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"content": "\u003cp>\u003cem>Updated Saturday, Nov. 21.\u003c/em>\u003c/p>\n\u003cp>Next time you drive over the Bay Bridge, pat yourself on the back: You just helped buy two big boats that will begin sailing from Richmond to San Francisco in 2018.\u003c/p>\n\u003cp>Local transportation leaders approved millions of dollars in bridge toll funds on Wednesday to \u003ca href=\"https://sanfranciscobayferry.com/node/330\" target=\"_blank\">follow through with plans\u003c/a> to expand Bay Area ferry service to the Contra Costa County city. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission authorized giving the region's ferry agency $12 million to help it buy two vessels that will take passengers from a new terminal \u003ca href=\"https://www.google.com/maps/@37.9097392,-122.3565814,17z\" target=\"_blank\">adjacent to Richmond's Craneway Pavilion\u003c/a> to San Francisco's Ferry Building.\u003c/p>\n\u003cp>The MTC money comes from a \u003ca href=\"http://www.mtc.ca.gov/funding/RM2/\" target=\"_blank\">regional measure\u003c/a> voters passed in 2004 that raised the toll on seven state-owned bridges by $1.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The funds are on top of $30 million the Water Emergency Transportation Authority, or WETA, has secured in state funding to purchase the vessels.\u003c/p>\n\u003cp>The boats will be able to carry 400 passengers and 50 bikes. They'll travel about 30 mph.\u003c/p>\n\u003cp>The expansion means the San Francisco Bay Ferry's fleet will increase from 12 to 14 vessels over the next two years.\u003c/p>\n\u003cp>WETA expects the Richmond project will carry about about 100,000 passengers during its first year in operation.\u003c/p>\n\u003cp>https://youtu.be/z_iM-tfv8NA\u003c/p>\n\u003cp>Regional transit officials say the Bay Area needs to be aggressive in expanding commuter ferry service. They say water commutes can help alleviate increasingly heavy traffic along Interstate 80's Eastshore Freeway and the Bay Bridge, as well as BART's typically packed transbay service.\u003c/p>\n\u003cp>\"One of the charter requirements for WETA is to provide water transit which can help reduce congestion on transbay roads and corridors, so the Richmond project is exactly what we were designed to do,\" said Ernest Sanchez, the agency's spokesman.\u003c/p>\n\u003cp>\"It's rare to have an expanded ferry service, so the folks in Richmond are getting something that just doesn't happen every day,\" said Randy Rentschler, the MTC's director of public affairs.\u003c/p>\n\u003cp>The MTC vote comes eight months after WETA entered into an \u003ca href=\"http://ww2.kqed.org/news/2015/03/06/richmond-ferry-service-could-start-as-soon-as-2018\" target=\"_blank\">agreement \u003c/a>with the Contra Costa Transportation Authority to secure initial funds for the project.\u003c/p>\n\u003cp>WETA plans to begin the bidding process to buy the new vessels in the coming months. It will then turn its attention to building a $12 million \u003ca href=\"https://sanfranciscobayferry.com/node/330\" target=\"_blank\">terminal \u003c/a>on the city's southern waterfront.\u003c/p>\n\u003cp>The new ferries will run during the morning and afternoon commutes. Fares for the 25-minute ride will cost $6.80 one way.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>WETA expects the agency to spend $4 million in operating costs during the first year of operation.\u003c/p>\n\n",
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"excerpt": "The folks in Richmond are getting something that just doesn't happen every day, a transit official said. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Saturday, Nov. 21.\u003c/em>\u003c/p>\n\u003cp>Next time you drive over the Bay Bridge, pat yourself on the back: You just helped buy two big boats that will begin sailing from Richmond to San Francisco in 2018.\u003c/p>\n\u003cp>Local transportation leaders approved millions of dollars in bridge toll funds on Wednesday to \u003ca href=\"https://sanfranciscobayferry.com/node/330\" target=\"_blank\">follow through with plans\u003c/a> to expand Bay Area ferry service to the Contra Costa County city. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission authorized giving the region's ferry agency $12 million to help it buy two vessels that will take passengers from a new terminal \u003ca href=\"https://www.google.com/maps/@37.9097392,-122.3565814,17z\" target=\"_blank\">adjacent to Richmond's Craneway Pavilion\u003c/a> to San Francisco's Ferry Building.\u003c/p>\n\u003cp>The MTC money comes from a \u003ca href=\"http://www.mtc.ca.gov/funding/RM2/\" target=\"_blank\">regional measure\u003c/a> voters passed in 2004 that raised the toll on seven state-owned bridges by $1.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The funds are on top of $30 million the Water Emergency Transportation Authority, or WETA, has secured in state funding to purchase the vessels.\u003c/p>\n\u003cp>The boats will be able to carry 400 passengers and 50 bikes. They'll travel about 30 mph.\u003c/p>\n\u003cp>The expansion means the San Francisco Bay Ferry's fleet will increase from 12 to 14 vessels over the next two years.\u003c/p>\n\u003cp>WETA expects the Richmond project will carry about about 100,000 passengers during its first year in operation.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/z_iM-tfv8NA'\n title='//www.youtube.com/embed/z_iM-tfv8NA'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Regional transit officials say the Bay Area needs to be aggressive in expanding commuter ferry service. They say water commutes can help alleviate increasingly heavy traffic along Interstate 80's Eastshore Freeway and the Bay Bridge, as well as BART's typically packed transbay service.\u003c/p>\n\u003cp>\"One of the charter requirements for WETA is to provide water transit which can help reduce congestion on transbay roads and corridors, so the Richmond project is exactly what we were designed to do,\" said Ernest Sanchez, the agency's spokesman.\u003c/p>\n\u003cp>\"It's rare to have an expanded ferry service, so the folks in Richmond are getting something that just doesn't happen every day,\" said Randy Rentschler, the MTC's director of public affairs.\u003c/p>\n\u003cp>The MTC vote comes eight months after WETA entered into an \u003ca href=\"http://ww2.kqed.org/news/2015/03/06/richmond-ferry-service-could-start-as-soon-as-2018\" target=\"_blank\">agreement \u003c/a>with the Contra Costa Transportation Authority to secure initial funds for the project.\u003c/p>\n\u003cp>WETA plans to begin the bidding process to buy the new vessels in the coming months. It will then turn its attention to building a $12 million \u003ca href=\"https://sanfranciscobayferry.com/node/330\" target=\"_blank\">terminal \u003c/a>on the city's southern waterfront.\u003c/p>\n\u003cp>The new ferries will run during the morning and afternoon commutes. Fares for the 25-minute ride will cost $6.80 one way.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>WETA expects the agency to spend $4 million in operating costs during the first year of operation.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How Does Caltrans Plan to Get Construction Vehicles Off the Old Bay Bridge?",
"title": "How Does Caltrans Plan to Get Construction Vehicles Off the Old Bay Bridge?",
"headTitle": "Bay Curious | News Fix | KQED News",
"content": "\u003cp>\u003cem>As part of our series \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">Bay Curious\u003c/a>, we are answering questions from KQED listeners and readers. This one comes from 13-year-old Josiah Raffel-Smith of Richmond. \u003c/em>\u003c/p>\n\u003cp>While traveling across the eastern span of the Bay Bridge recently, he saw a bunch of cranes and construction vehicles. And then this question popped into his head:\u003c/p>\n\u003cp>\u003cstrong>How are they going to get construction vehicles off the old Bay Bridge, since it’s not connected at either end anymore?\u003c/strong>\u003c/p>\n\u003cp>\"I just wondered, are they supposed to bring in big boats to carry them off?\" he asked. Or maybe helicopters? Something fun, right?\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/233640636\" 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>To find the answer, Caltrans officials take me out to the old bridge. It's a calm, sunny day, a treat they seem to relish because they say it can get quite windy out there.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It's eerie and exciting to be standing on an abandoned structure that was such a centerpiece of Bay Area transportation. The lower deck is much thinner than it once was because crews have ground off several inches of concrete, and my feet feel the vibrations of the construction vehicles rumbling nearby.\u003c/p>\n\u003cfigure id=\"attachment_10727210\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17042_IMG_1910-qut.jpg\">\u003cimg class=\"size-large wp-image-10727210\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1440x1080.jpg\" alt=\"Crews are nearing the end of phase two of demolition of the older eastern span of the Bay Bridge.\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-960x720.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crews are nearing the end of the first phase of demolition of the older eastern span of the Bay Bridge. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"You'd be surprised how much these things vibrated when there was traffic, and you didn't notice because you're in your car with a suspension system,\" explains Darryl Schram, senior engineer on the Bay Bridge demolition project.\u003c/p>\n\u003cfigure id=\"attachment_10762720\" class=\"wp-caption alignright\" style=\"max-width: 240px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/Screen-Shot-2015-11-17-at-4.35.38-PM.png\">\u003cimg class=\"size-full wp-image-10762720\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/Screen-Shot-2015-11-17-at-4.35.38-PM.png\" alt=\"These five truss spans will soon be craned down onto several custom-rigged barges. \" width=\"240\" height=\"186\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">These five truss spans will soon be craned down onto several custom-rigged barges. \u003ccite>(California Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Around us, crews are busy removing pieces of steel and asphalt, preparing the old bridge for the next phase of dismantling. Almost half of the bridge, including the upper deck, has already been removed. Last weekend, in one of the more famous demolition moments, an \u003ca href=\"http://ww2.kqed.org/news/2015/11/13/where-to-watch-the-big-bay-bridge-implosion\" target=\"_blank\">old pier was imploded in the Bay.\u003c/a>\u003c/p>\n\u003cp>The next phase, beginning in January, will involve removing five 504-foot sections, or trusses. Schram describes them as big trapezoidal boxes.\u003c/p>\n\u003cp>Each one will pretty much remain intact, but they won't be as heavy. A crane will lower them onto a custom-built barge, which will tug them over to Pier 7 to be cut into smaller pieces.\u003c/p>\n\u003cp>The bridge is being dismantled from west to east, which brings us back to Josiah's question. How are they going to get the vehicles off when everything is said and done?\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>It's actually pretty simple.\u003c/p>\n\u003cp>\"We'll just drive them off,\" Schram says, with a chuckle.\u003c/p>\n\u003cp>You see, the old bridge is actually connected to a road on the east side. It's a temporary connection that also links to Caltrans' offices on Burma Road. But it's not exactly visible when you're traveling in a car on the new span.\u003c/p>\n\u003cp>When crews were first demolishing the upper deck, they couldn't get construction vehicles on the bridge. So they had to be craned up from a boat. But now there's an eastern alignment that allows vehicles to travel on and off.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I know, not as exciting as boats or helicopters ... but definitely easier.\u003c/p>\n\u003cfigure id=\"attachment_10727212\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17045_IMG_1864-qut.jpg\">\u003cimg class=\"wp-image-10727212 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1440x1080.jpg\" alt=\"This road is used by work crews traveling on and off the old Bay Bridge. \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-960x720.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Work crews are able to drive on and off the old Bay Bridge. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>As part of our series \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">Bay Curious\u003c/a>, we are answering questions from KQED listeners and readers. This one comes from 13-year-old Josiah Raffel-Smith of Richmond. \u003c/em>\u003c/p>\n\u003cp>While traveling across the eastern span of the Bay Bridge recently, he saw a bunch of cranes and construction vehicles. And then this question popped into his head:\u003c/p>\n\u003cp>\u003cstrong>How are they going to get construction vehicles off the old Bay Bridge, since it’s not connected at either end anymore?\u003c/strong>\u003c/p>\n\u003cp>\"I just wondered, are they supposed to bring in big boats to carry them off?\" he asked. Or maybe helicopters? Something fun, right?\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/233640636&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/233640636'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>To find the answer, Caltrans officials take me out to the old bridge. It's a calm, sunny day, a treat they seem to relish because they say it can get quite windy out there.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It's eerie and exciting to be standing on an abandoned structure that was such a centerpiece of Bay Area transportation. The lower deck is much thinner than it once was because crews have ground off several inches of concrete, and my feet feel the vibrations of the construction vehicles rumbling nearby.\u003c/p>\n\u003cfigure id=\"attachment_10727210\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17042_IMG_1910-qut.jpg\">\u003cimg class=\"size-large wp-image-10727210\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1440x1080.jpg\" alt=\"Crews are nearing the end of phase two of demolition of the older eastern span of the Bay Bridge.\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-960x720.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crews are nearing the end of the first phase of demolition of the older eastern span of the Bay Bridge. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"You'd be surprised how much these things vibrated when there was traffic, and you didn't notice because you're in your car with a suspension system,\" explains Darryl Schram, senior engineer on the Bay Bridge demolition project.\u003c/p>\n\u003cfigure id=\"attachment_10762720\" class=\"wp-caption alignright\" style=\"max-width: 240px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/Screen-Shot-2015-11-17-at-4.35.38-PM.png\">\u003cimg class=\"size-full wp-image-10762720\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/Screen-Shot-2015-11-17-at-4.35.38-PM.png\" alt=\"These five truss spans will soon be craned down onto several custom-rigged barges. \" width=\"240\" height=\"186\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">These five truss spans will soon be craned down onto several custom-rigged barges. \u003ccite>(California Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Around us, crews are busy removing pieces of steel and asphalt, preparing the old bridge for the next phase of dismantling. Almost half of the bridge, including the upper deck, has already been removed. Last weekend, in one of the more famous demolition moments, an \u003ca href=\"http://ww2.kqed.org/news/2015/11/13/where-to-watch-the-big-bay-bridge-implosion\" target=\"_blank\">old pier was imploded in the Bay.\u003c/a>\u003c/p>\n\u003cp>The next phase, beginning in January, will involve removing five 504-foot sections, or trusses. Schram describes them as big trapezoidal boxes.\u003c/p>\n\u003cp>Each one will pretty much remain intact, but they won't be as heavy. A crane will lower them onto a custom-built barge, which will tug them over to Pier 7 to be cut into smaller pieces.\u003c/p>\n\u003cp>The bridge is being dismantled from west to east, which brings us back to Josiah's question. How are they going to get the vehicles off when everything is said and done?\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>It's actually pretty simple.\u003c/p>\n\u003cp>\"We'll just drive them off,\" Schram says, with a chuckle.\u003c/p>\n\u003cp>You see, the old bridge is actually connected to a road on the east side. It's a temporary connection that also links to Caltrans' offices on Burma Road. But it's not exactly visible when you're traveling in a car on the new span.\u003c/p>\n\u003cp>When crews were first demolishing the upper deck, they couldn't get construction vehicles on the bridge. So they had to be craned up from a boat. But now there's an eastern alignment that allows vehicles to travel on and off.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I know, not as exciting as boats or helicopters ... but definitely easier.\u003c/p>\n\u003cfigure id=\"attachment_10727212\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17045_IMG_1864-qut.jpg\">\u003cimg class=\"wp-image-10727212 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1440x1080.jpg\" alt=\"This road is used by work crews traveling on and off the old Bay Bridge. \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-960x720.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Work crews are able to drive on and off the old Bay Bridge. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>State regulators have analyzed and released a tiny glimpse of data submitted by Uber, Lyft and other companies -- information the firms have carefully guarded because they claim it would reveal trade secrets.\u003c/p>\n\u003cp>A report on some of the data was presented at a Nov. 5th meeting of the California Public Utilities Commission. While the analysis doesn’t size up how transportation network companies (TNC) are complying with state regulations overall, it does provide a snapshot of the volume of trips and growth of ride services over the past two years.\u003c/p>\n\u003cp>The aggregated data confirm steady month-by-month growth of transportation network companies in California, amounting to a total of 612.6 million miles driven over the two-year period from September 2013 to September 2015. Rides during that time generated about $1.6 billion in fares.\u003c/p>\n\u003cp>The numbers may sound large, but when compared with overall vehicle trips in California, they still represent a relatively small slice of the pie, according to Juan Matute, associate director of UCLA's Institute of Transportation Studies.\u003c/p>\n\u003cp>The report combines data from UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It doesn’t include numbers that might tell how ride services are serving passengers with disabilities and people who live in disadvantaged communities.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"The reason we didn’t provide charts on all the data [is] we’re still evaluating the data and communicating with some of the companies on some of the data issues,\" Valerie Kao of the CPUC's Safety and Enforcement Division told the commission.\u003c/p>\n\u003cp>\u003cstrong>Collisions\u003c/strong>\u003c/p>\n\u003cp>The numbers indicate collisions and incidents involving ride service drivers are climbing.\u003c/p>\n\u003cp>\"If it’s normalized by miles driven, you’d expect the number of incidents to be somewhat stable over time,\" said Matute. The increase is concerning, he said, \"because that would be indicative of TNCs being less safe as they scale up.\"\u003c/p>\n\u003cp>Kao, the CPUC’s analyst, said most of the incidents were minor fender benders or rear-end collisions. The report listed the number of \"incidents/collisions\" involving pedestrians and bicyclists, though it did not highlight how many involved injuries or deaths.\u003c/p>\n\u003cp>More than 300 of the “incidents” involved passengers opening doors into traffic. Ninety collisions were doorings of people on bikes, skateboards, motorcycles and scooters. The report counted 200 incidents where a bicyclist or pedestrian was \"struck,\" or \"made contact with\" or \"involved.\" And it added this detail: Drivers “rolled over” passengers’ feet 100 times.\u003c/p>\n\u003cp>Currently, the report says, more than 30,000 new drivers are being trained every month by the TNCs, although Kao said that number is probably overstated because it doesn't reflect inactive drivers, or drivers who work for both Uber and Lyft, for example.\u003c/p>\n\u003cp>At the meeting, Commissioner Catherine Sandoval, who noted that a driver once hit her while she was walking, said pedestrian and bicyclist safety training should be included.\u003c/p>\n\u003cp>“I think that having some training around this area would be very important. There are areas like San Francisco that are known hot zones for these collisions,” she said.\u003c/p>\n\u003cp>In 2013, an Uber driver was charged with vehicular manslaughter for hitting and killing 6-year-old \u003ca href=\"http://ww2.kqed.org/news/tag/sophia-liu\">Sofia Liu\u003c/a> as she and her family were walking in a crosswalk on San Francisco’s Polk Street. In July, Uber settled a lawsuit with the Liu family.\u003c/p>\n\u003cp>The data say Uber paid an average insurance amount of $6,500 per incident. It did not indicate fault in the incidents and collisions. CPUC officials did not immediately respond to questions about the data.\u003c/p>\n\u003cp>\u003cstrong>Evening Rides\u003c/strong>\u003c/p>\n\u003cp>More than 30 percent of all trips were taken in the evening, between 7 and 10 p.m., an indication that many are using the services for social outings, said Matute.\u003c/p>\n\u003cp>\"People are using transportation network companies after the peak hours for transit service, when it's dark, when they might not feel comfortable bicycling,\" said Matute.\u003c/p>\n\u003cp>What was most interesting about the data to Matute was that 30 percent of rides were 3 miles and under, and nearly half of all trips cost $10 or less.\u003c/p>\n\u003cp>\"That showed me that they were primarily trips where biking could have potentially been a viable option. They might be trips where transit wouldn't be a viable option,\" said Matute, who added it's also possible short trips may have combined transit and ride services.\u003c/p>\n\u003cp>\u003cstrong>Uber 'Defied' Requirements\u003c/strong>\u003c/p>\n\u003cp>Some of the data, according to regulators, was difficult to get from the largest transportation network company, Uber, which was threatened in July with suspension and a $7 million fine by an administrative law judge for failing to meet all the reporting requirements.\u003c/p>\n\u003cp>When it came to submitting detailed data by Zip code, regulators say what Uber submitted was “useless” and “suffered from a serious lack of precision.” The company argued the data would reveal trade secrets, offering competitors clues on where to expand “without conducting market research.” CPUC representatives stressed in emails that they could not legally release the data.\u003c/p>\n\u003cp>Uber has since complied with all the data requirements, except for one, after it exhibited “outright defiance,” regulators alleged in September, in \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M154/K658/154658066.PDF\" target=\"_blank\">a written response\u003c/a> to the company’s appeal.\u003c/p>\n\u003cp>Regulators said Uber submitted explanations that weren’t adequate for analysts to identify the cause of certain incidents in its report on problems with drivers. But they agreed to suspend daily fines for Uber until the full commission provides guidance on “what constitutes an adequate explanation of ‘cause.’ ”\u003c/p>\n\u003cp>An administrative law judge is currently reviewing Uber's appeal, according to a CPUC spokesman.\u003c/p>\n\u003cp>\u003cstrong>More Data Needed\u003c/strong>\u003c/p>\n\u003cp>Experts say more data and even user surveys will be needed to assess what impact ride services are having on Californians' transportation habits and the environment. Transportation agencies, in particular, are eager to assess the data to see if ride services are causing people to shift modes, using it as the first and last mile to transit, among other things.\u003c/p>\n\u003cp>But so far, ride service companies and the CPUC have been slow to release useful data, though Lyft has released heat maps and other information to the San Francisco County Transportation Authority and the Southern California Association of Governments.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/289290946/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_66440\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>State regulators have analyzed and released a tiny glimpse of data submitted by Uber, Lyft and other companies -- information the firms have carefully guarded because they claim it would reveal trade secrets.\u003c/p>\n\u003cp>A report on some of the data was presented at a Nov. 5th meeting of the California Public Utilities Commission. While the analysis doesn’t size up how transportation network companies (TNC) are complying with state regulations overall, it does provide a snapshot of the volume of trips and growth of ride services over the past two years.\u003c/p>\n\u003cp>The aggregated data confirm steady month-by-month growth of transportation network companies in California, amounting to a total of 612.6 million miles driven over the two-year period from September 2013 to September 2015. Rides during that time generated about $1.6 billion in fares.\u003c/p>\n\u003cp>The numbers may sound large, but when compared with overall vehicle trips in California, they still represent a relatively small slice of the pie, according to Juan Matute, associate director of UCLA's Institute of Transportation Studies.\u003c/p>\n\u003cp>The report combines data from UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It doesn’t include numbers that might tell how ride services are serving passengers with disabilities and people who live in disadvantaged communities.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The reason we didn’t provide charts on all the data [is] we’re still evaluating the data and communicating with some of the companies on some of the data issues,\" Valerie Kao of the CPUC's Safety and Enforcement Division told the commission.\u003c/p>\n\u003cp>\u003cstrong>Collisions\u003c/strong>\u003c/p>\n\u003cp>The numbers indicate collisions and incidents involving ride service drivers are climbing.\u003c/p>\n\u003cp>\"If it’s normalized by miles driven, you’d expect the number of incidents to be somewhat stable over time,\" said Matute. The increase is concerning, he said, \"because that would be indicative of TNCs being less safe as they scale up.\"\u003c/p>\n\u003cp>Kao, the CPUC’s analyst, said most of the incidents were minor fender benders or rear-end collisions. The report listed the number of \"incidents/collisions\" involving pedestrians and bicyclists, though it did not highlight how many involved injuries or deaths.\u003c/p>\n\u003cp>More than 300 of the “incidents” involved passengers opening doors into traffic. Ninety collisions were doorings of people on bikes, skateboards, motorcycles and scooters. The report counted 200 incidents where a bicyclist or pedestrian was \"struck,\" or \"made contact with\" or \"involved.\" And it added this detail: Drivers “rolled over” passengers’ feet 100 times.\u003c/p>\n\u003cp>Currently, the report says, more than 30,000 new drivers are being trained every month by the TNCs, although Kao said that number is probably overstated because it doesn't reflect inactive drivers, or drivers who work for both Uber and Lyft, for example.\u003c/p>\n\u003cp>At the meeting, Commissioner Catherine Sandoval, who noted that a driver once hit her while she was walking, said pedestrian and bicyclist safety training should be included.\u003c/p>\n\u003cp>“I think that having some training around this area would be very important. There are areas like San Francisco that are known hot zones for these collisions,” she said.\u003c/p>\n\u003cp>In 2013, an Uber driver was charged with vehicular manslaughter for hitting and killing 6-year-old \u003ca href=\"http://ww2.kqed.org/news/tag/sophia-liu\">Sofia Liu\u003c/a> as she and her family were walking in a crosswalk on San Francisco’s Polk Street. In July, Uber settled a lawsuit with the Liu family.\u003c/p>\n\u003cp>The data say Uber paid an average insurance amount of $6,500 per incident. It did not indicate fault in the incidents and collisions. CPUC officials did not immediately respond to questions about the data.\u003c/p>\n\u003cp>\u003cstrong>Evening Rides\u003c/strong>\u003c/p>\n\u003cp>More than 30 percent of all trips were taken in the evening, between 7 and 10 p.m., an indication that many are using the services for social outings, said Matute.\u003c/p>\n\u003cp>\"People are using transportation network companies after the peak hours for transit service, when it's dark, when they might not feel comfortable bicycling,\" said Matute.\u003c/p>\n\u003cp>What was most interesting about the data to Matute was that 30 percent of rides were 3 miles and under, and nearly half of all trips cost $10 or less.\u003c/p>\n\u003cp>\"That showed me that they were primarily trips where biking could have potentially been a viable option. They might be trips where transit wouldn't be a viable option,\" said Matute, who added it's also possible short trips may have combined transit and ride services.\u003c/p>\n\u003cp>\u003cstrong>Uber 'Defied' Requirements\u003c/strong>\u003c/p>\n\u003cp>Some of the data, according to regulators, was difficult to get from the largest transportation network company, Uber, which was threatened in July with suspension and a $7 million fine by an administrative law judge for failing to meet all the reporting requirements.\u003c/p>\n\u003cp>When it came to submitting detailed data by Zip code, regulators say what Uber submitted was “useless” and “suffered from a serious lack of precision.” The company argued the data would reveal trade secrets, offering competitors clues on where to expand “without conducting market research.” CPUC representatives stressed in emails that they could not legally release the data.\u003c/p>\n\u003cp>Uber has since complied with all the data requirements, except for one, after it exhibited “outright defiance,” regulators alleged in September, in \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M154/K658/154658066.PDF\" target=\"_blank\">a written response\u003c/a> to the company’s appeal.\u003c/p>\n\u003cp>Regulators said Uber submitted explanations that weren’t adequate for analysts to identify the cause of certain incidents in its report on problems with drivers. But they agreed to suspend daily fines for Uber until the full commission provides guidance on “what constitutes an adequate explanation of ‘cause.’ ”\u003c/p>\n\u003cp>An administrative law judge is currently reviewing Uber's appeal, according to a CPUC spokesman.\u003c/p>\n\u003cp>\u003cstrong>More Data Needed\u003c/strong>\u003c/p>\n\u003cp>Experts say more data and even user surveys will be needed to assess what impact ride services are having on Californians' transportation habits and the environment. 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"content": "\u003cp>SACRAMENTO — Two Republican state lawmakers submitted language Thursday for a ballot initiative that would ask California voters to redirect about $8 billion in bond money from the state's high-speed rail project to build water storage.\u003c/p>\n\u003cp>Board of Equalization member George Runner and Sen. Bob Huff of San Dimas, the former Senate minority leader, said they filed language for the initiative with the attorney general's office.\u003c/p>\n\u003cp>The ballot proposal would also authorize shifting $2.7 billion in unspent funds to water storage construction and amend the state constitution to give drinking water and irrigation priority from California's limited water supply.\u003c/p>\n\u003cp>\"This initiative secures our water future by building long-overdue expansions of existing facilities and new projects to store, deliver and recycle water for our families, farms and businesses,\" Huff said in a statement.\u003c/p>\n\u003cp>The California High-Speed Rail Authority did not respond to a request for comment Thursday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The proposal comes a year after voters approved Proposition 1, a $7.5 billion bond measure that would fund a wide range of water supply projects. About one-third of the money from Prop. 1 could go to surface storage projects such as raising Shasta Dam or building a new dam and reservoir near the western Colusa County community of Sites.\u003c/p>\n\u003cp>Voters in 2008 approved selling nearly $10 billion in bonds for a project to link Northern and Southern California by high-speed trains, but many have now soured on it and have questioned whether it will cost the $68 billion that has been projected. Project leaders have faced criticism for its planned route, engineering proposals and insufficient federal funding dedicated to it.\u003c/p>\n\u003cp>A March survey by the Public Policy Institute of California found residents were about evenly split on whether they support the rail project.\u003c/p>\n\u003cp>Whether the initiative actually makes it to the ballot depends on how much money supporters can generate to collect signatures.\u003c/p>\n\u003cp>Runner said the campaign would have sufficient money to fund a robust signature-gathering campaign. He said the initiative would offer voters a \"decision point\" on how they want to spend state money.\u003c/p>\n\u003cp>\"To me this is no different than a family trying to decide its own priorities. A lot of times in a family you have conflicting priorities, but you have a limited budget,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A number of other initiatives, from proposals to raise income and sales taxes to legalizing recreational marijuana, are also expected to compete for attention on the November 2016 ballot.\u003c/p>\n\n",
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"title": "Proposal Would Shift State's Bullet Train Bond Funds to Water Projects | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SACRAMENTO — Two Republican state lawmakers submitted language Thursday for a ballot initiative that would ask California voters to redirect about $8 billion in bond money from the state's high-speed rail project to build water storage.\u003c/p>\n\u003cp>Board of Equalization member George Runner and Sen. Bob Huff of San Dimas, the former Senate minority leader, said they filed language for the initiative with the attorney general's office.\u003c/p>\n\u003cp>The ballot proposal would also authorize shifting $2.7 billion in unspent funds to water storage construction and amend the state constitution to give drinking water and irrigation priority from California's limited water supply.\u003c/p>\n\u003cp>\"This initiative secures our water future by building long-overdue expansions of existing facilities and new projects to store, deliver and recycle water for our families, farms and businesses,\" Huff said in a statement.\u003c/p>\n\u003cp>The California High-Speed Rail Authority did not respond to a request for comment Thursday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The proposal comes a year after voters approved Proposition 1, a $7.5 billion bond measure that would fund a wide range of water supply projects. About one-third of the money from Prop. 1 could go to surface storage projects such as raising Shasta Dam or building a new dam and reservoir near the western Colusa County community of Sites.\u003c/p>\n\u003cp>Voters in 2008 approved selling nearly $10 billion in bonds for a project to link Northern and Southern California by high-speed trains, but many have now soured on it and have questioned whether it will cost the $68 billion that has been projected. Project leaders have faced criticism for its planned route, engineering proposals and insufficient federal funding dedicated to it.\u003c/p>\n\u003cp>A March survey by the Public Policy Institute of California found residents were about evenly split on whether they support the rail project.\u003c/p>\n\u003cp>Whether the initiative actually makes it to the ballot depends on how much money supporters can generate to collect signatures.\u003c/p>\n\u003cp>Runner said the campaign would have sufficient money to fund a robust signature-gathering campaign. He said the initiative would offer voters a \"decision point\" on how they want to spend state money.\u003c/p>\n\u003cp>\"To me this is no different than a family trying to decide its own priorities. A lot of times in a family you have conflicting priorities, but you have a limited budget,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A number of other initiatives, from proposals to raise income and sales taxes to legalizing recreational marijuana, are also expected to compete for attention on the November 2016 ballot.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Officials to Celebrate BART's Eastward Expansion in Contra Costa County",
"title": "Officials to Celebrate BART's Eastward Expansion in Contra Costa County",
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"content": "\u003cp>City and transit officials are gathering Thursday to celebrate progress on BART's new diesel-powered service into eastern Contra Costa County.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bart.gov/sites/default/files/docs/eBARTFactSheet_JUNE%2029_15Fr.pdf\" target=\"_blank\">East Contra Costa BART Extension\u003c/a>, or eBART, is a $525 million project that will run 10 miles along Highway 4 from the Pittsburg/Bay Point station to two eBART stations in Pittsburg and Antioch.\u003c/p>\n\u003cfigure id=\"attachment_10755105\" class=\"wp-caption alignright\" style=\"max-width: 516px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/eccalignment.jpg\">\u003cimg class=\"wp-image-10755105 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/eccalignment.jpg\" alt=\"The eBART Expansion Project includes two new stations past the existing Pittsburg/Bay Point Station \" width=\"516\" height=\"409\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/eccalignment.jpg 516w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/eccalignment-400x317.jpg 400w\" sizes=\"(max-width: 516px) 100vw, 516px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The eBART Expansion Project includes two new stations past the existing Pittsburg/Bay Point Station \u003ccite>(\u003ca href=\"http://www.bart.gov/about/projects/ecc\">Bay Area Rapid Transit\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART spokesman Taylor Huckaby said the Pittsburg/Bay Point station parking lot fills up \"to the brim\" every morning.\u003c/p>\n\u003cp>\"There's a lot of people that are moving out into the East Bay, and we want to connect them to the central BART system,\" he said. \"We want to be able to get people to their jobs and where they need to go.\"\u003c/p>\n\u003cp>The new service will use diesel multiple-unit trains, or DMUs, which are smaller and less expensive than BART's conventional trains. The agency says eBART is expected to be ready for commuters by May 2018 and will make the 10-mile trip from Antioch to Pittsburg/Bay Point in 10 minutes. Passengers will be able to transfer there to BART's main line to Oakland, San Francisco and SFO.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"There's quite a bit of construction going on,\" said Huckaby. \"There's a lot that's visible. You can see the walls of the new stations with the concrete etchings and the artwork that's been done there. So the project is pretty far along.\"\u003c/p>\n\u003cp>The eBART project is being built in coordination with \u003ca href=\"http://4eastcounty.org/projects/hillcrest-avenue/\" target=\"_blank\">a $56.1 million project\u003c/a> to widen Highway 4 from four to eight lanes. The widening project includes room for the BART median and the construction of a pedestrian bridge to accommodate BART passengers.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/3b2yedQuhyM\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"Mass transit reduces highway traffic, it's environmentally sustainable, it's efficient and it facilitates the Bay Area economy to the tune of tens of millions of dollars every single day,\" said Huckaby. \"BART is eager to connect with the people of eastern Contra Costa, and we're looking forward to getting our trains moving over there.\"\u003c/p>\n\u003cp>The new \u003ca href=\"https://www.youtube.com/watch?v=eyqg45cQeU4&feature=youtu.be\" target=\"_blank\">station in Antioch\u003c/a> will be located near Hillcrest Avenue. The new Pittsburg station will be located at Railroad Avenue.\u003c/p>\n\u003cp>The project was funded in part by \u003ca href=\"http://www.ccta.net/sources/detail/2/1\" target=\"_blank\">Measure J\u003c/a>, which put sales tax revenue toward a voter-approved transportation spending plan and was approved by Contra Costa County voters in 2004.\u003c/p>\n\u003cp>\"The possibility of future extensions past Antioch is something that people have asked us to look into, and it's something they've expressed interest in supporting,\" said Huckaby. \"So I wouldn't be a bit surprised to see voters putting mass transit on future ballots.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The celebration will take place from 2:30 p.m. to 3:30 p.m. at the corner of Railroad Avenue and California Avenue in Pittsburg.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>City and transit officials are gathering Thursday to celebrate progress on BART's new diesel-powered service into eastern Contra Costa County.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bart.gov/sites/default/files/docs/eBARTFactSheet_JUNE%2029_15Fr.pdf\" target=\"_blank\">East Contra Costa BART Extension\u003c/a>, or eBART, is a $525 million project that will run 10 miles along Highway 4 from the Pittsburg/Bay Point station to two eBART stations in Pittsburg and Antioch.\u003c/p>\n\u003cfigure id=\"attachment_10755105\" class=\"wp-caption alignright\" style=\"max-width: 516px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/eccalignment.jpg\">\u003cimg class=\"wp-image-10755105 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/eccalignment.jpg\" alt=\"The eBART Expansion Project includes two new stations past the existing Pittsburg/Bay Point Station \" width=\"516\" height=\"409\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/eccalignment.jpg 516w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/eccalignment-400x317.jpg 400w\" sizes=\"(max-width: 516px) 100vw, 516px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The eBART Expansion Project includes two new stations past the existing Pittsburg/Bay Point Station \u003ccite>(\u003ca href=\"http://www.bart.gov/about/projects/ecc\">Bay Area Rapid Transit\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART spokesman Taylor Huckaby said the Pittsburg/Bay Point station parking lot fills up \"to the brim\" every morning.\u003c/p>\n\u003cp>\"There's a lot of people that are moving out into the East Bay, and we want to connect them to the central BART system,\" he said. \"We want to be able to get people to their jobs and where they need to go.\"\u003c/p>\n\u003cp>The new service will use diesel multiple-unit trains, or DMUs, which are smaller and less expensive than BART's conventional trains. The agency says eBART is expected to be ready for commuters by May 2018 and will make the 10-mile trip from Antioch to Pittsburg/Bay Point in 10 minutes. Passengers will be able to transfer there to BART's main line to Oakland, San Francisco and SFO.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"There's quite a bit of construction going on,\" said Huckaby. \"There's a lot that's visible. You can see the walls of the new stations with the concrete etchings and the artwork that's been done there. So the project is pretty far along.\"\u003c/p>\n\u003cp>The eBART project is being built in coordination with \u003ca href=\"http://4eastcounty.org/projects/hillcrest-avenue/\" target=\"_blank\">a $56.1 million project\u003c/a> to widen Highway 4 from four to eight lanes. The widening project includes room for the BART median and the construction of a pedestrian bridge to accommodate BART passengers.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/3b2yedQuhyM\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"Mass transit reduces highway traffic, it's environmentally sustainable, it's efficient and it facilitates the Bay Area economy to the tune of tens of millions of dollars every single day,\" said Huckaby. \"BART is eager to connect with the people of eastern Contra Costa, and we're looking forward to getting our trains moving over there.\"\u003c/p>\n\u003cp>The new \u003ca href=\"https://www.youtube.com/watch?v=eyqg45cQeU4&feature=youtu.be\" target=\"_blank\">station in Antioch\u003c/a> will be located near Hillcrest Avenue. The new Pittsburg station will be located at Railroad Avenue.\u003c/p>\n\u003cp>The project was funded in part by \u003ca href=\"http://www.ccta.net/sources/detail/2/1\" target=\"_blank\">Measure J\u003c/a>, which put sales tax revenue toward a voter-approved transportation spending plan and was approved by Contra Costa County voters in 2004.\u003c/p>\n\u003cp>\"The possibility of future extensions past Antioch is something that people have asked us to look into, and it's something they've expressed interest in supporting,\" said Huckaby. \"So I wouldn't be a bit surprised to see voters putting mass transit on future ballots.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The celebration will take place from 2:30 p.m. to 3:30 p.m. at the corner of Railroad Avenue and California Avenue in Pittsburg.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "State's Amnesty Program for Unpaid Traffic Tickets Has Big First Month",
"title": "State's Amnesty Program for Unpaid Traffic Tickets Has Big First Month",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>California's \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">amnesty program\u003c/a> for unpaid traffic tickets is just over a month old, but already courts have been swamped with applications from residents eager to get fines forgiven or reduced.\u003c/p>\n\u003cp>\u003ca href=\"https://www.lacourt.org/\" target=\"_blank\">Los Angeles County\u003c/a>, which has the largest court system in the state, processed 18,000 participation forms in the past 30 days, bringing in $1.3 million in fees and revenue.\u003c/p>\n\u003cp>But there is still a significant backlog in many courts across the state.\u003c/p>\n\u003caside class=\"pullquote alignright\">For the next 17 months, drivers can apply to have their unpaid tickets reduced by 50-80 percent, if they're eligible\u003c/aside>\n\u003cp>In Alameda County, Superior Court Executive Officer Chad Finke said things have been busy. In the first month, drivers there submitted 5,300 applications for amnesty, of which 945 have been processed. Finke said about 100 new applications are submitted every day.\u003c/p>\n\u003cp>“I don’t think we were surprised,” Finke said. “I think we expected there to be a lot of interest and a lot of applications, but I don’t know that any of us had a real sense of what ‘a lot’ would be.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Finke asked for the public’s patience as the court works to keep up with demand. Meanwhile some counties, like San Francisco, turned over the administration of the program to debt collection agencies like \u003ca href=\"https://www.allianceoneinc.com/Welcome/\">Alliance One\u003c/a>.\u003c/p>\n\u003cp>The amnesty program was launched in response to research showing that the state’s system of traffic fines and civil assessments has a disproportionate effect on those with low incomes. A report by Bay Area civil rights groups, titled \"\u003ca href=\"http://www.lccr.com/wp-content/uploads/Not-Just-a-Ferguson-Problem-How-Traffic-Courts-Drive-Inequality-in-California-4.20.15.pdf\">Not Just A Ferguson Problem: How Traffic Courts Drive Inequality in California\u003c/a>,\" illustrated how an unpaid citation can quickly lead to hundreds of dollars in debt, license suspensions and even the loss of jobs.\u003c/p>\n\u003cp>The report found that 4 million people in California are without a license because of unpaid traffic debt.\u003c/p>\n\u003cp>But for the next 17 months, under the statewide amnesty program, drivers can apply to have their unpaid tickets reduced by between 50-80 percent -- if they are eligible.\u003c/p>\n\u003cp>Eligibility requirements, per the \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">amnesty program's Web page\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>“Persons with unpaid tickets whose fines were originally due to be paid date on or before January 1, 2013, who have not made a payment after September 30, 2015, may be eligible to have \u003cem>both\u003c/em> their debt reduced by 50 or 80 percent depending on income \u003cem>and\u003c/em> their driver's license reinstated, unless an exclusion discussed below applies.\u003cbr>\n\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>“Persons who made a payment after September 30, 2015 on a ticket are not eligible for a reduction for \u003cem>that\u003c/em> ticket, but may be eligible to have their driver’s license reinstated if they are in good standing on a payment plan with a comprehensive collection program.”\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>Teresa Ruano, communications specialist for the Judicial Council of California, said courts will process all applications that are turned in before the deadline of March 31, 2017.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California's \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">amnesty program\u003c/a> for unpaid traffic tickets is just over a month old, but already courts have been swamped with applications from residents eager to get fines forgiven or reduced.\u003c/p>\n\u003cp>\u003ca href=\"https://www.lacourt.org/\" target=\"_blank\">Los Angeles County\u003c/a>, which has the largest court system in the state, processed 18,000 participation forms in the past 30 days, bringing in $1.3 million in fees and revenue.\u003c/p>\n\u003cp>But there is still a significant backlog in many courts across the state.\u003c/p>\n\u003caside class=\"pullquote alignright\">For the next 17 months, drivers can apply to have their unpaid tickets reduced by 50-80 percent, if they're eligible\u003c/aside>\n\u003cp>In Alameda County, Superior Court Executive Officer Chad Finke said things have been busy. In the first month, drivers there submitted 5,300 applications for amnesty, of which 945 have been processed. Finke said about 100 new applications are submitted every day.\u003c/p>\n\u003cp>“I don’t think we were surprised,” Finke said. “I think we expected there to be a lot of interest and a lot of applications, but I don’t know that any of us had a real sense of what ‘a lot’ would be.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Finke asked for the public’s patience as the court works to keep up with demand. Meanwhile some counties, like San Francisco, turned over the administration of the program to debt collection agencies like \u003ca href=\"https://www.allianceoneinc.com/Welcome/\">Alliance One\u003c/a>.\u003c/p>\n\u003cp>The amnesty program was launched in response to research showing that the state’s system of traffic fines and civil assessments has a disproportionate effect on those with low incomes. A report by Bay Area civil rights groups, titled \"\u003ca href=\"http://www.lccr.com/wp-content/uploads/Not-Just-a-Ferguson-Problem-How-Traffic-Courts-Drive-Inequality-in-California-4.20.15.pdf\">Not Just A Ferguson Problem: How Traffic Courts Drive Inequality in California\u003c/a>,\" illustrated how an unpaid citation can quickly lead to hundreds of dollars in debt, license suspensions and even the loss of jobs.\u003c/p>\n\u003cp>The report found that 4 million people in California are without a license because of unpaid traffic debt.\u003c/p>\n\u003cp>But for the next 17 months, under the statewide amnesty program, drivers can apply to have their unpaid tickets reduced by between 50-80 percent -- if they are eligible.\u003c/p>\n\u003cp>Eligibility requirements, per the \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">amnesty program's Web page\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>“Persons with unpaid tickets whose fines were originally due to be paid date on or before January 1, 2013, who have not made a payment after September 30, 2015, may be eligible to have \u003cem>both\u003c/em> their debt reduced by 50 or 80 percent depending on income \u003cem>and\u003c/em> their driver's license reinstated, unless an exclusion discussed below applies.\u003cbr>\n\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>“Persons who made a payment after September 30, 2015 on a ticket are not eligible for a reduction for \u003cem>that\u003c/em> ticket, but may be eligible to have their driver’s license reinstated if they are in good standing on a payment plan with a comprehensive collection program.”\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>Teresa Ruano, communications specialist for the Judicial Council of California, said courts will process all applications that are turned in before the deadline of March 31, 2017.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Caltrans Delays Demolition of Massive Bay Bridge Pier",
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"content": "\u003cp>There's nothing that says \"party\" quite like setting off high explosives and watching something big fall down.\u003c/p>\n\u003cp>If you dispute the truth of that observation, we enter as Exhibits A and B video of \u003ca href=\"https://youtu.be/_6QzIe2Abe4\" target=\"_blank\">the demolition\u003c/a> of Oakland's Oak Knoll Naval Hospital in April 2011 and the \u003ca href=\"https://youtu.be/7bWGL7vu5PQ\" target=\"_blank\">dynamite-aided leveling\u003c/a> of a 13-story building on the campus of Cal State East Bay in August 2013.\u003c/p>\n\u003cp>The explosive charges go off, the buildings fall, and the crowd goes wild.\u003c/p>\n\u003cp>Demolition enthusiasts are no doubt looking forward to the next big event on the Bay Area's infrastructure removal calendar: an implosion later this month designed to remove the largest pier of the old eastern span on the Bay Bridge.\u003c/p>\n\u003cp>The actual nature of the event -- originally planned for this weekend but now scheduled for the weekend of Nov. 14-15 -- may temper their enthusiasm a little, though.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Caltrans announced the change in plans Tuesday, saying that it had rejected the explosives that were to be used in the demolition.\u003c/p>\n\u003cp>The issue, Caltrans chief bridge engineer Brian Maroney told reporters, was how the explosive are packaged.\u003c/p>\n\u003cp>“We have to push it down holes, and we want that outside material to be tough,\" Maroney said. \"I don’t want to fiddle around with potentially the outside material ripping as we push it down a hole.”\u003c/p>\n\u003cp>While it sounds spectacular -- you might be imagining a section of the old span dropping into the water \"\u003ca href=\"https://www.youtube.com/watch?v=tRHVMi3LxZE\" target=\"_blank\">Bridge on the River Kwai\u003c/a>\" style -- the reality is supposed to be pretty low key. Most of the structure to be removed is below the bay's surface, so there will be no spectacular collapse. No, there won't be a geyser shooting skyward either.\u003c/p>\n\u003cp>\"If you want to see it, stay home and watch it on the Internet,\" Maroney said.\u003c/p>\n\u003cp>The structure to be removed is Pier E3, the largest of the old span's foundations. The structure, near Yerba Buena Island, extends 50 feet from the water's surface to the bay floor and then for more than 200 feet into the bay mud below.\u003c/p>\n\u003cp>The implosion is designed to destroy the pier above the bay floor as well as most of the structure embedded in the mud. Caltrans says it's worked with several outside agencies to make sure the implosion's impact on surrounding wildlife and infrastructure is limited.\u003c/p>\n\u003cp>Engineers have devised a large platform of floating planks -- an attenuation mat -- to limit the spread of debris. An underwater bubble curtain will be in place, a measure designed to reduce the energy of the shock wave from the explosives detonated during the implosion.\u003c/p>\n\u003cp>Maroney said the blast itself has been designed to minimize its destructive effects.\u003c/p>\n\u003cp>\"By having just under 600 different charges -- not released all at once, set off microseconds apart -- you don’t have one big shock wave, you have many small shock waves,\" Maroney said. \"So the amplitude or the threat of that shock wave is much, much less.”\u003c/p>\n\u003cp>The implosion is set to take place at the time of a slack tide, the point when a high tide has reached its maximum or a low tide its minimum.\u003c/p>\n\u003cp>Maroney said the most likely time for the operation is at the midday high tide on Saturday, Nov. 14 -- about 1 p.m. But it could take place at the morning low tide, about 6:45 a.m., or sometime the following day.\u003c/p>\n\u003cp>He said a major factor in determining the time is minimizing impacts on mammals such as seals, sea lions and porpoises, and monitors will be watching them closely to help pick the safest time.\u003c/p>\n\u003cp>The implosion will have a brief impact on boaters, bicyclists and motorists on the Bay Bridge, and BART passengers.\u003c/p>\n\u003cp>The California Highway Patrol will halt bridge traffic briefly at the time of the operation. Westbound traffic will be held at the Bay Bridge metering lights; eastbound traffic will be halted at the western portal to the Yerba Buena tunnel. The bike path on the new eastern span will also be closed beginning at 6 p.m. on Friday, Nov. 13, until the implosion is over.\u003c/p>\n\u003cp>BART says it will hold trains outside the Transbay Tube, which will result in slight delays. And boats will be barred from traveling within 1,500 feet of the blast site.\u003c/p>\n\u003cp>Larry Goldzband, executive director of the San Francisco Bay Conservation and Development Commission, said, \"The implosion is not perfect and species will be killed,\" but he said the implosion will cause less environmental damage than other methods of demolishing the pier.\u003c/p>\n\u003cp>Goldzband said the alternative of mechanically removing the pier would take up to four years and require building a dam around it, which he said would significantly disrupt area wildlife and be difficult to manage and mitigate.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting by KQED's Andrew Stelzer and Bay City News. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>There's nothing that says \"party\" quite like setting off high explosives and watching something big fall down.\u003c/p>\n\u003cp>If you dispute the truth of that observation, we enter as Exhibits A and B video of \u003ca href=\"https://youtu.be/_6QzIe2Abe4\" target=\"_blank\">the demolition\u003c/a> of Oakland's Oak Knoll Naval Hospital in April 2011 and the \u003ca href=\"https://youtu.be/7bWGL7vu5PQ\" target=\"_blank\">dynamite-aided leveling\u003c/a> of a 13-story building on the campus of Cal State East Bay in August 2013.\u003c/p>\n\u003cp>The explosive charges go off, the buildings fall, and the crowd goes wild.\u003c/p>\n\u003cp>Demolition enthusiasts are no doubt looking forward to the next big event on the Bay Area's infrastructure removal calendar: an implosion later this month designed to remove the largest pier of the old eastern span on the Bay Bridge.\u003c/p>\n\u003cp>The actual nature of the event -- originally planned for this weekend but now scheduled for the weekend of Nov. 14-15 -- may temper their enthusiasm a little, though.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Caltrans announced the change in plans Tuesday, saying that it had rejected the explosives that were to be used in the demolition.\u003c/p>\n\u003cp>The issue, Caltrans chief bridge engineer Brian Maroney told reporters, was how the explosive are packaged.\u003c/p>\n\u003cp>“We have to push it down holes, and we want that outside material to be tough,\" Maroney said. \"I don’t want to fiddle around with potentially the outside material ripping as we push it down a hole.”\u003c/p>\n\u003cp>While it sounds spectacular -- you might be imagining a section of the old span dropping into the water \"\u003ca href=\"https://www.youtube.com/watch?v=tRHVMi3LxZE\" target=\"_blank\">Bridge on the River Kwai\u003c/a>\" style -- the reality is supposed to be pretty low key. Most of the structure to be removed is below the bay's surface, so there will be no spectacular collapse. No, there won't be a geyser shooting skyward either.\u003c/p>\n\u003cp>\"If you want to see it, stay home and watch it on the Internet,\" Maroney said.\u003c/p>\n\u003cp>The structure to be removed is Pier E3, the largest of the old span's foundations. The structure, near Yerba Buena Island, extends 50 feet from the water's surface to the bay floor and then for more than 200 feet into the bay mud below.\u003c/p>\n\u003cp>The implosion is designed to destroy the pier above the bay floor as well as most of the structure embedded in the mud. Caltrans says it's worked with several outside agencies to make sure the implosion's impact on surrounding wildlife and infrastructure is limited.\u003c/p>\n\u003cp>Engineers have devised a large platform of floating planks -- an attenuation mat -- to limit the spread of debris. An underwater bubble curtain will be in place, a measure designed to reduce the energy of the shock wave from the explosives detonated during the implosion.\u003c/p>\n\u003cp>Maroney said the blast itself has been designed to minimize its destructive effects.\u003c/p>\n\u003cp>\"By having just under 600 different charges -- not released all at once, set off microseconds apart -- you don’t have one big shock wave, you have many small shock waves,\" Maroney said. \"So the amplitude or the threat of that shock wave is much, much less.”\u003c/p>\n\u003cp>The implosion is set to take place at the time of a slack tide, the point when a high tide has reached its maximum or a low tide its minimum.\u003c/p>\n\u003cp>Maroney said the most likely time for the operation is at the midday high tide on Saturday, Nov. 14 -- about 1 p.m. But it could take place at the morning low tide, about 6:45 a.m., or sometime the following day.\u003c/p>\n\u003cp>He said a major factor in determining the time is minimizing impacts on mammals such as seals, sea lions and porpoises, and monitors will be watching them closely to help pick the safest time.\u003c/p>\n\u003cp>The implosion will have a brief impact on boaters, bicyclists and motorists on the Bay Bridge, and BART passengers.\u003c/p>\n\u003cp>The California Highway Patrol will halt bridge traffic briefly at the time of the operation. Westbound traffic will be held at the Bay Bridge metering lights; eastbound traffic will be halted at the western portal to the Yerba Buena tunnel. The bike path on the new eastern span will also be closed beginning at 6 p.m. on Friday, Nov. 13, until the implosion is over.\u003c/p>\n\u003cp>BART says it will hold trains outside the Transbay Tube, which will result in slight delays. And boats will be barred from traveling within 1,500 feet of the blast site.\u003c/p>\n\u003cp>Larry Goldzband, executive director of the San Francisco Bay Conservation and Development Commission, said, \"The implosion is not perfect and species will be killed,\" but he said the implosion will cause less environmental damage than other methods of demolishing the pier.\u003c/p>\n\u003cp>Goldzband said the alternative of mechanically removing the pier would take up to four years and require building a dam around it, which he said would significantly disrupt area wildlife and be difficult to manage and mitigate.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting by KQED's Andrew Stelzer and Bay City News. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Grieving Mom Calls for Safer Streets After Fatal Market Street Bike Collision",
"title": "Grieving Mom Calls for Safer Streets After Fatal Market Street Bike Collision",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>Brenda Kett refuses to believe her son is to blame for his own death. Mark Heryer had ridden a bike for most of his life and was skilled at navigating mountain trails and chaotic city streets. But three weeks ago, the 47-year-old cyclist was struck and killed by a Muni bus on Market Street -- a collision police say he caused.\u003c/p>\n\u003cp>“I’ve heard so many conflicting things, and you know, it’s not making sense to me,” says Kett, a 75-year-old clothing designer with short silver-gray hair and sharp blue eyes.\u003c/p>\n\u003cp>Sitting in the dining room of the Mission District apartment where she has lived for 33 years, she gazes over at a table where Heryer had been standing the day of his death. He had his bike under an arm, with a helmet and cycling shoes on, ready to ride off to meet friends. It's an image she can't stop seeing.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/232638800\" 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>Heryer, who lived in Berkeley with his wife and 8-year-old daughter, was riding westbound up Market Street just after 3 p.m. on Sunday, Oct. 11, when police say he encountered a particularly dangerous piece of street infrastructure that both the city and cycling advocates warn about but which many cyclists say is all but impossible to avoid: Muni's streetcar tracks.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The San Francisco police officer who investigated the incident said in his report that Heryer’s bike got caught in the tracks and he was “thrown to the ground.” A long, articulated 38-Geary bus traveling in the lane to his right ran over him.\u003c/p>\n\u003cp>Although there are lots of unanswered questions about the tragedy, Kett says she's certain her son’s death could have been prevented had the city done more to ensure the safety of growing numbers of bicyclists on Market Street.\u003c/p>\n\u003cp>“I don’t think he would have taken unnecessary risks because he was well aware of how inadequate the structure of the city’s streets are, in terms of taking care of the needs of bicyclists,” Kett says.\u003c/p>\n\u003cp>She wants the city to act immediately to make the busy lower stretch of Market Street safer for bicyclists -- a sentiment shared by cycling advocates.\u003c/p>\n\u003cp>\u003cstrong>Police Investigation\u003c/strong>\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\n\u003cp dir=\"ltr\" lang=\"en\">Market St. from Sutter to Battery is shut down as police investigate a fatal collision between a bus and a bicyclist \u003ca href=\"http://t.co/qR336eT6kz\">pic.twitter.com/qR336eT6kz\u003c/a>\u003c/p>\n\u003cp>— Sergio Quintana (@svqjournalist) \u003ca href=\"https://twitter.com/svqjournalist/status/653341447257587712\">October 11, 2015\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>What is most startling about the investigation to Heryer's family, friends and a lawyer representing the family is that police faulted him for causing the crash, citing a \u003ca href=\"https://www.dmv.ca.gov/portal/dmv/?1dmy&urile=wcm:path:/dmv_content_en/dmv/pubs/vctop/vc/d11/c1/a4/21208\" target=\"_blank\">section of the vehicle code\u003c/a> that says he should have been riding in a bike lane. However, there are no bike lanes on that stretch of Market Street.\u003c/p>\n\u003cp>There are three westbound lanes: two marked with sharrows, indicating bicycles and motor vehicles are to share the lane and, to the left, an unmarked transit lane with the streetcar tracks. Kett says a police inspector told Heryer’s wife it appeared he was trying to pass the bus because it had been moving slowly.\u003c/p>\n\u003cp>Muni buses pick up passengers on center boarding islands and curbside, so they use all lanes on Market Street. The SFMTA displays ads on the rear of buses advising cyclists to always pass a bus on the left.\u003c/p>\n\u003cp>Muni's streetcar tracks are another well-known hazard. Both the SFMTA and \u003ca href=\"http://sfbike.org/\" target=\"_blank\">San Francisco Bicycle Coalition\u003c/a> advise cyclists to pay special attention to the tracks and surrounding pavement and to cross at a 90-degree angle if possible. In a 2006 guide, the SFBC cautions, \"It is easy to lose control as your wheel slides into a parallel track groove, and you will fall quickly and hard.\"\u003c/p>\n\u003cp>After the collision, \u003ca href=\"http://ww2.kqed.org/news/2015/10/12/berkeley-cyclist-killed-in-market-street-collision-with-s-f-muni-bus\" target=\"_blank\">media reports\u003c/a> quoted police and transportation officials as saying Heryer “lost control and collided with the bus.” The police report says investigators came to their conclusions about the cause of the crash based on the account of one witness -- the bus driver -- and video evidence that has not been released.\u003c/p>\n\u003cp>The report includes several grim details, including the discovery of a handprint near the front of the Muni bus that may have been left by Heryer as he fell. One set of the vehicle's wheels on the driver's side came to rest on Heryer, who died of trauma to the head and body.\u003c/p>\n\u003cp>The report identifies the Muni driver as Douglas Bonilla, 46, of Tracy. It said he was “visibly upset” after the crash and was treated by a medic at the scene. However, the report does not disclose what the driver told police about the collision.\u003c/p>\n\u003cp>Bonilla started driving for Muni in March, according to SFMTA spokesman Paul Rose. He said drivers are required to complete nine weeks of training. The program includes a partnership with the San Francisco Bicycle Coalition that instructs drivers how to operate buses alongside cyclists.\u003c/p>\n\u003cp>The most telling evidence from that day could be video from the Muni bus and two other coaches that may have been in the vicinity when the collision happened. But so far the family’s lawyer has not been able to get the video from either the SFMTA or San Francisco police.\u003c/p>\n\u003cp>\u003cstrong>An Experienced Cyclist\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_10738854\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/P1000474.jpg\">\u003cimg class=\"size-medium wp-image-10738854\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/P1000474-800x1067.jpg\" alt=\"Family and friends say Mark Heryer was a skilled cyclist who would have never put himself in harm's way. \" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-400x533.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-1440x1920.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-1920x2560.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-1180x1573.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-960x1280.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Family and friends say Mark Heryer was a skilled cyclist who would have never put himself in harm's way. \u003ccite>(Courtesy of Mark Dawson)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When Mark Heryer was 8 years old, and the family lived in Cambridge, Massachusetts, Brenda Kett had no hesitation about letting him ride his bicycle into the traffic chaos of Harvard Square.\u003c/p>\n\u003cp>“I can tell you that back in the '70s, that traffic was pure anarchy,” she remembers. “Most parents, particularly helicopter parents, wouldn’t go anywhere near that. He was capable of doing that as an 8-year-old. He was a competent bike rider.”\u003c/p>\n\u003cp>Heryer was born in San Francisco but didn’t live there until he was a teenager. Trained as a chef, he had a deep passion for food and was funny, opinionated and talkative, says Kett.\u003c/p>\n\u003cp>“He would have given you anything you wanted if you needed it,” says Kett. “He was a very generous, wonderful person.”\u003c/p>\n\u003cp>Paul Skilbeck, a friend of the family who used to rent a room from Kett, is a former cycling journalist who first met Heryer when he moved to San Francisco in 1997. When Heryer found out Skilbeck was a cyclist, he took him on a tour of the Marin Headlands.\u003c/p>\n\u003cp>“He was just a warm, interesting, enjoyable person, and everybody is really devastated that he’s gone, that’s he’s not going to be around anymore,” he said.\u003c/p>\n\u003cp>Skilbeck, who worked as a bike messenger in London, said Heryer had urban bicycling skills comparable to a messenger. \"That's the scary thing about it,\" he said. \"That somebody with his level of experience can fall victim.\"\u003c/p>\n\u003cfigure id=\"attachment_10742483\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut.jpg\">\u003cimg class=\"wp-image-10742483 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-1440x1061.jpg\" alt='Brenda Kett looks at photos of her late son. \"I had no idea how many people he influenced until we lost him,\" she said. ' width=\"640\" height=\"472\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-1440x1061.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-400x295.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-800x589.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-1180x869.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-960x707.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Brenda Kett looks at photos of her late son. 'I had no idea how many people he influenced until we lost him,' she said. \u003ccite>((Ericka Cruz Guevarra/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Police Mistakes in Earlier Investigation\u003c/strong>\u003c/p>\n\u003cp>San Francisco police have a troubling history investigating collisions that injure people who bike and walk, according to safe streets advocates. But after a series of blunders \u003ca href=\"http://ww2.kqed.org/news/2014/05/13/no-charges-for-driver-in-death-of-bicyclist-amelie-le-moullac\" target=\"_blank\">in the case of cyclist Amelie Le Moullac\u003c/a>, who was killed when she was hit by a truck at Sixth and Folsom streets in 2013, Police Chief Greg Suhr pledged to reform the department's investigations. He also made it policy to stop referring to collisions as “accidents.”\u003c/p>\n\u003cp>One of the attorneys who represented Le Moullac's family, Anthony Label, now represents the Heryer family. He helped win a $4 million \u003ca href=\"http://ww2.kqed.org/news/2015/01/15/verdict-in-wrongful-death-suit-against-driver-who-killed-bicyclist\" target=\"_blank\">judgment against the driver\u003c/a> who killed Le Moullac for negligence, along with the company he worked for.\u003c/p>\n\u003cp>The initial police report in the Le Moullac case concluded the cyclist was at fault, but police reversed that finding and blamed the driver after a bike advocate uncovered surveillance video of the crash.\u003c/p>\n\u003cp>The nine-page traffic collision report in Heryer’s case, Label says, doesn't contain much detail. The report says investigators canvassed the area for witnesses and video, and left a phone message for a potential witness but were \"unable to make contact.”\u003c/p>\n\u003cp>Label is particularly concerned about what he says appears to be a clear misinterpretation of the vehicle code that applies to marked bike lanes.\u003c/p>\n\u003cp>“If the Police Department is going to document and officially memorialize the cause of a cyclist’s death as being the fault of the cyclist for violating the law, at a minimum they should get it right,” he said.\u003c/p>\n\u003cp>Reached by phone, Inspector Lori Cadigan, who signed off on the report, would not comment, and referred calls to the department’s public affairs spokespeople. So far, they have not returned our phone calls and emails.\u003c/p>\n\u003cp>At a recent meeting of the Board of Supervisors' Bicycle Advisory Committee, Label suggested looking into having the California Highway Patrol investigate collisions where a Muni vehicle is involved.\u003c/p>\n\u003cp>\"That would essentially involve an independent agency that isn't a police department investigating a co-worker, essentially, a Muni driver, whose employer is also the city and county of San Francisco,\" he said.\u003c/p>\n\u003cp>\u003cstrong>A Safer Market Street \u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_10742484\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut.jpg\">\u003cimg class=\"wp-image-10742484 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-1440x960.jpg\" alt=\"Cyclist wobbles over streetcar rails at the corner of Market and Sutter streets in the Financial District. Bike advocates say city officials need to immediately make this stretch of Market safer for bicyclists.\" width=\"640\" height=\"427\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-1440x960.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-960x640.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclist wobbles over streetcar rails at the corner of Market and Sutter streets in the Financial District. Bike advocates say city officials need to immediately make this stretch of Market safer for bicyclists. \u003ccite>((Alan Toth/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco city officials have been working to improve safety on Market Street, most recently \u003ca href=\"http://www.sfchronicle.com/bayarea/article/S-F-s-motley-Market-Street-tamed-so-far-by-6585427.php\" target=\"_blank\">restricting private autos\u003c/a> from turning onto the city's main thoroughfare, identified as a high-injury corridor under \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\">the Vision Zero program\u003c/a>. SFMTA officials are also planning to \u003ca href=\"http://ww2.kqed.org/news/2015/10/19/san-francisco-gets-ready-for-its-first-raised-bikeway\" target=\"_blank\">test a raised bike lane\u003c/a>, which is now being built on Market just west of Van Ness Avenue.\u003c/p>\n\u003cp>But a permanent safety fix is still years away. City agencies have been working on a long-term vision known as the Better Market Street plan, but construction is not expected to begin until sometime in 2018. A final design has not been determined.\u003c/p>\n\u003cp>Bike advocates have long been calling for a continuous protected bike lane from Octavia Boulevard to the Embarcadero, a distance of about 2.25 miles.\u003c/p>\n\u003cp>\"Continued inaction by city officials towards that goal on our city's most biked corridor looks increasingly irresponsible,\" said Chris Cassidy, the bike coalition's communications director.\u003c/p>\n\u003cp>Two other \u003ca href=\"http://bettermarketstreetsf.org/about-reports-docs.html#design-options\" target=\"_blank\">designs being considered \u003c/a>include a shared lane and building a bikeway on Mission Street, instead of Market, from South Van Ness Avenue to the Embarcadero.\u003c/p>\n\u003cp>Officials from the SFMTA and Department of Public Works, which is overseeing the long-term vision, say they are not planning any interim measures on Market in the wake of Heryer’s death.\u003c/p>\n\u003cp>But both Kett and the bike coalition say they plan to continue pressing for immediate action.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“Maybe it takes a serious or fatal accident close to home to change people’s minds,” Kett said in a statement to the Bicycle Advisory Committee. “I know if I could wind back the clock, I would have been advocating for safe streets long go, and I urge other families not to wait until one of their loved ones becomes a victim.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Brenda Kett refuses to believe her son is to blame for his own death. Mark Heryer had ridden a bike for most of his life and was skilled at navigating mountain trails and chaotic city streets. But three weeks ago, the 47-year-old cyclist was struck and killed by a Muni bus on Market Street -- a collision police say he caused.\u003c/p>\n\u003cp>“I’ve heard so many conflicting things, and you know, it’s not making sense to me,” says Kett, a 75-year-old clothing designer with short silver-gray hair and sharp blue eyes.\u003c/p>\n\u003cp>Sitting in the dining room of the Mission District apartment where she has lived for 33 years, she gazes over at a table where Heryer had been standing the day of his death. He had his bike under an arm, with a helmet and cycling shoes on, ready to ride off to meet friends. It's an image she can't stop seeing.\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/232638800&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/232638800'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Heryer, who lived in Berkeley with his wife and 8-year-old daughter, was riding westbound up Market Street just after 3 p.m. on Sunday, Oct. 11, when police say he encountered a particularly dangerous piece of street infrastructure that both the city and cycling advocates warn about but which many cyclists say is all but impossible to avoid: Muni's streetcar tracks.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The San Francisco police officer who investigated the incident said in his report that Heryer’s bike got caught in the tracks and he was “thrown to the ground.” A long, articulated 38-Geary bus traveling in the lane to his right ran over him.\u003c/p>\n\u003cp>Although there are lots of unanswered questions about the tragedy, Kett says she's certain her son’s death could have been prevented had the city done more to ensure the safety of growing numbers of bicyclists on Market Street.\u003c/p>\n\u003cp>“I don’t think he would have taken unnecessary risks because he was well aware of how inadequate the structure of the city’s streets are, in terms of taking care of the needs of bicyclists,” Kett says.\u003c/p>\n\u003cp>She wants the city to act immediately to make the busy lower stretch of Market Street safer for bicyclists -- a sentiment shared by cycling advocates.\u003c/p>\n\u003cp>\u003cstrong>Police Investigation\u003c/strong>\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\n\u003cp dir=\"ltr\" lang=\"en\">Market St. from Sutter to Battery is shut down as police investigate a fatal collision between a bus and a bicyclist \u003ca href=\"http://t.co/qR336eT6kz\">pic.twitter.com/qR336eT6kz\u003c/a>\u003c/p>\n\u003cp>— Sergio Quintana (@svqjournalist) \u003ca href=\"https://twitter.com/svqjournalist/status/653341447257587712\">October 11, 2015\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>What is most startling about the investigation to Heryer's family, friends and a lawyer representing the family is that police faulted him for causing the crash, citing a \u003ca href=\"https://www.dmv.ca.gov/portal/dmv/?1dmy&urile=wcm:path:/dmv_content_en/dmv/pubs/vctop/vc/d11/c1/a4/21208\" target=\"_blank\">section of the vehicle code\u003c/a> that says he should have been riding in a bike lane. However, there are no bike lanes on that stretch of Market Street.\u003c/p>\n\u003cp>There are three westbound lanes: two marked with sharrows, indicating bicycles and motor vehicles are to share the lane and, to the left, an unmarked transit lane with the streetcar tracks. Kett says a police inspector told Heryer’s wife it appeared he was trying to pass the bus because it had been moving slowly.\u003c/p>\n\u003cp>Muni buses pick up passengers on center boarding islands and curbside, so they use all lanes on Market Street. The SFMTA displays ads on the rear of buses advising cyclists to always pass a bus on the left.\u003c/p>\n\u003cp>Muni's streetcar tracks are another well-known hazard. Both the SFMTA and \u003ca href=\"http://sfbike.org/\" target=\"_blank\">San Francisco Bicycle Coalition\u003c/a> advise cyclists to pay special attention to the tracks and surrounding pavement and to cross at a 90-degree angle if possible. In a 2006 guide, the SFBC cautions, \"It is easy to lose control as your wheel slides into a parallel track groove, and you will fall quickly and hard.\"\u003c/p>\n\u003cp>After the collision, \u003ca href=\"http://ww2.kqed.org/news/2015/10/12/berkeley-cyclist-killed-in-market-street-collision-with-s-f-muni-bus\" target=\"_blank\">media reports\u003c/a> quoted police and transportation officials as saying Heryer “lost control and collided with the bus.” The police report says investigators came to their conclusions about the cause of the crash based on the account of one witness -- the bus driver -- and video evidence that has not been released.\u003c/p>\n\u003cp>The report includes several grim details, including the discovery of a handprint near the front of the Muni bus that may have been left by Heryer as he fell. One set of the vehicle's wheels on the driver's side came to rest on Heryer, who died of trauma to the head and body.\u003c/p>\n\u003cp>The report identifies the Muni driver as Douglas Bonilla, 46, of Tracy. It said he was “visibly upset” after the crash and was treated by a medic at the scene. However, the report does not disclose what the driver told police about the collision.\u003c/p>\n\u003cp>Bonilla started driving for Muni in March, according to SFMTA spokesman Paul Rose. He said drivers are required to complete nine weeks of training. The program includes a partnership with the San Francisco Bicycle Coalition that instructs drivers how to operate buses alongside cyclists.\u003c/p>\n\u003cp>The most telling evidence from that day could be video from the Muni bus and two other coaches that may have been in the vicinity when the collision happened. But so far the family’s lawyer has not been able to get the video from either the SFMTA or San Francisco police.\u003c/p>\n\u003cp>\u003cstrong>An Experienced Cyclist\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_10738854\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/P1000474.jpg\">\u003cimg class=\"size-medium wp-image-10738854\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/P1000474-800x1067.jpg\" alt=\"Family and friends say Mark Heryer was a skilled cyclist who would have never put himself in harm's way. \" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-400x533.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-1440x1920.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-1920x2560.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-1180x1573.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/P1000474-960x1280.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Family and friends say Mark Heryer was a skilled cyclist who would have never put himself in harm's way. \u003ccite>(Courtesy of Mark Dawson)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When Mark Heryer was 8 years old, and the family lived in Cambridge, Massachusetts, Brenda Kett had no hesitation about letting him ride his bicycle into the traffic chaos of Harvard Square.\u003c/p>\n\u003cp>“I can tell you that back in the '70s, that traffic was pure anarchy,” she remembers. “Most parents, particularly helicopter parents, wouldn’t go anywhere near that. He was capable of doing that as an 8-year-old. He was a competent bike rider.”\u003c/p>\n\u003cp>Heryer was born in San Francisco but didn’t live there until he was a teenager. Trained as a chef, he had a deep passion for food and was funny, opinionated and talkative, says Kett.\u003c/p>\n\u003cp>“He would have given you anything you wanted if you needed it,” says Kett. “He was a very generous, wonderful person.”\u003c/p>\n\u003cp>Paul Skilbeck, a friend of the family who used to rent a room from Kett, is a former cycling journalist who first met Heryer when he moved to San Francisco in 1997. When Heryer found out Skilbeck was a cyclist, he took him on a tour of the Marin Headlands.\u003c/p>\n\u003cp>“He was just a warm, interesting, enjoyable person, and everybody is really devastated that he’s gone, that’s he’s not going to be around anymore,” he said.\u003c/p>\n\u003cp>Skilbeck, who worked as a bike messenger in London, said Heryer had urban bicycling skills comparable to a messenger. \"That's the scary thing about it,\" he said. \"That somebody with his level of experience can fall victim.\"\u003c/p>\n\u003cfigure id=\"attachment_10742483\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut.jpg\">\u003cimg class=\"wp-image-10742483 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-1440x1061.jpg\" alt='Brenda Kett looks at photos of her late son. \"I had no idea how many people he influenced until we lost him,\" she said. ' width=\"640\" height=\"472\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-1440x1061.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-400x295.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-800x589.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-1180x869.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17224_IMG_9370.JPG-qut-960x707.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Brenda Kett looks at photos of her late son. 'I had no idea how many people he influenced until we lost him,' she said. \u003ccite>((Ericka Cruz Guevarra/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Police Mistakes in Earlier Investigation\u003c/strong>\u003c/p>\n\u003cp>San Francisco police have a troubling history investigating collisions that injure people who bike and walk, according to safe streets advocates. But after a series of blunders \u003ca href=\"http://ww2.kqed.org/news/2014/05/13/no-charges-for-driver-in-death-of-bicyclist-amelie-le-moullac\" target=\"_blank\">in the case of cyclist Amelie Le Moullac\u003c/a>, who was killed when she was hit by a truck at Sixth and Folsom streets in 2013, Police Chief Greg Suhr pledged to reform the department's investigations. He also made it policy to stop referring to collisions as “accidents.”\u003c/p>\n\u003cp>One of the attorneys who represented Le Moullac's family, Anthony Label, now represents the Heryer family. He helped win a $4 million \u003ca href=\"http://ww2.kqed.org/news/2015/01/15/verdict-in-wrongful-death-suit-against-driver-who-killed-bicyclist\" target=\"_blank\">judgment against the driver\u003c/a> who killed Le Moullac for negligence, along with the company he worked for.\u003c/p>\n\u003cp>The initial police report in the Le Moullac case concluded the cyclist was at fault, but police reversed that finding and blamed the driver after a bike advocate uncovered surveillance video of the crash.\u003c/p>\n\u003cp>The nine-page traffic collision report in Heryer’s case, Label says, doesn't contain much detail. The report says investigators canvassed the area for witnesses and video, and left a phone message for a potential witness but were \"unable to make contact.”\u003c/p>\n\u003cp>Label is particularly concerned about what he says appears to be a clear misinterpretation of the vehicle code that applies to marked bike lanes.\u003c/p>\n\u003cp>“If the Police Department is going to document and officially memorialize the cause of a cyclist’s death as being the fault of the cyclist for violating the law, at a minimum they should get it right,” he said.\u003c/p>\n\u003cp>Reached by phone, Inspector Lori Cadigan, who signed off on the report, would not comment, and referred calls to the department’s public affairs spokespeople. So far, they have not returned our phone calls and emails.\u003c/p>\n\u003cp>At a recent meeting of the Board of Supervisors' Bicycle Advisory Committee, Label suggested looking into having the California Highway Patrol investigate collisions where a Muni vehicle is involved.\u003c/p>\n\u003cp>\"That would essentially involve an independent agency that isn't a police department investigating a co-worker, essentially, a Muni driver, whose employer is also the city and county of San Francisco,\" he said.\u003c/p>\n\u003cp>\u003cstrong>A Safer Market Street \u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_10742484\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut.jpg\">\u003cimg class=\"wp-image-10742484 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-1440x960.jpg\" alt=\"Cyclist wobbles over streetcar rails at the corner of Market and Sutter streets in the Financial District. Bike advocates say city officials need to immediately make this stretch of Market safer for bicyclists.\" width=\"640\" height=\"427\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-1440x960.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/RS17120_102015_bus_cyclist_6-qut-960x640.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclist wobbles over streetcar rails at the corner of Market and Sutter streets in the Financial District. Bike advocates say city officials need to immediately make this stretch of Market safer for bicyclists. \u003ccite>((Alan Toth/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco city officials have been working to improve safety on Market Street, most recently \u003ca href=\"http://www.sfchronicle.com/bayarea/article/S-F-s-motley-Market-Street-tamed-so-far-by-6585427.php\" target=\"_blank\">restricting private autos\u003c/a> from turning onto the city's main thoroughfare, identified as a high-injury corridor under \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\">the Vision Zero program\u003c/a>. SFMTA officials are also planning to \u003ca href=\"http://ww2.kqed.org/news/2015/10/19/san-francisco-gets-ready-for-its-first-raised-bikeway\" target=\"_blank\">test a raised bike lane\u003c/a>, which is now being built on Market just west of Van Ness Avenue.\u003c/p>\n\u003cp>But a permanent safety fix is still years away. City agencies have been working on a long-term vision known as the Better Market Street plan, but construction is not expected to begin until sometime in 2018. A final design has not been determined.\u003c/p>\n\u003cp>Bike advocates have long been calling for a continuous protected bike lane from Octavia Boulevard to the Embarcadero, a distance of about 2.25 miles.\u003c/p>\n\u003cp>\"Continued inaction by city officials towards that goal on our city's most biked corridor looks increasingly irresponsible,\" said Chris Cassidy, the bike coalition's communications director.\u003c/p>\n\u003cp>Two other \u003ca href=\"http://bettermarketstreetsf.org/about-reports-docs.html#design-options\" target=\"_blank\">designs being considered \u003c/a>include a shared lane and building a bikeway on Mission Street, instead of Market, from South Van Ness Avenue to the Embarcadero.\u003c/p>\n\u003cp>Officials from the SFMTA and Department of Public Works, which is overseeing the long-term vision, say they are not planning any interim measures on Market in the wake of Heryer’s death.\u003c/p>\n\u003cp>But both Kett and the bike coalition say they plan to continue pressing for immediate action.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Maybe it takes a serious or fatal accident close to home to change people’s minds,” Kett said in a statement to the Bicycle Advisory Committee. “I know if I could wind back the clock, I would have been advocating for safe streets long go, and I urge other families not to wait until one of their loved ones becomes a victim.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco transportation officials adopted an alcohol and drug testing program for the city's 5,500 taxicab drivers Tuesday, but opted against complying with federal and state regulations that require drivers to be suspended if they test positive for marijuana.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency board of directors unanimously approved \u003ca href=\"https://www.sfmta.com/sites/default/files/agendaitems/2015/10-20-15%20Item%2012%20Taxi%20Driver%20Drug%20and%20Alcohol%20Testing%20Policy.pdf\">the new policy\u003c/a>, but amended it so that drivers who do test positive for marijuana would keep their taxi permits if they show a valid medical marijuana recommendation from a doctor.\u003c/p>\n\u003cp>Under the policy, taxi drivers must submit to drug and alcohol tests when they apply for taxi permits, renew the permits annually or get in a collision. They'll also be tested in cases where there's a \"reasonable suspicion\" that they're inebriated or intoxicated, said Kate Toran, the head of the SFMTA's taxi services division. A positive drug or alcohol test could lead to a suspension or a driver's permit could be revoked.\u003c/p>\n\u003cp>The city has been out of compliance with state regulations adopted in 1996 that require alcohol and drug testing of taxicab drivers. The new policy, which took six years to craft, would put the city \"mostly in compliance,\" said Toran.\u003c/p>\n\u003cp>Several taxi drivers testified that the policy, as originally proposed, was another example of how the cab industry is competing on an uneven playing field with ride services such as Uber and Lyft.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Drivers for transportation network companies, regulated by the California Public Utilities Commission, are not required to undergo the same kind of substance abuse testing and don't have to comply with more stringent local regulations. Limousine drivers, also regulated by the CPUC, are required to undergo drug testing similar to the SFMTA's new program.\u003c/p>\n\u003cp>In an interview, Hansu Kim, CEO of Flywheel Taxi, said the marijuana component would have put up another barrier of entry for taxi drivers and would have potentially caused more taxi drivers to defect to Uber or Lyft.\u003c/p>\n\u003cp>\"You have people driving for Uber and Lyft who don't have to go through that filter of accountability. That's what I worry about,\" said Kim, who added that he has never had a driver who's been arrested for marijuana impairment. \"We believe in drug testing, and we want to make sure our drivers are not taking hard drugs.\"\u003c/p>\n\u003cp>One taxi driver testified she uses medical marijuana for back pain and suspects many others use it to cope with similar ailments caused by driving for long periods of time.\u003c/p>\n\u003cp>Dale Gieringer, executive director of the California chapter of the National Organization for the Reform of Marijuana Laws, said the board should be skeptical about drug testing.\u003c/p>\n\u003cp>\"Drug testing does not check for actual impairment. It tests for past use of drugs,\" he testified. \"There's not one study that says drug urine testing improves driving or workplace safety. There are many studies that show people who test positive for marijuana are no more dangerous than regular drivers.\"\u003c/p>\n\u003cp>The vote to exempt medical marijuana users was 4-2, with directors Malcolm Heinicke and Joél Ramos casting no votes. While he agreed testing is \"imprecise,\" Heinicke added that exempting medical marijuana users sent the wrong message about the city's taxi industry.\u003c/p>\n\u003cp>\"If someone is using medical marijuana, whether that's legal or not, they shouldn't be driving a car, especially with other people in it, while under the influence of that marijuana,\" said Heinicke. \"I'm not sure that a recommendation or prescription solves the safety issue.\"\u003c/p>\n\u003cp>Board members agreed that they would like to see a change in state law so that Uber and Lyft drivers are also required to undergo similar testing. A \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB24\" target=\"_blank\">bill\u003c/a> by Assemblyman Adrin Nazarian, D-Los Angeles, which seeks tighter regulations on Uber and Lyft and would require random drug testing, is expected to be considered in the next legislative session after \u003ca href=\"http://www.latimes.com/business/technology/la-fi-tn-ab-24-bill-tnc-uber-lyft-20150305-story.html\" target=\"_blank\">failing last year.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The new drug and alcohol testing program adopted by the SFMTA will be operated by a contractor, Energetix Corp., and cost the agency an estimated $900,000 a year. It's scheduled to take effect in a month.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials adopted an alcohol and drug testing program for the city's 5,500 taxicab drivers Tuesday, but opted against complying with federal and state regulations that require drivers to be suspended if they test positive for marijuana.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency board of directors unanimously approved \u003ca href=\"https://www.sfmta.com/sites/default/files/agendaitems/2015/10-20-15%20Item%2012%20Taxi%20Driver%20Drug%20and%20Alcohol%20Testing%20Policy.pdf\">the new policy\u003c/a>, but amended it so that drivers who do test positive for marijuana would keep their taxi permits if they show a valid medical marijuana recommendation from a doctor.\u003c/p>\n\u003cp>Under the policy, taxi drivers must submit to drug and alcohol tests when they apply for taxi permits, renew the permits annually or get in a collision. They'll also be tested in cases where there's a \"reasonable suspicion\" that they're inebriated or intoxicated, said Kate Toran, the head of the SFMTA's taxi services division. A positive drug or alcohol test could lead to a suspension or a driver's permit could be revoked.\u003c/p>\n\u003cp>The city has been out of compliance with state regulations adopted in 1996 that require alcohol and drug testing of taxicab drivers. The new policy, which took six years to craft, would put the city \"mostly in compliance,\" said Toran.\u003c/p>\n\u003cp>Several taxi drivers testified that the policy, as originally proposed, was another example of how the cab industry is competing on an uneven playing field with ride services such as Uber and Lyft.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Drivers for transportation network companies, regulated by the California Public Utilities Commission, are not required to undergo the same kind of substance abuse testing and don't have to comply with more stringent local regulations. Limousine drivers, also regulated by the CPUC, are required to undergo drug testing similar to the SFMTA's new program.\u003c/p>\n\u003cp>In an interview, Hansu Kim, CEO of Flywheel Taxi, said the marijuana component would have put up another barrier of entry for taxi drivers and would have potentially caused more taxi drivers to defect to Uber or Lyft.\u003c/p>\n\u003cp>\"You have people driving for Uber and Lyft who don't have to go through that filter of accountability. That's what I worry about,\" said Kim, who added that he has never had a driver who's been arrested for marijuana impairment. \"We believe in drug testing, and we want to make sure our drivers are not taking hard drugs.\"\u003c/p>\n\u003cp>One taxi driver testified she uses medical marijuana for back pain and suspects many others use it to cope with similar ailments caused by driving for long periods of time.\u003c/p>\n\u003cp>Dale Gieringer, executive director of the California chapter of the National Organization for the Reform of Marijuana Laws, said the board should be skeptical about drug testing.\u003c/p>\n\u003cp>\"Drug testing does not check for actual impairment. It tests for past use of drugs,\" he testified. \"There's not one study that says drug urine testing improves driving or workplace safety. There are many studies that show people who test positive for marijuana are no more dangerous than regular drivers.\"\u003c/p>\n\u003cp>The vote to exempt medical marijuana users was 4-2, with directors Malcolm Heinicke and Joél Ramos casting no votes. While he agreed testing is \"imprecise,\" Heinicke added that exempting medical marijuana users sent the wrong message about the city's taxi industry.\u003c/p>\n\u003cp>\"If someone is using medical marijuana, whether that's legal or not, they shouldn't be driving a car, especially with other people in it, while under the influence of that marijuana,\" said Heinicke. \"I'm not sure that a recommendation or prescription solves the safety issue.\"\u003c/p>\n\u003cp>Board members agreed that they would like to see a change in state law so that Uber and Lyft drivers are also required to undergo similar testing. A \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB24\" target=\"_blank\">bill\u003c/a> by Assemblyman Adrin Nazarian, D-Los Angeles, which seeks tighter regulations on Uber and Lyft and would require random drug testing, is expected to be considered in the next legislative session after \u003ca href=\"http://www.latimes.com/business/technology/la-fi-tn-ab-24-bill-tnc-uber-lyft-20150305-story.html\" target=\"_blank\">failing last year.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The new drug and alcohol testing program adopted by the SFMTA will be operated by a contractor, Energetix Corp., and cost the agency an estimated $900,000 a year. It's scheduled to take effect in a month.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A type of bikeway popular in bicycling meccas like Copenhagen and Amsterdam is going to be tested on San Francisco's main thoroughfare starting next month. It's a design that \u003ca href=\"https://www.sfmta.com/news/press-releases/work-starts-bring-first-raised-bike-lane-san-francisco\">transportation officials say\u003c/a> will become more common over the next few years, as the city rolls out a number of long-awaited safe streets projects.\u003c/p>\n\u003cp>Monday, construction crews from the San Francisco Municipal Transportation Agency began working on the city's first \u003ca href=\"http://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/raised-cycle-tracks/\">raised bike lane\u003c/a>, along two blocks of eastbound Market Street between 12th and Gough streets, where a green protected bike lane currently exists. Construction is expected to take about four weeks\u003c/p>\n\u003cp>A raised bike lane, separated from auto traffic, has a number of benefits, according to Mike Sallaberry, a senior engineer with the SFMTA's Livable Streets division. First, it raises the visibility of bike riders, improving their safety and comfort level, and is a draw for people who may feel cycling is a little intimidating.\u003c/p>\n\u003cfigure id=\"attachment_10725717\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/sanmateo.png\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/sanmateo-400x219.png\" alt=\"San Mateo is another community planning raised bike paths. They released these renderings earlier this year. \" width=\"400\" height=\"219\" class=\"size-thumbnail wp-image-10725717\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/sanmateo-400x219.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/sanmateo-800x438.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/sanmateo-960x526.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/sanmateo.png 1024w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Mateo is another community planning raised bike paths. They released these renderings earlier this year. \u003ccite>(City of San Mateo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA officials say this kind of bikeway also helps prevent vehicles from entering, but will also have to accommodate paratransit vehicles and taxis, which are allowed to enter the bike lanes to drop off passengers with disabilities. Planners also need to figure out how to deal with delivery trucks, and might consider creating drop-off zones.\u003c/p>\n\u003cp>Sallaberry explained that raised bike lanes haven't been done extensively in the United States, but that city planners have primarily looked to cities like Vancouver, Copenhagen and Amsterdam for best practices.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"There's no reason to reinvent the wheel, but we do also have to modify it for our local context, our local needs,\" said Sallaberry.\u003c/p>\n\u003cp>The bike lane will be raised on different segments from 2 to 6 inches, said Sallaberry. Four types of designs will be demonstrated, and the SFMTA plans to collect feedback over the next six months. One design will have a mountable curb, while another will have a vertical curb.\u003c/p>\n\u003caside class=\"alignright pullquote\">Raised bike lanes are featured in a number of street redesigns expected to start construction next year, including Masonic Avenue, Second Street and Polk Street.\u003c/aside>\n\u003cp>\"The raised bike lane on Market Street that's being demonstrated is an exciting new design that's going to create protected space for people who want to ride bikes in San Francisco,\" said Noah Budnick, executive director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition.\u003c/a> \"It's going to help the agencies working on it figure out how to make raised bike lanes work on all sorts of different streets in San Francisco.\"\u003c/p>\n\u003cp>Sallaberry said raised bike lanes are featured in a number of street redesigns expected to start construction next year, including Masonic Avenue, Second Street and Polk Street. A raised bike lane from Octavia Boulevard to the Embarcadero is also featured in one design proposed as part of \u003ca href=\"http://www.bettermarketstreetsf.org/\">the long-term vision\u003c/a> for Market Street.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>SFMTA officials say the area where the raised bike lane is being constructed currently sees about 3,000 riders every weekday.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A type of bikeway popular in bicycling meccas like Copenhagen and Amsterdam is going to be tested on San Francisco's main thoroughfare starting next month. It's a design that \u003ca href=\"https://www.sfmta.com/news/press-releases/work-starts-bring-first-raised-bike-lane-san-francisco\">transportation officials say\u003c/a> will become more common over the next few years, as the city rolls out a number of long-awaited safe streets projects.\u003c/p>\n\u003cp>Monday, construction crews from the San Francisco Municipal Transportation Agency began working on the city's first \u003ca href=\"http://nacto.org/publication/urban-bikeway-design-guide/cycle-tracks/raised-cycle-tracks/\">raised bike lane\u003c/a>, along two blocks of eastbound Market Street between 12th and Gough streets, where a green protected bike lane currently exists. Construction is expected to take about four weeks\u003c/p>\n\u003cp>A raised bike lane, separated from auto traffic, has a number of benefits, according to Mike Sallaberry, a senior engineer with the SFMTA's Livable Streets division. First, it raises the visibility of bike riders, improving their safety and comfort level, and is a draw for people who may feel cycling is a little intimidating.\u003c/p>\n\u003cfigure id=\"attachment_10725717\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/sanmateo.png\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/sanmateo-400x219.png\" alt=\"San Mateo is another community planning raised bike paths. They released these renderings earlier this year. \" width=\"400\" height=\"219\" class=\"size-thumbnail wp-image-10725717\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/sanmateo-400x219.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/sanmateo-800x438.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/sanmateo-960x526.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/sanmateo.png 1024w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Mateo is another community planning raised bike paths. They released these renderings earlier this year. \u003ccite>(City of San Mateo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA officials say this kind of bikeway also helps prevent vehicles from entering, but will also have to accommodate paratransit vehicles and taxis, which are allowed to enter the bike lanes to drop off passengers with disabilities. Planners also need to figure out how to deal with delivery trucks, and might consider creating drop-off zones.\u003c/p>\n\u003cp>Sallaberry explained that raised bike lanes haven't been done extensively in the United States, but that city planners have primarily looked to cities like Vancouver, Copenhagen and Amsterdam for best practices.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"There's no reason to reinvent the wheel, but we do also have to modify it for our local context, our local needs,\" said Sallaberry.\u003c/p>\n\u003cp>The bike lane will be raised on different segments from 2 to 6 inches, said Sallaberry. Four types of designs will be demonstrated, and the SFMTA plans to collect feedback over the next six months. One design will have a mountable curb, while another will have a vertical curb.\u003c/p>\n\u003caside class=\"alignright pullquote\">Raised bike lanes are featured in a number of street redesigns expected to start construction next year, including Masonic Avenue, Second Street and Polk Street.\u003c/aside>\n\u003cp>\"The raised bike lane on Market Street that's being demonstrated is an exciting new design that's going to create protected space for people who want to ride bikes in San Francisco,\" said Noah Budnick, executive director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition.\u003c/a> \"It's going to help the agencies working on it figure out how to make raised bike lanes work on all sorts of different streets in San Francisco.\"\u003c/p>\n\u003cp>Sallaberry said raised bike lanes are featured in a number of street redesigns expected to start construction next year, including Masonic Avenue, Second Street and Polk Street. A raised bike lane from Octavia Boulevard to the Embarcadero is also featured in one design proposed as part of \u003ca href=\"http://www.bettermarketstreetsf.org/\">the long-term vision\u003c/a> for Market Street.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>SFMTA officials say the area where the raised bike lane is being constructed currently sees about 3,000 riders every weekday.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated, 2:35 p.m.\u003c/em>\u003c/p>\n\u003cp>A Southwest Airlines jetliner on its way to San Francisco returned to Los Angeles International Airport shortly after takeoff on Sunday because of a fight between two passengers, reportedly because of a reclined seat.\u003c/p>\n\u003cp>FBI agents met the plane at the gate late Sunday and one person was removed from the Boeing 737, Southwest spokeswoman Melissa Ford told The Associated Press.\u003c/p>\n\u003cp>The pilot of Flight 2010 -- which was already nearly 2½ hours late in departing -- decided to return to LAX because of a \"rapidly escalating\" situation, Ford said Monday. The incident involved a \"physical altercation by one person against another,\" Ford said Monday. She did not elaborate but said the two passengers involved were not traveling together.\u003c/p>\n\u003cp>Here's how NBC Bay Area \u003ca href=\"http://www.nbcbayarea.com/news/local/Southwest-Passenger-Allegedly-Chokes-Woman-For-Reclining-Seat-Witness-334095251.html\" target=\"_blank\">describes the altercation\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>[A] passenger, identified as Melanie, posted a photo on Instagram and described in German what she saw. ...\u003c/p>\n\u003cp>Melanie wrote that she saw a man \"strangling a woman because she tilts her seat back\" and nine \"cop cars\" met the plane when it landed.\u003c/p>\n\u003cp>In a separate interview, she also told NBC News that she saw a woman push her seat back to recline and then the man who was sitting behind her “started choking her. She shouted for help and the crew came to see what happened. The man stayed very calm during the whole situation.”\u003c/p>\u003c/blockquote>\n\u003cp>The passenger who was removed from the flight was detained for questioning. No arrest was immediately made but the investigation was still underway, FBI spokeswoman Laura Eimiller said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"The allegations involved the reported assault of a fellow passenger,\" she said.\u003c/p>\n\u003cp>The flight left LAX around 9:50 p.m. and returned to the airport about an hour later, Ford said. The captain declared an emergency to receive priority for landing, she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The remaining 136 passengers switched planes and departed again for SFO. They arrived around 1:50 a.m. Monday.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated, 2:35 p.m.\u003c/em>\u003c/p>\n\u003cp>A Southwest Airlines jetliner on its way to San Francisco returned to Los Angeles International Airport shortly after takeoff on Sunday because of a fight between two passengers, reportedly because of a reclined seat.\u003c/p>\n\u003cp>FBI agents met the plane at the gate late Sunday and one person was removed from the Boeing 737, Southwest spokeswoman Melissa Ford told The Associated Press.\u003c/p>\n\u003cp>The pilot of Flight 2010 -- which was already nearly 2½ hours late in departing -- decided to return to LAX because of a \"rapidly escalating\" situation, Ford said Monday. The incident involved a \"physical altercation by one person against another,\" Ford said Monday. She did not elaborate but said the two passengers involved were not traveling together.\u003c/p>\n\u003cp>Here's how NBC Bay Area \u003ca href=\"http://www.nbcbayarea.com/news/local/Southwest-Passenger-Allegedly-Chokes-Woman-For-Reclining-Seat-Witness-334095251.html\" target=\"_blank\">describes the altercation\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>[A] passenger, identified as Melanie, posted a photo on Instagram and described in German what she saw. ...\u003c/p>\n\u003cp>Melanie wrote that she saw a man \"strangling a woman because she tilts her seat back\" and nine \"cop cars\" met the plane when it landed.\u003c/p>\n\u003cp>In a separate interview, she also told NBC News that she saw a woman push her seat back to recline and then the man who was sitting behind her “started choking her. She shouted for help and the crew came to see what happened. The man stayed very calm during the whole situation.”\u003c/p>\u003c/blockquote>\n\u003cp>The passenger who was removed from the flight was detained for questioning. No arrest was immediately made but the investigation was still underway, FBI spokeswoman Laura Eimiller said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Crews manning a small armada of bulldozers and dump trucks have cleared most of the Southern California roads and highways blocked last week by mudslides unleashed by a freakish deluge. \u003c/p>\n\u003cp>Interstate 5, the state's principal north-south highway, was reopened first, on Friday afternoon, after workers freed hundreds of stranded vehicles on the Grapevine, in the Tehachapi Mountains between Los Angeles and Bakersfield. \u003c/p>\n\u003cp>Over the weekend, crews cleaned up blocked roads near the communities of Lake Hughes and Lake Elizabeth, in the hills northwest of the Antelope Valley city of Palmdale. \u003c/p>\n\u003cp>[gallery type=\"rectangular\" size=\"medium\" ids=\"10723925,10723929,10723928,10723924,10723923,10723926\"]\u003c/p>\n\u003cp>A more serious blockage occurred on Highway 58, the main route between Bakersfield and the Mojave Desert crossroads of Barstow. More than 100 cars and scores of semis were trapped by mudslides cascading onto the roadway. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crews managed to extricate all but a few cars and trucks by Sunday afternoon. But the highway \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-highway-58-closure-abandoned-cars-mud-20151019-story.html\">remains closed\u003c/a> from the town of Tehachapi east to Mojave because several stretches of pavement remain buried under several feet of mud. \u003c/p>\n\u003cp>Caltrans says it could reopen the highway later this week. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>https://twitter.com/Caltrans9/status/655791916508774400\u003c/p>\n\n",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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"info": "The TED Radio Hour is a journey through fascinating ideas, astonishing inventions, fresh approaches to old problems, and new ways to think and create.",
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