c/p>\n\u003cp>In San Francisco, the project would also feature \"dual high-capacity and high-speed elevators\" on the Embarcadero to quickly move people on and off the path. One option being considered would be to have the elevators open first, in lieu of a ramp touchdown, which could be built later.\u003c/p>\n\u003cp>Engineers hope to come up with four alternative designs and present cost estimates at a meeting planned for September, and then narrow them down to two options.\u003c/p>\n\u003cp>Part of the current design effort is to find a design that can be built for \u003ca href=\"https://bikeeastbay.org/news/contract-awarded-study-lower-cost-designs-west-span-pathway\" target=\"_blank\">under $300 million\u003c/a> -- far less than early estimates for the project. Bay Area Toll Authority officials said they are considering raising bridge tolls to cover the cost as part of a regional measure that would also fund a number of other transportation projects.\u003c/p>\n\u003cp>\"We need to find a design that's affordable, and if we're going to go higher than that, then we need to figure out what that means,\" said Randy Rentschler, a spokesman for the toll authority.\u003c/p>\n\u003cp>Rentschler said he's cautiously optimistic about the future of a west span path, but added that \"the ambitions of a bike path have to come through a comparative reality against all the other things that the citizens of the Bay Area want to have in that corridor, and in general.\"\u003c/p>\n\u003cp>Rivera is hoping that things will progress so construction -- which would take three to five years -- could start as early as 2019.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We hoped we would come to this day where the political will is lined up,\" said Rivera. \"This project feels like it has so much momentum. It feels like there's no going back.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Transportation officials are \u003ca href=\"http://mtc.ca.gov/sites/default/files/2016%200120_SFOBB%20West%20Span%20BPM%20Public%20Workshop%20Presentation-FINAL.pdf\" target=\"_blank\">narrowing the final designs\u003c/a> for a bike and pedestrian path on the western span of the Bay Bridge, something bike advocates have been dreaming about for decades.\u003c/p>\n\u003cp>But it could still be another decade before the 2.9-mile structure from Yerba Buena Island to San Francisco is funded and built, according to the Bay Area Toll Authority.\u003c/p>\n\u003cp>\"Even two years ago, I wouldn't have thought we'd be where we are,\" said Renee Rivera, executive director of \u003ca href=\"https://bikeeastbay.org/\" target=\"_blank\">Bike East Bay\u003c/a>. \"It seems crazy to be excited about something that's not going to happen for 10 years, but the thing is we've been working on this for maybe 25 years already.\"\u003c/p>\n\u003cp>The impetus to build a western path comes from a desire to make it possible to ride all the way from Oakland to San Francisco. The new eastern span's biking and walking path currently \u003ca href=\"http://www.sfchronicle.com/bayarea/article/Chronicle-Watch-Bay-Bridge-bike-path-still-a-6603266.php?t=fcbbee0674baa6eec6&cmpid=twitter-premium\" target=\"_blank\">stops short of Yerba Buena Island\u003c/a> because of a long series of construction delays.\u003c/p>\n\u003cp>At a recent community meeting that drew more than 100 people, representatives of engineering and design firm \u003ca href=\"http://www.arup.com/\" target=\"_blank\">Arup\u003c/a> presented several designs. They include a path that would be suspended above the current traffic lanes and options for building paths hung on the north or south sides of the western span.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One big question is where the path should touch down in San Francisco. Engineers have narrowed those alternatives from 19 to six, including Essex Street, the Embarcadero or a Caltrans paint yard.\u003c/p>\n\u003cfigure id=\"attachment_10841824\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10841824\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/image-2-1440x1080.png\" alt=\"The Essex Street touchdown is one of the less costly options. \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-1440x1080.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-400x300.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-800x600.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-768x576.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-1920x1440.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-1180x885.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2-960x720.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/image-2.png 2048w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">The Essex Street touchdown is one of the less costly options. \u003ccite>(Courtesy of Arup )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rivera says she favors the Essex Street landing, partly because it is simpler, would cost less and brings commute cyclists directly into downtown, where most would likely be headed.\u003c/p>\n\u003cp>\"I think Essex is the easiest, the most elegant and the most functional of the options,\" she said.\u003c/p>\n\u003cp>Estimates are that as many as 10,000 bicyclists would use the path daily (1,300 during peak hours), more than cycle daily on the Golden Gate Bridge, said Rich Coffin, principal engineer on the project for Arup. That number also considers an additional 20,000 residents projected to be living on Treasure Island.\u003c/p>\n\u003cp>A biking and walking structure on the western span presents a number of engineering challenges. Rafael Manzanarez, another Arup engineer working on the project, outlined some of them, \u003ca href=\"http://richmondconfidential.org/2016/01/21/bay-bridge-bike-path-on-track-to-be-finished-in-2025/\" target=\"_blank\">according to this account from Richmond Confidential's\u003c/a> Sam Omar Hill:\u003c/p>\n\u003cblockquote>\u003cp>Attaching the main span to the Bay Bridge is the “biggest challenge,” Manzanarez said, because it’s not easy to attach new steel to old steel. Old steel gets brittle. It can’t be welded. The old bridge must be partially taken apart and the new parts must be integrated using bolts and plates to replace existing rivets.\u003c/p>\n\u003cp>“It’s just surgical work,” Manzanarez said with a laugh. “It’s getting into somebody’s body.”\u003c/p>\n\u003cp>There’s also the issue of sinkage. Adding new weight will cause the bridge to be six to eight inches lower, potentially endangering very tall ships and angering the Coast Guard. To solve this problem, Manzanarez said that the suspension wires could be tightened, raising the roadway back up six to eight inches.\u003c/p>\u003c/blockquote>\n\u003cp>Another big question is how to get the path across Yerba Buena Island. The options include a bike and walking path that would be suspended from the ceiling of the Yerba Buena Tunnel, providing a direct connection to the west span. Less costly options include building paths above or below Hillcrest Road, which winds around steep terrain on the south side of the island.\u003c/p>\n\u003cp>In San Francisco, the project would also feature \"dual high-capacity and high-speed elevators\" on the Embarcadero to quickly move people on and off the path. One option being considered would be to have the elevators open first, in lieu of a ramp touchdown, which could be built later.\u003c/p>\n\u003cp>Engineers hope to come up with four alternative designs and present cost estimates at a meeting planned for September, and then narrow them down to two options.\u003c/p>\n\u003cp>Part of the current design effort is to find a design that can be built for \u003ca href=\"https://bikeeastbay.org/news/contract-awarded-study-lower-cost-designs-west-span-pathway\" target=\"_blank\">under $300 million\u003c/a> -- far less than early estimates for the project. Bay Area Toll Authority officials said they are considering raising bridge tolls to cover the cost as part of a regional measure that would also fund a number of other transportation projects.\u003c/p>\n\u003cp>\"We need to find a design that's affordable, and if we're going to go higher than that, then we need to figure out what that means,\" said Randy Rentschler, a spokesman for the toll authority.\u003c/p>\n\u003cp>Rentschler said he's cautiously optimistic about the future of a west span path, but added that \"the ambitions of a bike path have to come through a comparative reality against all the other things that the citizens of the Bay Area want to have in that corridor, and in general.\"\u003c/p>\n\u003cp>Rivera is hoping that things will progress so construction -- which would take three to five years -- could start as early as 2019.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We hoped we would come to this day where the political will is lined up,\" said Rivera. \"This project feels like it has so much momentum. It feels like there's no going back.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Union Pacific Blames Local Company for Martinez Train Derailment",
"title": "Union Pacific Blames Local Company for Martinez Train Derailment",
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"content": "\u003cp>\u003cstrong>Update, 3 p.m. Thursday:\u003c/strong> The company handling three tanker cars that derailed in Martinez last week failed to apply enough brakes, according to a \u003ca href=\"http://cchealth.org/hazmat/pdf/ecoservices-2016-0120-FRA-Form-F-6180-54.pdf\" target=\"_blank\">report \u003c/a>that Union Pacific filed with the Federal Railroad Administration.\u003c/p>\n\u003cp>When the firm, Eco Services, pulled eight cars into its plant near the Benicia Bridge last Wednesday, a dozen other cars they were separated from began rolling away and under Interstate 680.\u003c/p>\n\u003cp>\"There's handbrakes on the cars to keep the cars stationary, and if they didn't set those handbrakes before they decoupled those eight, they could start rolling. And that looks like what happened,\" said Randy Sawyer, Contra Costa county's chief environmental health and hazardous materials officer. \"It is a cause for concern.\"\u003c/p>\n\u003cp>The Union Pacific report also found that the incident caused more than $13,000 in damage.\u003c/p>\n\u003cp>Eco Services, Union Pacific and the Federal Railroad Administration have yet to comment.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> The California Public Utilities Commission has opened an investigation into the derailment of three tanker cars carrying oil-refining chemicals in Martinez last week.\u003c/p>\n\u003cp>The CPUC's probe of the incident just south of the Benicia Bridge comes amid new disclosures that the company in charge of the train at the time lost control of a dozen cars carrying spent sulfuric acid just before the derailment.\u003c/p>\n\u003cp>And county officials say the local agency in charge of responding to hazardous material incidents was not notified about the derailment until two hours after the cars left the tracks.\u003c/p>\n\u003cp>The company that was handling the material was Eco Services. Union Pacific delivered 20 tanker cars to the firm's plant in Martinez on Jan. 19.\u003c/p>\n\u003cp>Early the next morning Eco Services workers began moving eight of the cars into its processing facility, according to a \u003ca href=\"http://cchealth.org/hazmat/pdf/ecoservices-2016-0120-72-hour-report.pdf\" target=\"_blank\">company incident report\u003c/a> filed with county officials this week.\u003c/p>\n\u003cp>\"As soon as the separation took place, the remaining 12 cars started rolling southward and down gradient toward Marina Vista Ave[nue],\" wrote Anthony Koo, a senior environmental engineer at Eco Services.\u003c/p>\n\u003cp>The fact that a dozen rail cars carrying chemicals were briefly out of control near a busy freeway, Interstate 680, and one of the region's major bridges prompted concern from the county's chief environmental health and hazardous materials officer, Randy Sawyer.\u003c/p>\n\u003cp>The tanker cars \"were moving when they weren't supposed to be moving,\" Sawyer said in an interview. \"I would think they would have some kind of braking system that would keep them from doing that.\"\u003c/p>\n\u003cp>According to the report, the three cars that left the tracks first passed under the I-680 overpass before hitting a derail device just west of the structure.\u003c/p>\n\u003cp>Sawyer said that device is a safety feature designed to prevent rail cars from entering a main track and colliding with a moving train. That safety system worked. No chemicals leaked from the three derailed cars, and no one was injured.\u003c/p>\n\u003cp>Sawyer also expressed concern about the delay in notifying his agency -- a process that took nearly two hours.\u003c/p>\n\u003cp>\"We would expect notification sooner,\" he said.\u003c/p>\n\u003cp>According to the Eco Services report, the derailment occurred at 6:45 a.m. on Jan. 20. The company says it notified Union Pacific 17 minutes later.\u003c/p>\n\u003cp>Sawyer said the rail company then contacted the Governor's Office of Emergency Services, which then sent the county an email about the incident at 8:33 a.m.\u003c/p>\n\u003cp>Eco Services said it made a \"courtesy call\" to the hazardous materials program just over an hour after that.\u003c/p>\n\u003cp>The delayed notification was most likely because no hazardous materials spilled, but \"they did not notify us as quickly as we would have wished,\" Sawyer said.\u003c/p>\n\u003cp>The CPUC, meanwhile, is looking into whether Eco Services or Union Pacific were following state regulations at the time of the derailment, that agency's spokeswoman, Constance Gordon, said in an email.\u003c/p>\n\u003cp>Eco Services has not returned calls for comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A Union Pacific spokesman says the company will cooperate with the CPUC in its investigation.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 3 p.m. Thursday:\u003c/strong> The company handling three tanker cars that derailed in Martinez last week failed to apply enough brakes, according to a \u003ca href=\"http://cchealth.org/hazmat/pdf/ecoservices-2016-0120-FRA-Form-F-6180-54.pdf\" target=\"_blank\">report \u003c/a>that Union Pacific filed with the Federal Railroad Administration.\u003c/p>\n\u003cp>When the firm, Eco Services, pulled eight cars into its plant near the Benicia Bridge last Wednesday, a dozen other cars they were separated from began rolling away and under Interstate 680.\u003c/p>\n\u003cp>\"There's handbrakes on the cars to keep the cars stationary, and if they didn't set those handbrakes before they decoupled those eight, they could start rolling. And that looks like what happened,\" said Randy Sawyer, Contra Costa county's chief environmental health and hazardous materials officer. \"It is a cause for concern.\"\u003c/p>\n\u003cp>The Union Pacific report also found that the incident caused more than $13,000 in damage.\u003c/p>\n\u003cp>Eco Services, Union Pacific and the Federal Railroad Administration have yet to comment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> The California Public Utilities Commission has opened an investigation into the derailment of three tanker cars carrying oil-refining chemicals in Martinez last week.\u003c/p>\n\u003cp>The CPUC's probe of the incident just south of the Benicia Bridge comes amid new disclosures that the company in charge of the train at the time lost control of a dozen cars carrying spent sulfuric acid just before the derailment.\u003c/p>\n\u003cp>And county officials say the local agency in charge of responding to hazardous material incidents was not notified about the derailment until two hours after the cars left the tracks.\u003c/p>\n\u003cp>The company that was handling the material was Eco Services. Union Pacific delivered 20 tanker cars to the firm's plant in Martinez on Jan. 19.\u003c/p>\n\u003cp>Early the next morning Eco Services workers began moving eight of the cars into its processing facility, according to a \u003ca href=\"http://cchealth.org/hazmat/pdf/ecoservices-2016-0120-72-hour-report.pdf\" target=\"_blank\">company incident report\u003c/a> filed with county officials this week.\u003c/p>\n\u003cp>\"As soon as the separation took place, the remaining 12 cars started rolling southward and down gradient toward Marina Vista Ave[nue],\" wrote Anthony Koo, a senior environmental engineer at Eco Services.\u003c/p>\n\u003cp>The fact that a dozen rail cars carrying chemicals were briefly out of control near a busy freeway, Interstate 680, and one of the region's major bridges prompted concern from the county's chief environmental health and hazardous materials officer, Randy Sawyer.\u003c/p>\n\u003cp>The tanker cars \"were moving when they weren't supposed to be moving,\" Sawyer said in an interview. \"I would think they would have some kind of braking system that would keep them from doing that.\"\u003c/p>\n\u003cp>According to the report, the three cars that left the tracks first passed under the I-680 overpass before hitting a derail device just west of the structure.\u003c/p>\n\u003cp>Sawyer said that device is a safety feature designed to prevent rail cars from entering a main track and colliding with a moving train. That safety system worked. No chemicals leaked from the three derailed cars, and no one was injured.\u003c/p>\n\u003cp>Sawyer also expressed concern about the delay in notifying his agency -- a process that took nearly two hours.\u003c/p>\n\u003cp>\"We would expect notification sooner,\" he said.\u003c/p>\n\u003cp>According to the Eco Services report, the derailment occurred at 6:45 a.m. on Jan. 20. The company says it notified Union Pacific 17 minutes later.\u003c/p>\n\u003cp>Sawyer said the rail company then contacted the Governor's Office of Emergency Services, which then sent the county an email about the incident at 8:33 a.m.\u003c/p>\n\u003cp>Eco Services said it made a \"courtesy call\" to the hazardous materials program just over an hour after that.\u003c/p>\n\u003cp>The delayed notification was most likely because no hazardous materials spilled, but \"they did not notify us as quickly as we would have wished,\" Sawyer said.\u003c/p>\n\u003cp>The CPUC, meanwhile, is looking into whether Eco Services or Union Pacific were following state regulations at the time of the derailment, that agency's spokeswoman, Constance Gordon, said in an email.\u003c/p>\n\u003cp>Eco Services has not returned calls for comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A Union Pacific spokesman says the company will cooperate with the CPUC in its investigation.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The cost of California’s high-speed rail project is not increasing. That was the message from rail officials during an Assembly oversight hearing today.\u003c/p>\n\u003cp>The California High-Speed Rail Authority spent much of the hearing pushing back on a recent \u003ca href=\"http://www.latimes.com/local/california/la-me-bullet-train-cost-final-20151025-story.html\" target=\"_blank\">L.A. Times article\u003c/a> reporting cost estimates for the first phase of the $68 billion project had increased 31 percent.\u003c/p>\n\u003cp>Rail Authority CEO Jeff Morales said that’s not accurate.\u003c/p>\n\u003cp>“There was no 31 percent increase in the cost of the program,” he said. “We did not withhold information about a cost increase in the program because there was no increase in the program.”\u003c/p>\n\u003cp>Rail officials will soon release an updated business plan. They insist it will show project costs are actually dropping.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Still, political skepticism persists. Democrat Richard Gordon of Los Altos says he hopes the business plan will address the true cost of constructing tunnels for the project.\u003c/p>\n\u003cp>\"There is no more challenging effort than a tunneling project and the cost related to that and potential cost overruns,\" he said.\u003c/p>\n\u003cp>Fresno Republican Jim Patterson pressed for definite cost and timeline projections.\u003c/p>\n\u003cp>\"You are representing to the people of the state of California that you have high levels of confidence both in the $68 billion ultimate price tag and in getting this project in on time?\" he asked.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Rail Authority Board Chair Dan Richard said that, based on what he knows today, he believes the project will come in under budget. But he says it may take longer than anticipated.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The cost of California’s high-speed rail project is not increasing. That was the message from rail officials during an Assembly oversight hearing today.\u003c/p>\n\u003cp>The California High-Speed Rail Authority spent much of the hearing pushing back on a recent \u003ca href=\"http://www.latimes.com/local/california/la-me-bullet-train-cost-final-20151025-story.html\" target=\"_blank\">L.A. Times article\u003c/a> reporting cost estimates for the first phase of the $68 billion project had increased 31 percent.\u003c/p>\n\u003cp>Rail Authority CEO Jeff Morales said that’s not accurate.\u003c/p>\n\u003cp>“There was no 31 percent increase in the cost of the program,” he said. “We did not withhold information about a cost increase in the program because there was no increase in the program.”\u003c/p>\n\u003cp>Rail officials will soon release an updated business plan. They insist it will show project costs are actually dropping.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Still, political skepticism persists. Democrat Richard Gordon of Los Altos says he hopes the business plan will address the true cost of constructing tunnels for the project.\u003c/p>\n\u003cp>\"There is no more challenging effort than a tunneling project and the cost related to that and potential cost overruns,\" he said.\u003c/p>\n\u003cp>Fresno Republican Jim Patterson pressed for definite cost and timeline projections.\u003c/p>\n\u003cp>\"You are representing to the people of the state of California that you have high levels of confidence both in the $68 billion ultimate price tag and in getting this project in on time?\" he asked.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Rail Authority Board Chair Dan Richard said that, based on what he knows today, he believes the project will come in under budget. But he says it may take longer than anticipated.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Automatic DMV Voter Registration Won’t Raise California's Turnout Yet",
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"content": "\u003cp>The \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1461\" target=\"_blank\">Motor Voter Act\u003c/a> took effect Jan. 1, and made headlines as California became one of the first states to automate voter registration when people visit the Department of Motor Vehicles.\u003c/p>\n\u003cp>It was sold as one way to help boost the state's dismally low voter turnout rates -- but improvement in the numbers may not materialize, at least not immediately. As more people join the state’s voter rolls, they won’t necessarily show up to vote, and that could drive the rates down even lower.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/244053620\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>California Secretary of State Alex Padilla says that possible outcome was used as an argument against the new law. But in his view, it’s an argument that doesn’t hold up.\u003c/p>\n\u003cp>\"The real way to look at it is: Will the raw number of people casting ballots in future elections go up? I believe they will, and that’s where we’re keeping our focus and our energy,\" he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[contextly_sidebar id=\"pUnz32rEEguYO83Baw06mDip5DqVFX9X\"]\u003c/p>\n\u003cp>Answering questions after taping a \u003ca href=\"http://www.scpr.org/programs/take-two/2016/01/26/12537/\" target=\"_blank\">Take Two segment\u003c/a> on Monday, Padilla said automated voter registration at the DMV should be fully up and running no later than mid-2017.\u003c/p>\n\u003cp>The first step is completing the work on VoteCal, the state's \u003ca href=\"http://www.scpr.org/news/2015/12/17/56298/after-more-than-a-decade-consolidating-california/\" target=\"_blank\">long-delayed voter database\u003c/a> that is expected to be finished by June. After that, revising forms and training DMV employees will begin, among the steps needed to get the system running.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>\u003ca href=\"http://www.scpr.org/news/2016/01/26/57044/new-dmv-voter-law-won-t-guarantee-better-turnout-r/\" target=\"_blank\">Read the full story via KPCC\u003c/a>\u003c/strong>\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1461\" target=\"_blank\">Motor Voter Act\u003c/a> took effect Jan. 1, and made headlines as California became one of the first states to automate voter registration when people visit the Department of Motor Vehicles.\u003c/p>\n\u003cp>It was sold as one way to help boost the state's dismally low voter turnout rates -- but improvement in the numbers may not materialize, at least not immediately. As more people join the state’s voter rolls, they won’t necessarily show up to vote, and that could drive the rates down even lower.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/244053620&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/244053620'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>California Secretary of State Alex Padilla says that possible outcome was used as an argument against the new law. But in his view, it’s an argument that doesn’t hold up.\u003c/p>\n\u003cp>\"The real way to look at it is: Will the raw number of people casting ballots in future elections go up? I believe they will, and that’s where we’re keeping our focus and our energy,\" he said.\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>Answering questions after taping a \u003ca href=\"http://www.scpr.org/programs/take-two/2016/01/26/12537/\" target=\"_blank\">Take Two segment\u003c/a> on Monday, Padilla said automated voter registration at the DMV should be fully up and running no later than mid-2017.\u003c/p>\n\u003cp>The first step is completing the work on VoteCal, the state's \u003ca href=\"http://www.scpr.org/news/2015/12/17/56298/after-more-than-a-decade-consolidating-california/\" target=\"_blank\">long-delayed voter database\u003c/a> that is expected to be finished by June. After that, revising forms and training DMV employees will begin, among the steps needed to get the system running.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>\u003ca href=\"http://www.scpr.org/news/2016/01/26/57044/new-dmv-voter-law-won-t-guarantee-better-turnout-r/\" target=\"_blank\">Read the full story via KPCC\u003c/a>\u003c/strong>\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "california-regulators-propose-new-round-of-rules-for-uber-lyft",
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"content": "\u003cp>Nearly two weeks after California regulators \u003ca href=\"http://ww2.kqed.org/news/2016/01/14/california-regulators-fine-uber-7-6-million\" target=\"_blank\" rel=\"noopener\">struck Uber with a $7.6 million fine\u003c/a>, the California Public Utilities Commission has proposed an updated set of guidelines for ride services that stop short of requiring more rigorous background and fingerprint checks for drivers.\u003c/p>\n\u003cp>But other proposed rules would tighten restrictions on vehicle inspections and require proof of commercial liability insurance. The regulations also propose giving the commission’s blessings to ride-service carpools, but transportation network companies, as they’re called, would have to show how they calculate split fares.\u003c/p>\n\u003cp>The regulations would require that ride-service vehicles be inspected annually, or every 50,000 miles, at a facility licensed by the California Department of Automotive Repair. Companies would need to maintain inspection records on each vehicle for up to three years.\u003c/p>\n\u003cp>Commissioner Liane Randolph wrote that since Uber claims its UberPool service reduces drunken driving deaths and injuries, companies would be required to submit reports that prove “their fare-splitting operations have had an impact on reducing traffic-related injuries,” along with evidence of how the service impacts the environment.\u003c/p>\n\u003cp>[contextly_sidebar id=”CNfh1oI9HgbRdjFU0d1GjVVH9s88mdAZ”]\u003c/p>\n\u003cp>Since the companies have mostly \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\" rel=\"noopener\">refused to publicly release trip data\u003c/a>, little proof has been available in cities like San Francisco to show how ride services are contributing to congestion and affecting the environment.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But that could change soon, as researchers at UC Berkeley and the Natural Resources Defense Council \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/are-uber-and-lyft-really-disrupting-transportation\" target=\"_blank\" rel=\"noopener\">embark on the first widespread study\u003c/a> of ride services in big cities, including New York, San Francisco and Los Angeles.\u003c/p>\n\u003cp>Randolph wrote that services such as Shuddle, which transports unaccompanied children, should require fingerprint-based background checks using Trustline. But she did not propose fingerprint checks for all ride-service drivers, something taxi drivers are required to do.\u003c/p>\n\u003cp>Shuddle, in its response to regulators, questioned the accuracy and timeliness of federal and state databases used by Trustline. Randolph said regulators would decide whether to require mandatory fingerprint checks for services that transport minors in the next round of regulations, but said Shuddle is free to use another service.\u003c/p>\n\u003cp>Hansu Kim, the president of San Francisco’s Flywheel Taxi, said he’s concerned the new regulations don’t put a cap on the number of ride-service vehicles, and called a proposal to allow rented vehicles to enter the market “frightening” for the taxi industry.\u003c/p>\n\u003cp>“This opens the door for other people to get into the taxi-leasing business,” said Kim. “It is really staggering right now that we have less than 2,000 taxicabs and more than 20,000 Ubers working in San Francisco.”\u003c/p>\n\u003cp>Uber has not officially released numbers on how many drivers work in San Francisco, but has said it has 20,000 drivers in the Bay Area.\u003c/p>\n\u003cp>General Motors recently announced it was investing $500 million in Lyft and launching a new rental car service for Lyft drivers.\u003c/p>\n\u003cp>The rules would also require that ride-service vehicles have clear identifying displays on both the front and rear of the vehicles, so other road users know the vehicles might stop unexpectedly.\u003c/p>\n\u003cp>“Drivers, motorcyclists and bicyclists alike will be able to set more accurate expectations of driver behavior and act accordingly if they know they are behind an active TNC vehicle,” Randolph wrote.\u003c/p>\n\u003cp>Company officials at both Uber and Lyft said they are reviewing the new regulations, but did not immediately offer any detailed responses to the proposals.\u003c/p>\n\u003cp>“The CPUC’s proposed decision allows for continued innovation in transportation like Lyft Line, which expands carpooling by allowing consumers to share rides and cut costs,” said Chelsea Wilson, a Lyft spokeswoman. “We’ll continue working with the commission to encourage the development of smart and effective rules for ride-sharing.”\u003c/p>\n\u003cp>The California Public Utilities Commission is scheduled to take up the proposed regulations as early as February 25. You can read the full set of guidelines \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M157/K902/157902666.PDF\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story has been updated to reflect that the proposed regulations were issued by Commissioner Liane Randolph, not Judge Karen Clopton.\u003c/em> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Nearly two weeks after California regulators \u003ca href=\"http://ww2.kqed.org/news/2016/01/14/california-regulators-fine-uber-7-6-million\" target=\"_blank\" rel=\"noopener\">struck Uber with a $7.6 million fine\u003c/a>, the California Public Utilities Commission has proposed an updated set of guidelines for ride services that stop short of requiring more rigorous background and fingerprint checks for drivers.\u003c/p>\n\u003cp>But other proposed rules would tighten restrictions on vehicle inspections and require proof of commercial liability insurance. The regulations also propose giving the commission’s blessings to ride-service carpools, but transportation network companies, as they’re called, would have to show how they calculate split fares.\u003c/p>\n\u003cp>The regulations would require that ride-service vehicles be inspected annually, or every 50,000 miles, at a facility licensed by the California Department of Automotive Repair. Companies would need to maintain inspection records on each vehicle for up to three years.\u003c/p>\n\u003cp>Commissioner Liane Randolph wrote that since Uber claims its UberPool service reduces drunken driving deaths and injuries, companies would be required to submit reports that prove “their fare-splitting operations have had an impact on reducing traffic-related injuries,” along with evidence of how the service impacts the environment.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Since the companies have mostly \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\" rel=\"noopener\">refused to publicly release trip data\u003c/a>, little proof has been available in cities like San Francisco to show how ride services are contributing to congestion and affecting the environment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But that could change soon, as researchers at UC Berkeley and the Natural Resources Defense Council \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/are-uber-and-lyft-really-disrupting-transportation\" target=\"_blank\" rel=\"noopener\">embark on the first widespread study\u003c/a> of ride services in big cities, including New York, San Francisco and Los Angeles.\u003c/p>\n\u003cp>Randolph wrote that services such as Shuddle, which transports unaccompanied children, should require fingerprint-based background checks using Trustline. But she did not propose fingerprint checks for all ride-service drivers, something taxi drivers are required to do.\u003c/p>\n\u003cp>Shuddle, in its response to regulators, questioned the accuracy and timeliness of federal and state databases used by Trustline. Randolph said regulators would decide whether to require mandatory fingerprint checks for services that transport minors in the next round of regulations, but said Shuddle is free to use another service.\u003c/p>\n\u003cp>Hansu Kim, the president of San Francisco’s Flywheel Taxi, said he’s concerned the new regulations don’t put a cap on the number of ride-service vehicles, and called a proposal to allow rented vehicles to enter the market “frightening” for the taxi industry.\u003c/p>\n\u003cp>“This opens the door for other people to get into the taxi-leasing business,” said Kim. “It is really staggering right now that we have less than 2,000 taxicabs and more than 20,000 Ubers working in San Francisco.”\u003c/p>\n\u003cp>Uber has not officially released numbers on how many drivers work in San Francisco, but has said it has 20,000 drivers in the Bay Area.\u003c/p>\n\u003cp>General Motors recently announced it was investing $500 million in Lyft and launching a new rental car service for Lyft drivers.\u003c/p>\n\u003cp>The rules would also require that ride-service vehicles have clear identifying displays on both the front and rear of the vehicles, so other road users know the vehicles might stop unexpectedly.\u003c/p>\n\u003cp>“Drivers, motorcyclists and bicyclists alike will be able to set more accurate expectations of driver behavior and act accordingly if they know they are behind an active TNC vehicle,” Randolph wrote.\u003c/p>\n\u003cp>Company officials at both Uber and Lyft said they are reviewing the new regulations, but did not immediately offer any detailed responses to the proposals.\u003c/p>\n\u003cp>“The CPUC’s proposed decision allows for continued innovation in transportation like Lyft Line, which expands carpooling by allowing consumers to share rides and cut costs,” said Chelsea Wilson, a Lyft spokeswoman. “We’ll continue working with the commission to encourage the development of smart and effective rules for ride-sharing.”\u003c/p>\n\u003cp>The California Public Utilities Commission is scheduled to take up the proposed regulations as early as February 25. You can read the full set of guidelines \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M157/K902/157902666.PDF\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story has been updated to reflect that the proposed regulations were issued by Commissioner Liane Randolph, not Judge Karen Clopton.\u003c/em> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Falling gas prices are helping drivers -- but they’re hurting transportation projects across the state.\u003c/p>\n\u003cp>The average price of a gallon of gas in California is now $2.66. That’s cutting into gas tax revenues, the main source of funds for the state's highways, bridges and public transit projects.\u003c/p>\n\u003cp>Declining gas tax revenues mean the State Transportation Commission will \u003ca href=\"http://www.dot.ca.gov/hq/paffairs/news/pressrel/2016/16pr004.htm\" target=\"_blank\">have to cut\u003c/a> more than $750 million in funding over the next five years. Projects across California could be delayed or abandoned.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/243925740\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>State Sen. Jim Beall from San Jose chairs the Senate Transportation Committee. He says projects across the state that have already been approved could see their money disappear.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I’m concerned about the BART to San Jose project,\" he says. \"I’m concerned about other financing of a multitude of transit projects, highway projects that have been on that list.”\u003c/p>\n\u003cp>Beall, a Democrat, says delays on transportation projects could end up costing California billions of dollars.\u003c/p>\n\u003cp>[contextly_sidebar id=\"v9Ifu2SpZFim1r5UtaxhGHb2gEnafgyb\"]\u003c/p>\n\u003cp>Still, there may be a political silver lining: Beall hopes the cuts put pressure on lawmakers to come up with a better way to maintain the state’s roads.\u003c/p>\n\u003cp>“I think when you talk about real-life situations where projects are frozen, not funded and people not being able to go to work and build these projects that were formerly funded, that’s reality,\" he says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>During his recent \u003ca href=\"http://ww2.kqed.org/news/2016/01/21/Jerry-Brown-Delivers-State-of-State\" target=\"_blank\">State of the State address\u003c/a>, Gov. Jerry Brown called for new taxes or fees to fund transportation infrastructure, but that will take a two-thirds vote of the Legislature.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Falling gas prices are helping drivers -- but they’re hurting transportation projects across the state.\u003c/p>\n\u003cp>The average price of a gallon of gas in California is now $2.66. That’s cutting into gas tax revenues, the main source of funds for the state's highways, bridges and public transit projects.\u003c/p>\n\u003cp>Declining gas tax revenues mean the State Transportation Commission will \u003ca href=\"http://www.dot.ca.gov/hq/paffairs/news/pressrel/2016/16pr004.htm\" target=\"_blank\">have to cut\u003c/a> more than $750 million in funding over the next five years. Projects across California could be delayed or abandoned.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/243925740&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/243925740'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>State Sen. Jim Beall from San Jose chairs the Senate Transportation Committee. He says projects across the state that have already been approved could see their money disappear.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"I’m concerned about the BART to San Jose project,\" he says. \"I’m concerned about other financing of a multitude of transit projects, highway projects that have been on that list.”\u003c/p>\n\u003cp>Beall, a Democrat, says delays on transportation projects could end up costing California billions of dollars.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Still, there may be a political silver lining: Beall hopes the cuts put pressure on lawmakers to come up with a better way to maintain the state’s roads.\u003c/p>\n\u003cp>“I think when you talk about real-life situations where projects are frozen, not funded and people not being able to go to work and build these projects that were formerly funded, that’s reality,\" he says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>During his recent \u003ca href=\"http://ww2.kqed.org/news/2016/01/21/Jerry-Brown-Delivers-State-of-State\" target=\"_blank\">State of the State address\u003c/a>, Gov. Jerry Brown called for new taxes or fees to fund transportation infrastructure, but that will take a two-thirds vote of the Legislature.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "After a Million Miles, BART Cars Are Hella Old",
"title": "After a Million Miles, BART Cars Are Hella Old",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>Think back to September 1972.\u003c/p>\n\u003cp>\"The Godfather\" was the top movie in theaters. Gilbert O'Sullivan's \u003ca href=\"https://youtu.be/D_P-v1BVQn8\" target=\"_blank\">\"Alone Again (Naturally)\"\u003c/a> topped the charts. M*A*S*H kicked off its 11-year run on TV. And President Richard Nixon, just months after five people were arrested for breaking into Democratic campaign offices in Washington, D.C.'s Watergate office complex, sought re-election against Sen. George McGovern.\u003c/p>\n\u003cp>And on Sept. 11, the \u003ca href=\"http://www.bart.gov/\" target=\"_blank\">Bay Area Rapid Transit\u003c/a> system opened for business.\u003c/p>\n\u003cp>Now fast-forward more than 43 years, and many of those original BART cars are still in use. Many of them have logged over 1 million miles.\u003c/p>\n\u003cp>To put it simply, BART's rolling stock is old. Hella old.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>According to the American Public Transportation Association, BART is home to the \u003ca href=\"http://www.bart.gov/about/projects/cars\" target=\"_blank\">oldest big-city commuter rail fleet in the nation\u003c/a>. The typical useful life span of these cars is about 25 years. The average age of BART’s fleet (as of 2010, when the study was done) is 30 years.\u003c/p>\n\u003cfigure class=\"wp-caption alignright\" style=\"max-width: 1066px\">\u003cimg class=\"\" src=\"http://www.bart.gov/sites/default/files/images/basic_page/AVG_Fleet_Age3.jpg\" alt=\"\" width=\"1066\" height=\"644\">\u003cfigcaption class=\"wp-caption-text\">A comparison of different fleet ages. (Courtesy bart.gov)\u003c/figcaption>\u003c/figure>\n\u003cp>The system introduced some new cars in 1988 and 1994, but the majority of BART cars still in use today have been in operation since service opened in 1972. According to \u003ca href=\"http://www.bart.gov/about/projects/cars/why-new-cars\" target=\"_blank\">BART's website\u003c/a>, 439 of its 669 train cars have been in use since service began. A large rehabilitation project in the late '90s extended the life of these cars, but ongoing repairs and maintenance are required to keep BART running.\u003c/p>\n\u003cp>These repairs and regular servicing are done at four train yards around the Bay Area. The busiest is the Richmond maintenance yard, just north of Richmond station. Trains from the Richmond fleet arrive in the yard, where they are cleaned and prepared for service -- which often includes refurbishing old parts and repairing antiquated systems.\u003c/p>\n\u003cp>Eric Reinig is a transportation foreworker at the Richmond yard, where he is responsible for assembling BART trains for service every morning. He is often forced to send out shorter trains than scheduled because he doesn’t have enough working cars available.\u003c/p>\n\u003cfigure id=\"attachment_10844782\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10844782\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/reinig-1440x810.png\" alt=\"Eric Reinig works in the traffic control tower at BART's Richmond Maintenance Yard. (Alan Toth/KQED)\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-960x540.png 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Eric Reinig works in the traffic control tower at BART's Richmond Maintenance Yard. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>“Right now I have 20 cars that are sidetracked that are waiting to be repaired,” Reinig said. “Sometimes a patron will be standing on a platform and instead of a six-car train coming in that they normally board, it’s only five cars. It’s downsized due to the fact that we don’t have a train to put in that spot.”\u003c/p>\n\u003cp>As cars get older they break down more frequently, and must spend more time out of service undergoing repairs. This, in turn, decreases the number of cars available, which increases the congestion on in-service cars.\u003c/p>\n\u003cp>The shop, or the maintenance facility, is the part of the yard where BART cars are serviced. A corps of BART technicians perform regular preventive maintenance and repairs. If a BART car is scheduled for maintenance, technicians will inspect it for wear or damage. Any component that seems likely to cause a problem will be fixed before it fails. If a car has been sent to the shop for a specific repair, a technician will be assigned to diagnose the problem.\u003c/p>\n\u003cp>On one October night, Charles Chew was working in the Richmond maintenance Facility as a transit vehicle electronics technician. He was assigned to work on the malfunctioning HVAC (heating, ventilation and air-conditioning system) on car 1728. Even on hot summer days, the HVAC was blowing heat into the car.\u003c/p>\n\u003cfigure id=\"attachment_10844783\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10844783\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/chew-1440x810.png\" alt=\"BART mechanic, Charles Chew, inspects a malfunctioning HVAC system on a BART car. (Alan Toth/KQED)\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-960x540.png 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">BART mechanic Charles Chew inspects a malfunctioning HVAC system on a BART car. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Chew found that a component in the HVAC logic, the computer running the heating and air conditioning, was behaving erratically. To fix the problem, an electrical switch needed to be replaced. Though the part was small, replacing it was a complex job requiring four to six hours to complete.\u003c/p>\n\u003cp>“These cars are so old, it’s based on technology that was cutting-edge 20 years ago, but has kind of been phased out everywhere else,” Chew said.\u003c/p>\n\u003cp>“Imagine a computer produced in 1972,” said David Hardt, the assistant chief mechanical officer at BART. “No one is supporting that old equipment any longer, but those same microprocessors are what we have controlling our logic systems.”\u003c/p>\n\u003cp>For reference, \u003ca href=\"https://youtu.be/e4VRgY3tkh0\" target=\"_blank\">Atari released its seminal arcade game Pong\u003c/a> just two months after BART service opened -- that's the kind of technological antique Hardt and Chew are dealing with.\u003c/p>\n\u003cp>Hardt oversees the maintenance of the BART fleet, and he says that one of the most challenging aspects of his job is finding the antiquated parts for the fleet — many of which are no longer manufactured. When these old parts are no longer available from suppliers, Hardt often looks to \u003ca href=\"http://www.ebay.com\" target=\"_blank\">eBay\u003c/a>. But most of the time BART technicians are forced to buy newer parts and adapt them to be compatible with the old systems.\u003c/p>\n\u003cfigure id=\"attachment_10844785\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10844785\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/ext-800x450.png\" alt=\"Cars sit outside BART's Richmond maintenance yard awaiting repair. (Alan Toth/KQED)\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-960x540.png 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Cars sit outside BART's Richmond maintenance yard awaiting repair. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Change is on the way. BART and Montreal-based manufacturer Bombardier are producing a \u003ca href=\"http://www.bart.gov/about/projects/cars\" target=\"_blank\">new generation of cars\u003c/a>, with the first \"pilot\" models expected later this year. After an initial testing phase, full-scale production is expected in 2017, with more than 1,000 new cars being phased into the existing BART fleet over a 10-year period. (775 of those new cars have been confirmed, while funding for an additional 200 has not yet been secured.)\u003c/p>\n\u003cp>But the old BART cars cannot simply be retired. Once the line extensions to Warm Springs and Livermore are completed, the system will require a bigger fleet, so the old cars will continue to be used for the foreseeable future, creating a new challenge for BART technicians. Once the new cars enter service, technicians will need to know how to work with both the old and the new systems. Train yards, like the one in Richmond, will have to work with parts and tools for both old and new cars.\u003c/p>\n\u003cp>Over the next decade, the BART fleet will certainly be larger and more modern. But much of the system’s infrastructure, like the rails and traffic control systems, remains outdated.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>According to Hardt, these outdated systems impose serious limits on efficiency. BART is currently researching how to resolve these issues.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Think back to September 1972.\u003c/p>\n\u003cp>\"The Godfather\" was the top movie in theaters. Gilbert O'Sullivan's \u003ca href=\"https://youtu.be/D_P-v1BVQn8\" target=\"_blank\">\"Alone Again (Naturally)\"\u003c/a> topped the charts. M*A*S*H kicked off its 11-year run on TV. And President Richard Nixon, just months after five people were arrested for breaking into Democratic campaign offices in Washington, D.C.'s Watergate office complex, sought re-election against Sen. George McGovern.\u003c/p>\n\u003cp>And on Sept. 11, the \u003ca href=\"http://www.bart.gov/\" target=\"_blank\">Bay Area Rapid Transit\u003c/a> system opened for business.\u003c/p>\n\u003cp>Now fast-forward more than 43 years, and many of those original BART cars are still in use. Many of them have logged over 1 million miles.\u003c/p>\n\u003cp>To put it simply, BART's rolling stock is old. Hella old.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to the American Public Transportation Association, BART is home to the \u003ca href=\"http://www.bart.gov/about/projects/cars\" target=\"_blank\">oldest big-city commuter rail fleet in the nation\u003c/a>. The typical useful life span of these cars is about 25 years. The average age of BART’s fleet (as of 2010, when the study was done) is 30 years.\u003c/p>\n\u003cfigure class=\"wp-caption alignright\" style=\"max-width: 1066px\">\u003cimg class=\"\" src=\"http://www.bart.gov/sites/default/files/images/basic_page/AVG_Fleet_Age3.jpg\" alt=\"\" width=\"1066\" height=\"644\">\u003cfigcaption class=\"wp-caption-text\">A comparison of different fleet ages. (Courtesy bart.gov)\u003c/figcaption>\u003c/figure>\n\u003cp>The system introduced some new cars in 1988 and 1994, but the majority of BART cars still in use today have been in operation since service opened in 1972. According to \u003ca href=\"http://www.bart.gov/about/projects/cars/why-new-cars\" target=\"_blank\">BART's website\u003c/a>, 439 of its 669 train cars have been in use since service began. A large rehabilitation project in the late '90s extended the life of these cars, but ongoing repairs and maintenance are required to keep BART running.\u003c/p>\n\u003cp>These repairs and regular servicing are done at four train yards around the Bay Area. The busiest is the Richmond maintenance yard, just north of Richmond station. Trains from the Richmond fleet arrive in the yard, where they are cleaned and prepared for service -- which often includes refurbishing old parts and repairing antiquated systems.\u003c/p>\n\u003cp>Eric Reinig is a transportation foreworker at the Richmond yard, where he is responsible for assembling BART trains for service every morning. He is often forced to send out shorter trains than scheduled because he doesn’t have enough working cars available.\u003c/p>\n\u003cfigure id=\"attachment_10844782\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10844782\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/reinig-1440x810.png\" alt=\"Eric Reinig works in the traffic control tower at BART's Richmond Maintenance Yard. (Alan Toth/KQED)\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-960x540.png 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Eric Reinig works in the traffic control tower at BART's Richmond Maintenance Yard. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>“Right now I have 20 cars that are sidetracked that are waiting to be repaired,” Reinig said. “Sometimes a patron will be standing on a platform and instead of a six-car train coming in that they normally board, it’s only five cars. It’s downsized due to the fact that we don’t have a train to put in that spot.”\u003c/p>\n\u003cp>As cars get older they break down more frequently, and must spend more time out of service undergoing repairs. This, in turn, decreases the number of cars available, which increases the congestion on in-service cars.\u003c/p>\n\u003cp>The shop, or the maintenance facility, is the part of the yard where BART cars are serviced. A corps of BART technicians perform regular preventive maintenance and repairs. If a BART car is scheduled for maintenance, technicians will inspect it for wear or damage. Any component that seems likely to cause a problem will be fixed before it fails. If a car has been sent to the shop for a specific repair, a technician will be assigned to diagnose the problem.\u003c/p>\n\u003cp>On one October night, Charles Chew was working in the Richmond maintenance Facility as a transit vehicle electronics technician. He was assigned to work on the malfunctioning HVAC (heating, ventilation and air-conditioning system) on car 1728. Even on hot summer days, the HVAC was blowing heat into the car.\u003c/p>\n\u003cfigure id=\"attachment_10844783\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10844783\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/chew-1440x810.png\" alt=\"BART mechanic, Charles Chew, inspects a malfunctioning HVAC system on a BART car. (Alan Toth/KQED)\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-960x540.png 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">BART mechanic Charles Chew inspects a malfunctioning HVAC system on a BART car. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Chew found that a component in the HVAC logic, the computer running the heating and air conditioning, was behaving erratically. To fix the problem, an electrical switch needed to be replaced. Though the part was small, replacing it was a complex job requiring four to six hours to complete.\u003c/p>\n\u003cp>“These cars are so old, it’s based on technology that was cutting-edge 20 years ago, but has kind of been phased out everywhere else,” Chew said.\u003c/p>\n\u003cp>“Imagine a computer produced in 1972,” said David Hardt, the assistant chief mechanical officer at BART. “No one is supporting that old equipment any longer, but those same microprocessors are what we have controlling our logic systems.”\u003c/p>\n\u003cp>For reference, \u003ca href=\"https://youtu.be/e4VRgY3tkh0\" target=\"_blank\">Atari released its seminal arcade game Pong\u003c/a> just two months after BART service opened -- that's the kind of technological antique Hardt and Chew are dealing with.\u003c/p>\n\u003cp>Hardt oversees the maintenance of the BART fleet, and he says that one of the most challenging aspects of his job is finding the antiquated parts for the fleet — many of which are no longer manufactured. When these old parts are no longer available from suppliers, Hardt often looks to \u003ca href=\"http://www.ebay.com\" target=\"_blank\">eBay\u003c/a>. But most of the time BART technicians are forced to buy newer parts and adapt them to be compatible with the old systems.\u003c/p>\n\u003cfigure id=\"attachment_10844785\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10844785\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/ext-800x450.png\" alt=\"Cars sit outside BART's Richmond maintenance yard awaiting repair. (Alan Toth/KQED)\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-960x540.png 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Cars sit outside BART's Richmond maintenance yard awaiting repair. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Change is on the way. BART and Montreal-based manufacturer Bombardier are producing a \u003ca href=\"http://www.bart.gov/about/projects/cars\" target=\"_blank\">new generation of cars\u003c/a>, with the first \"pilot\" models expected later this year. After an initial testing phase, full-scale production is expected in 2017, with more than 1,000 new cars being phased into the existing BART fleet over a 10-year period. (775 of those new cars have been confirmed, while funding for an additional 200 has not yet been secured.)\u003c/p>\n\u003cp>But the old BART cars cannot simply be retired. Once the line extensions to Warm Springs and Livermore are completed, the system will require a bigger fleet, so the old cars will continue to be used for the foreseeable future, creating a new challenge for BART technicians. Once the new cars enter service, technicians will need to know how to work with both the old and the new systems. Train yards, like the one in Richmond, will have to work with parts and tools for both old and new cars.\u003c/p>\n\u003cp>Over the next decade, the BART fleet will certainly be larger and more modern. But much of the system’s infrastructure, like the rails and traffic control systems, remains outdated.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
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"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"order": 9
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"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"id": "fresh-air",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"source": "NPR"
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"how-i-built-this": {
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
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"link": "/radio/program/latino-usa",
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"source": "WaitWhat"
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
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