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"content": "\u003cp>Long commutes, traffic woes and calls for more mass transit solutions. As the Bay Area gets bigger, the transportation problems \u003ca href=\"https://www.kqed.org/news/11735138/silicon-valley-leadership-group-polls-housing-traffic-taxes\" target=\"_blank\" rel=\"noopener\">seem to be getting worse\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/author/danbrekke\" target=\"_blank\" rel=\"noopener\">Dan Brekke\u003c/a>, KQED’s resident and self-proclaimed transportation nerd, participated in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas/?sort=new\" target=\"_blank\" rel=\"noopener\">Reddit AMA\u003c/a> Thursday to answer all of your burning transportation questions, from what the worst commutes are, to the future of public transit in the Bay Area.\u003c/p>\n\u003cp>Below are some highlights from the AMA, which have been edited and condensed for length and clarity.\u003c/p>\n\u003ch2>What is the worst commute you know about?\u003c/h2>\n\u003cp>Aren’t they all pretty bad? I mean, just about every bridge approach is stacked up well before dawn, and they often stay that way most of the day.\u003c/p>\n\u003cp>That said, my idea of the number one grimmest commute is the westbound trip from San Joaquin County (Stockton, Tracy, Patterson, etc.) across the Altamont Pass on I-580. It’s a long, long journey — a genuine supercommute in Census Bureau lingo — and if you listen to the morning traffic reports, it seems to slow to a crawl by 5 or 5:30 a.m. every day. The trip back east in the evening is epic, too, and many drivers figure they’re going to outsmart the crowd and take to some of the back roads — Tesla/Corral Hollow and Patterson Pass — to get back to the San Joaquin Valley. Problem is those roads are narrow and full of twists and turns, but people are driving them pretty hard anyway.\u003c/p>\n\u003cp>If you want a more objective answer to the question, the Metropolitan Transportation Commission ranks the \u003ca href=\"https://mtc.ca.gov/sites/default/files/top_10_congestion_locations-2017.pdf\" target=\"_blank\" rel=\"noopener\">top 10\u003c/a> and top 50 most congested locations in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_11765036\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765036\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg\" alt='\"Is it ever going to get better?\" Dan Brekke tackled questions about Bay Area traffic during his Reddit AMA. ' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“Is it ever going to get better?” Dan Brekke tackled your burning questions about Bay Area traffic during his Reddit AMA. \u003ccite>(Deborah Svoboda)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>What are the biggest blockers to getting out of this traffic situation?\u003c/h2>\n\u003cp>The first thing that comes to mind is the fact we have so many different transit agencies — more than two dozen — and so many different government entities to coordinate. It has never really gone well, and the agency that manages federal and state funding for our regional projects — the Metropolitan Transportation Commission — must balance the scores (or hundreds) of local interests that compete for transportation cash.\u003c/p>\n\u003cp>Funding is always an issue, too, although Bay Area voters have proved pretty willing to get on board with sales taxes, parcel taxes, higher bridge tolls and other levies to help solve the many challenges we’re facing.\u003c/p>\n\u003cp>Then there’s the time it takes to get stuff built and online: There’s a consensus that the multiple levels of environmental and other regulatory approvals that are typically needed to build a project take a lot of time and extend the time it takes to build projects and adds to their expense.\u003c/p>\n\u003cp>That’s not always the case, though — the current Caltrain electrification project is an example of a project that secured funding and began work relatively quickly.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>Is it ever going to get better?\u003c/h2>\n\u003cp>It will. But don’t ask me when, exactly.\u003c/p>\n\u003cp>I’m sure we’ve all had the experience of being stuck in freeway traffic for no perceptible reason. But the reason is riding right there in the car with us — especially if you’re a solo driver. This is an incredibly attractive place to live still, even with all the seemingly intractable problems (housing costs, housing availability, homelessness, environmental decline) we face, and the reason we’re stuck in traffic is there are simply too many people just like us who want to be here.\u003c/p>\n\u003cp>Not to sermonize too much, things will get better when we all look at what we can do to improve the situation and act on it.\u003c/p>\n\u003cfigure id=\"attachment_11765042\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765042\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS6029_bartnostrike20130804-800x536.jpg\" alt=\"KQED's resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them including questions about the future of BART and potential expansions.\" width=\"800\" height=\"536\">\u003cfigcaption class=\"wp-caption-text\">KQED’s resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them were questions about the future of BART and potential expansions. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>How optimistic does it look to get more BART coverage in our lifetime? Like more places in the East Bay or San Francisco, or through the Peninsula to San Jose?\u003c/h2>\n\u003cp>That all depends on your life expectancy.\u003c/p>\n\u003cp>I doubt we’ll see BART going all the way down the Peninsula in the next decade or so. \u003c/p>\n\u003cp>One of the main reasons you’re unlikely to see BART extended down the Peninsula to San Jose is that for the time being at least, the agency seems to be more interested in investing in its core system rather than taking on new extensions. The most recent evidence of that change in thinking is the board’s decision to scrap a plan to build an expensive new extension to Livermore. Also, there’s an issue of redundancy — Caltrain is already in the corridor and in the process of beefing up its service.\u003c/p>\n\u003cp>Over the longer term, maybe the story will be different in the East Bay. As part of the planning for a second transbay crossing — likely a second rail tube — some planners have been sketching out new BART lines that would parallel and supplement the existing service.\u003c/p>\n\u003cp>Of course, you’re not going to wake up tomorrow morning, or probably any morning for years to come, before plans like that become reality.\u003c/p>\n\u003ch2>What is the very best cheese?\u003c/h2>\n\u003cp>Point Reyes Blue. Spread onto Acme’s cranberry walnut bread.\u003c/p>\n\u003cp>\u003cem>Dan Brekke answered many, many more of your transit questions, and you can \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas\" target=\"_blank\" rel=\"noopener\">read all the answers here\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "From BART expansions to questions about bundled passes and ferry service, Bay Area commuters submitted their top questions to Dan Brekke during our Reddit AMA. ",
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"title": "'Is It Ever Going to Get Better?' Answers to Your Bay Area Transportation Questions | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Long commutes, traffic woes and calls for more mass transit solutions. As the Bay Area gets bigger, the transportation problems \u003ca href=\"https://www.kqed.org/news/11735138/silicon-valley-leadership-group-polls-housing-traffic-taxes\" target=\"_blank\" rel=\"noopener\">seem to be getting worse\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/author/danbrekke\" target=\"_blank\" rel=\"noopener\">Dan Brekke\u003c/a>, KQED’s resident and self-proclaimed transportation nerd, participated in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas/?sort=new\" target=\"_blank\" rel=\"noopener\">Reddit AMA\u003c/a> Thursday to answer all of your burning transportation questions, from what the worst commutes are, to the future of public transit in the Bay Area.\u003c/p>\n\u003cp>Below are some highlights from the AMA, which have been edited and condensed for length and clarity.\u003c/p>\n\u003ch2>What is the worst commute you know about?\u003c/h2>\n\u003cp>Aren’t they all pretty bad? I mean, just about every bridge approach is stacked up well before dawn, and they often stay that way most of the day.\u003c/p>\n\u003cp>That said, my idea of the number one grimmest commute is the westbound trip from San Joaquin County (Stockton, Tracy, Patterson, etc.) across the Altamont Pass on I-580. It’s a long, long journey — a genuine supercommute in Census Bureau lingo — and if you listen to the morning traffic reports, it seems to slow to a crawl by 5 or 5:30 a.m. every day. The trip back east in the evening is epic, too, and many drivers figure they’re going to outsmart the crowd and take to some of the back roads — Tesla/Corral Hollow and Patterson Pass — to get back to the San Joaquin Valley. Problem is those roads are narrow and full of twists and turns, but people are driving them pretty hard anyway.\u003c/p>\n\u003cp>If you want a more objective answer to the question, the Metropolitan Transportation Commission ranks the \u003ca href=\"https://mtc.ca.gov/sites/default/files/top_10_congestion_locations-2017.pdf\" target=\"_blank\" rel=\"noopener\">top 10\u003c/a> and top 50 most congested locations in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_11765036\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765036\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg\" alt='\"Is it ever going to get better?\" Dan Brekke tackled questions about Bay Area traffic during his Reddit AMA. ' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“Is it ever going to get better?” Dan Brekke tackled your burning questions about Bay Area traffic during his Reddit AMA. \u003ccite>(Deborah Svoboda)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>What are the biggest blockers to getting out of this traffic situation?\u003c/h2>\n\u003cp>The first thing that comes to mind is the fact we have so many different transit agencies — more than two dozen — and so many different government entities to coordinate. It has never really gone well, and the agency that manages federal and state funding for our regional projects — the Metropolitan Transportation Commission — must balance the scores (or hundreds) of local interests that compete for transportation cash.\u003c/p>\n\u003cp>Funding is always an issue, too, although Bay Area voters have proved pretty willing to get on board with sales taxes, parcel taxes, higher bridge tolls and other levies to help solve the many challenges we’re facing.\u003c/p>\n\u003cp>Then there’s the time it takes to get stuff built and online: There’s a consensus that the multiple levels of environmental and other regulatory approvals that are typically needed to build a project take a lot of time and extend the time it takes to build projects and adds to their expense.\u003c/p>\n\u003cp>That’s not always the case, though — the current Caltrain electrification project is an example of a project that secured funding and began work relatively quickly.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>Is it ever going to get better?\u003c/h2>\n\u003cp>It will. But don’t ask me when, exactly.\u003c/p>\n\u003cp>I’m sure we’ve all had the experience of being stuck in freeway traffic for no perceptible reason. But the reason is riding right there in the car with us — especially if you’re a solo driver. This is an incredibly attractive place to live still, even with all the seemingly intractable problems (housing costs, housing availability, homelessness, environmental decline) we face, and the reason we’re stuck in traffic is there are simply too many people just like us who want to be here.\u003c/p>\n\u003cp>Not to sermonize too much, things will get better when we all look at what we can do to improve the situation and act on it.\u003c/p>\n\u003cfigure id=\"attachment_11765042\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765042\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS6029_bartnostrike20130804-800x536.jpg\" alt=\"KQED's resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them including questions about the future of BART and potential expansions.\" width=\"800\" height=\"536\">\u003cfigcaption class=\"wp-caption-text\">KQED’s resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them were questions about the future of BART and potential expansions. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>How optimistic does it look to get more BART coverage in our lifetime? Like more places in the East Bay or San Francisco, or through the Peninsula to San Jose?\u003c/h2>\n\u003cp>That all depends on your life expectancy.\u003c/p>\n\u003cp>I doubt we’ll see BART going all the way down the Peninsula in the next decade or so. \u003c/p>\n\u003cp>One of the main reasons you’re unlikely to see BART extended down the Peninsula to San Jose is that for the time being at least, the agency seems to be more interested in investing in its core system rather than taking on new extensions. The most recent evidence of that change in thinking is the board’s decision to scrap a plan to build an expensive new extension to Livermore. Also, there’s an issue of redundancy — Caltrain is already in the corridor and in the process of beefing up its service.\u003c/p>\n\u003cp>Over the longer term, maybe the story will be different in the East Bay. As part of the planning for a second transbay crossing — likely a second rail tube — some planners have been sketching out new BART lines that would parallel and supplement the existing service.\u003c/p>\n\u003cp>Of course, you’re not going to wake up tomorrow morning, or probably any morning for years to come, before plans like that become reality.\u003c/p>\n\u003ch2>What is the very best cheese?\u003c/h2>\n\u003cp>Point Reyes Blue. Spread onto Acme’s cranberry walnut bread.\u003c/p>\n\u003cp>\u003cem>Dan Brekke answered many, many more of your transit questions, and you can \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas\" target=\"_blank\" rel=\"noopener\">read all the answers here\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "S.F.'s Ambitious Plan to Turn Two Deadly SoMa Streets Into People-Friendly Boulevards",
"title": "S.F.'s Ambitious Plan to Turn Two Deadly SoMa Streets Into People-Friendly Boulevards",
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"content": "\u003cp>\u003cem>Updated Wednesday, July 3 \u003c/em>\u003c/p>\n\u003cp>When the San Francisco Municipal Transportation Agency board voted unanimously last month to approve \u003ca href=\"https://assets.documentcloud.org/documents/6157074/6-18-19-Item-11-Traffic-Modifications-and-Tc.pdf\" target=\"_blank\" rel=\"noopener\">a $35 million plan\u003c/a> to redesign two dangerous South of Market thoroughfares, it was taking a step toward embracing what planners and advocates of pedestrian and cyclists say is the future of the city's fastest-growing neighborhood. \u003c/p>\n\u003cp>The project promises a makeover for major sections of Howard and Folsom streets. The changes feature expansive new bike lanes, improved pedestrian crossings, and sophisticated traffic signaling designed to eliminate conflicts between bicycles and motor vehicles on the two boulevards between Second Street and 11th Street.\u003c/p>\n\u003cp>The project will also create a transit-only lane on Folsom that promises to make Muni bus service more reliable and new \"public realm\" sidewalk areas -- spaces akin to miniparks -- to be designed by community groups along the Howard and Folsom corridors.\u003c/p>\n\u003cp>The main driver for the changes is improving safety: The SFMTA notes that 391 traffic collisions have occurred over the last five years on the two corridors, which span roughly a mile and a half of each street. Of those crashes, 166, or about 40 percent, have involved pedestrians and cyclists.\u003c/p>\n\u003cp>Inside those statistics: Three cyclists and three pedestrians have been killed in the corridor since January 2013. Those incidents, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Female-cyclist-killed-after-being-hit-by-truck-in-13673483.php?psid=1GAfn\" target=\"_blank\" rel=\"noopener\">most recent of which\u003c/a> occurred in March, have spurred demands for heightened safety measures and prompted the city to try a series of mostly short-term fixes to make the two streets safer.\u003c/p>\n\u003cp>Those immediate measures included \u003ca href=\"https://sfist.com/2019/03/12/after-cyclists-death-city-to-remove-parking-from-two-blocks-of-howard-to-improve-safety/\" target=\"_blank\" rel=\"noopener\">the rapid expansion\u003c/a> of a parking-protected bikeway along Howard Street after 30-year-old cyclist Tess Rothstein was killed March 8 while riding in an unprotected cycling lane between Fifth and Sixth streets.\u003c/p>\n\u003cfigure id=\"attachment_11755438\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-a.jpg\">\u003cimg class=\"size-medium wp-image-11755438\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-a-800x513.jpg\" alt=\"\" width=\"800\" height=\"513\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-800x513.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-1020x654.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-1200x769.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An unprotected bike lane on Folsom Street, between Third and Fourth streets. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Folsom-Howard project, which has been under development for three years, is also driven in part by a recognition that the neighborhoods through which the two streets pass have changed dramatically from the light industrial and warehouse uses that characterized them in the mid-20th century.\u003c/p>\n\u003cp>Both streets are three-lane thoroughfares -- Howard one-way westbound, Folsom one-way eastbound -- that carry a sometimes chaotic mix of commute traffic, trucks making local deliveries and an increasing number of bicycle riders.\u003c/p>\n\u003cp>\"There was just a different feel in this area of the city 50 or 60 years ago,\" said SFMTA engineer Paul Stanis, the Folsom-Howard project manager. Over the past couple of decades, the area has been marked by explosive growth in housing and employment.\u003c/p>\n\u003cp>\"What we're doing is addressing that,\" Stanis said in an interview before the SFMTA board vote on June 18. \"While these streets were designed for vehicles for many decades, we're now designing them for people.\"\u003c/p>\n\u003cp>Reconfiguring the streets will involve reducing the number of traffic lanes from three lanes to two in most areas. About 120 curbside parking spaces would be eliminated -- a typical point of contention for businesses that seek to ensure nearby parking for customers and need to load or unload merchandise and supplies from the street.\u003c/p>\n\u003cp>The SFMTA says it will accommodate businesses by increasing the number of loading zones along the corridor by 20 percent, a feat accomplished by removing some short-term parking and passenger loading zones along the two streets.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bradley Dunn, an SFMTA public information officer who did community outreach on the project, said providing more loading zones will solve a chronic problem in the corridor: trucks double-parking or parking in bike lanes.\u003c/p>\n\u003cp>\"We did an initial survey and found that 80 percent of the businesses reported that they either loaded or unloaded in the bike lane or the travel lane,\" Dunn said. \"So fixing that is a boon for local merchants that are already facing a lot of challenges.\"\u003c/p>\n\u003cp>The biggest change on the two streets would involve the dramatically improved bicycle infrastructure. The current bike lanes -- some of which are protected by a parking lane that's been shifted to the left from the curbs, some of which are simply painted lines adjacent to traffic lanes -- would be replaced by two-way parking-protected bikeways.\u003c/p>\n\u003cp>Intersections along Howard and Folsom will feature new traffic signals -- separate lights to govern the movement of cyclists proceeding straight through an intersection and drivers making turns at the same corner. The signals would eliminate the \"mixing zone\" at intersections, the stretch of pavement where bikes and turning motor vehicles merge across each other.\u003c/p>\n\u003cfigure id=\"attachment_11755439\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-2.jpg\">\u003cimg class=\"size-medium wp-image-11755439\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-2-800x565.jpg\" alt=\"\" width=\"800\" height=\"565\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-800x565.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-1020x720.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-1200x847.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A \"mixing zone\" -- a point where turning vehicles moves across a bike lane -- at Howard and Seventh streets in San Francisco. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project also includes fresh safety features for pedestrians, including \"bulb-outs\" that reduce the crossing distance at intersections and new, signal-protected midblock crossings.\u003c/p>\n\u003cp>The agency's planning process involved advocacy groups like the San Francisco Bicycle Coalition and Walk SF, as well as SoMa community organizations like the sponsor of the Folsom Street Fair, United Playaz and the South of Market Community Action Network.\u003c/p>\n\u003cp>Brian Wiedenmeier, the bike coalition's executive director, praised the Howard and Folsom plan as a potential model for reimagining streets throughout the city.\u003c/p>\n\u003cp>\"This really is the highest quality of infrastructure when it comes to bikes, pedestrians and transit that the city has put forward to date,\" Wiedenmeier said.\u003c/p>\n\u003cp>He noted that the Folsom and Howard project has combined a series of near-term fixes -- like the parking-protected bike lanes installed recently on Howard Street -- with a broader vision.\u003c/p>\n\u003cp>\"We are iterating and learning from these pilot projects as we go, getting improvements in the ground quickly and then learning from those to inform the larger, long-term design,\" Wiedenmeier said.\u003c/p>\n\u003cp>The project was almost unanimously applauded during public comment at the SFMTA board meeting.\u003c/p>\n\u003cp>But John Elberling, who runs South of Market nonprofit housing developer TODCO, asked the SFMTA board to remove one block from the project -- Howard Street between Fourth and Fifth -- so it could be redesigned.\u003c/p>\n\u003cp>He said the planned two-way bikeway on the block would endanger the 250 residents of TODCO's Woolf House senior housing facility, at Fourth and Howard. \u003c/p>\n\u003cp>\"You cannot safely assume that they are going to see bicycles coming from both directions,\" Elberling said. \"... In fact, what you can assume is that a significant portion of the time, they won't see them coming.\" \u003c/p>\n\u003cp>The board approved an amendment from Vice Chair Gwyneth Borden directing SFMTA staff to confer with TODCO and adopt design changes that address the Woolf House safety concerns.\u003c/p>\n\u003cp>SFMTA board approval of the transformation proposal kicks off a two-year planning process for the city's Public Works department. Construction could begin in 2021 and take about two years to complete.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Proposal for Folsom and Howard streets would expand bike lanes, add sophisticated new traffic controls and include measures to make the thoroughfares safer for cyclists and pedestrians.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Wednesday, July 3 \u003c/em>\u003c/p>\n\u003cp>When the San Francisco Municipal Transportation Agency board voted unanimously last month to approve \u003ca href=\"https://assets.documentcloud.org/documents/6157074/6-18-19-Item-11-Traffic-Modifications-and-Tc.pdf\" target=\"_blank\" rel=\"noopener\">a $35 million plan\u003c/a> to redesign two dangerous South of Market thoroughfares, it was taking a step toward embracing what planners and advocates of pedestrian and cyclists say is the future of the city's fastest-growing neighborhood. \u003c/p>\n\u003cp>The project promises a makeover for major sections of Howard and Folsom streets. The changes feature expansive new bike lanes, improved pedestrian crossings, and sophisticated traffic signaling designed to eliminate conflicts between bicycles and motor vehicles on the two boulevards between Second Street and 11th Street.\u003c/p>\n\u003cp>The project will also create a transit-only lane on Folsom that promises to make Muni bus service more reliable and new \"public realm\" sidewalk areas -- spaces akin to miniparks -- to be designed by community groups along the Howard and Folsom corridors.\u003c/p>\n\u003cp>The main driver for the changes is improving safety: The SFMTA notes that 391 traffic collisions have occurred over the last five years on the two corridors, which span roughly a mile and a half of each street. Of those crashes, 166, or about 40 percent, have involved pedestrians and cyclists.\u003c/p>\n\u003cp>Inside those statistics: Three cyclists and three pedestrians have been killed in the corridor since January 2013. Those incidents, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Female-cyclist-killed-after-being-hit-by-truck-in-13673483.php?psid=1GAfn\" target=\"_blank\" rel=\"noopener\">most recent of which\u003c/a> occurred in March, have spurred demands for heightened safety measures and prompted the city to try a series of mostly short-term fixes to make the two streets safer.\u003c/p>\n\u003cp>Those immediate measures included \u003ca href=\"https://sfist.com/2019/03/12/after-cyclists-death-city-to-remove-parking-from-two-blocks-of-howard-to-improve-safety/\" target=\"_blank\" rel=\"noopener\">the rapid expansion\u003c/a> of a parking-protected bikeway along Howard Street after 30-year-old cyclist Tess Rothstein was killed March 8 while riding in an unprotected cycling lane between Fifth and Sixth streets.\u003c/p>\n\u003cfigure id=\"attachment_11755438\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-a.jpg\">\u003cimg class=\"size-medium wp-image-11755438\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-a-800x513.jpg\" alt=\"\" width=\"800\" height=\"513\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-800x513.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-1020x654.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-1200x769.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An unprotected bike lane on Folsom Street, between Third and Fourth streets. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Folsom-Howard project, which has been under development for three years, is also driven in part by a recognition that the neighborhoods through which the two streets pass have changed dramatically from the light industrial and warehouse uses that characterized them in the mid-20th century.\u003c/p>\n\u003cp>Both streets are three-lane thoroughfares -- Howard one-way westbound, Folsom one-way eastbound -- that carry a sometimes chaotic mix of commute traffic, trucks making local deliveries and an increasing number of bicycle riders.\u003c/p>\n\u003cp>\"There was just a different feel in this area of the city 50 or 60 years ago,\" said SFMTA engineer Paul Stanis, the Folsom-Howard project manager. Over the past couple of decades, the area has been marked by explosive growth in housing and employment.\u003c/p>\n\u003cp>\"What we're doing is addressing that,\" Stanis said in an interview before the SFMTA board vote on June 18. \"While these streets were designed for vehicles for many decades, we're now designing them for people.\"\u003c/p>\n\u003cp>Reconfiguring the streets will involve reducing the number of traffic lanes from three lanes to two in most areas. About 120 curbside parking spaces would be eliminated -- a typical point of contention for businesses that seek to ensure nearby parking for customers and need to load or unload merchandise and supplies from the street.\u003c/p>\n\u003cp>The SFMTA says it will accommodate businesses by increasing the number of loading zones along the corridor by 20 percent, a feat accomplished by removing some short-term parking and passenger loading zones along the two streets.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bradley Dunn, an SFMTA public information officer who did community outreach on the project, said providing more loading zones will solve a chronic problem in the corridor: trucks double-parking or parking in bike lanes.\u003c/p>\n\u003cp>\"We did an initial survey and found that 80 percent of the businesses reported that they either loaded or unloaded in the bike lane or the travel lane,\" Dunn said. \"So fixing that is a boon for local merchants that are already facing a lot of challenges.\"\u003c/p>\n\u003cp>The biggest change on the two streets would involve the dramatically improved bicycle infrastructure. The current bike lanes -- some of which are protected by a parking lane that's been shifted to the left from the curbs, some of which are simply painted lines adjacent to traffic lanes -- would be replaced by two-way parking-protected bikeways.\u003c/p>\n\u003cp>Intersections along Howard and Folsom will feature new traffic signals -- separate lights to govern the movement of cyclists proceeding straight through an intersection and drivers making turns at the same corner. The signals would eliminate the \"mixing zone\" at intersections, the stretch of pavement where bikes and turning motor vehicles merge across each other.\u003c/p>\n\u003cfigure id=\"attachment_11755439\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-2.jpg\">\u003cimg class=\"size-medium wp-image-11755439\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-2-800x565.jpg\" alt=\"\" width=\"800\" height=\"565\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-800x565.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-1020x720.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-1200x847.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A \"mixing zone\" -- a point where turning vehicles moves across a bike lane -- at Howard and Seventh streets in San Francisco. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project also includes fresh safety features for pedestrians, including \"bulb-outs\" that reduce the crossing distance at intersections and new, signal-protected midblock crossings.\u003c/p>\n\u003cp>The agency's planning process involved advocacy groups like the San Francisco Bicycle Coalition and Walk SF, as well as SoMa community organizations like the sponsor of the Folsom Street Fair, United Playaz and the South of Market Community Action Network.\u003c/p>\n\u003cp>Brian Wiedenmeier, the bike coalition's executive director, praised the Howard and Folsom plan as a potential model for reimagining streets throughout the city.\u003c/p>\n\u003cp>\"This really is the highest quality of infrastructure when it comes to bikes, pedestrians and transit that the city has put forward to date,\" Wiedenmeier said.\u003c/p>\n\u003cp>He noted that the Folsom and Howard project has combined a series of near-term fixes -- like the parking-protected bike lanes installed recently on Howard Street -- with a broader vision.\u003c/p>\n\u003cp>\"We are iterating and learning from these pilot projects as we go, getting improvements in the ground quickly and then learning from those to inform the larger, long-term design,\" Wiedenmeier said.\u003c/p>\n\u003cp>The project was almost unanimously applauded during public comment at the SFMTA board meeting.\u003c/p>\n\u003cp>But John Elberling, who runs South of Market nonprofit housing developer TODCO, asked the SFMTA board to remove one block from the project -- Howard Street between Fourth and Fifth -- so it could be redesigned.\u003c/p>\n\u003cp>He said the planned two-way bikeway on the block would endanger the 250 residents of TODCO's Woolf House senior housing facility, at Fourth and Howard. \u003c/p>\n\u003cp>\"You cannot safely assume that they are going to see bicycles coming from both directions,\" Elberling said. \"... In fact, what you can assume is that a significant portion of the time, they won't see them coming.\" \u003c/p>\n\u003cp>The board approved an amendment from Vice Chair Gwyneth Borden directing SFMTA staff to confer with TODCO and adopt design changes that address the Woolf House safety concerns.\u003c/p>\n\u003cp>SFMTA board approval of the transformation proposal kicks off a two-year planning process for the city's Public Works department. Construction could begin in 2021 and take about two years to complete.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Getting around the Bay Area is about to get a little more expensive, regardless of how you do it.\u003c/p>\n\u003cp>[aside postID='news_11755264' label='Why Is Gas So Expensive in the Bay Area?']\u003c/p>\n\u003cp>Monday, a 5.6-cent gas tax increase took effect, bringing the total of all California's state and local levies on gasoline to about 61 cents. The increase is the latest mandated by \u003ca href=\"https://www.kqed.org/news/11395314/in-big-win-for-gov-brown-state-legislature-oks-major-transportation-plan\" target=\"_blank\" rel=\"noopener\">SB 1\u003c/a>, a measure that's raising more than $50 billion for highway and transit projects statewide.\u003c/p>\n\u003cp>Driving across the Golden Gate Bridge in particular will put a slightly bigger dent in your wallet starting on Monday.\u003c/p>\n\u003cp>Crossing the famous span will cost FasTrak users \u003ca href=\"http://goldengate.org/news/bridge/golden-gate-bridge-toll-increase-july-2019.php\" target=\"_blank\" rel=\"noopener\">$7.35, up from $7\u003c/a>, and those without FasTrak will have to pay $8.20, up from $8. Riding Golden Gate buses and ferries will also \u003ca href=\"http://goldengate.org/news/transit/transit-fare-increase-july-2019.php\" target=\"_blank\" rel=\"noopener\">cost more\u003c/a> with most fares going up 25 to 50 cents.\u003c/p>\n\u003cp>[aside postID='news_11749629,news_11750156' label='The Golden Gate Bridge']\u003c/p>\n\u003cp>The increases are an attempt by the bridge district to make a dent in a $51 million projected deficit over the next five years.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\" rel=\"noopener\" target=\"_blank\">San Francisco Muni\u003c/a> has raised it's adult single-ride fare from $2.50 to $3. Muni's reduced-fare cash price for seniors, youth and people with disabilities will go from $1.35 to $1.50. The fare for Clipper card users are unchanged: $2.50 for adult single rides, $1.25 for reduced-fare riders. \u003c/p>\n\u003cp>The most expensive Muni ride in town — aboard the city's beloved cable cars — will cost a little more, too, with daytime fares rising from $7 to $8. Seniors and people with disabilities get to ride for $4 (up a dollar) between the hours of 9 p.m. to 7 a.m. \u003c/p>\n\u003cp>In the East Bay, \u003ca href=\"http://www.actransit.org/2019/05/29/fare-change-2019/\" rel=\"noopener\" target=\"_blank\">AC Transit\u003c/a> is raising its single-ride cash fare for adults from $2.35 to $2.50. The cash for for youth, seniors and people with disabilities will go up a dime, from $1.15 to $1.25. The district's adult single-ride Clipper card fare, $2.25, will remain unchanged. The Clipper fare for seniors, youth and patrons with disabilities will be adjusted upward 2 cents, from $1.10 to $1.12.\u003c/p>\n\u003cp>AC Transit's single-ride transbay fare — $5.50 for adults and $2.75 for youth/senior/passengers with disabilities paying with either cash or Clipper — will stay the same. \u003c/p>\n\u003cp>\u003ca href=\"https://sanfranciscobayferry.com/FY20fares\" rel=\"noopener\" target=\"_blank\">San Francisco Bay Ferry\u003c/a> is also increasing fares on its routes:\u003c/p>\n\u003cul>\n\u003cli>Alameda/Oakland to San Francisco: 20-cent cash increase to $7.20 and 10-cent Clipper card increase to $5.40\u003c/li>\n\u003cli>Harbor Bay to San Francisco: 20-cent cash increase to $7.50 and 10-cent Clipper card increase to $5.60\u003c/li>\n\u003cli>Richmond to San Francisco: 30-cent cash increase to $9.30 and 25-cent Clipper card increase to $7\u003c/li>\n\u003cli>South San Francisco to Alameda/Oakland: 60-cent cash increase to $9.40 and 20-cent Clipper increase to $8.10\u003c/li>\n\u003cli>Vallejo to San Francisco: 50-cent cash increase to $15.10 and 30-cent Clipper card increase to $11.30\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Monday, a 5.6-cent gas tax increase took effect, bringing the total of all California's state and local levies on gasoline to about 61 cents. The increase is the latest mandated by \u003ca href=\"https://www.kqed.org/news/11395314/in-big-win-for-gov-brown-state-legislature-oks-major-transportation-plan\" target=\"_blank\" rel=\"noopener\">SB 1\u003c/a>, a measure that's raising more than $50 billion for highway and transit projects statewide.\u003c/p>\n\u003cp>Driving across the Golden Gate Bridge in particular will put a slightly bigger dent in your wallet starting on Monday.\u003c/p>\n\u003cp>Crossing the famous span will cost FasTrak users \u003ca href=\"http://goldengate.org/news/bridge/golden-gate-bridge-toll-increase-july-2019.php\" target=\"_blank\" rel=\"noopener\">$7.35, up from $7\u003c/a>, and those without FasTrak will have to pay $8.20, up from $8. Riding Golden Gate buses and ferries will also \u003ca href=\"http://goldengate.org/news/transit/transit-fare-increase-july-2019.php\" target=\"_blank\" rel=\"noopener\">cost more\u003c/a> with most fares going up 25 to 50 cents.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The increases are an attempt by the bridge district to make a dent in a $51 million projected deficit over the next five years.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\" rel=\"noopener\" target=\"_blank\">San Francisco Muni\u003c/a> has raised it's adult single-ride fare from $2.50 to $3. Muni's reduced-fare cash price for seniors, youth and people with disabilities will go from $1.35 to $1.50. The fare for Clipper card users are unchanged: $2.50 for adult single rides, $1.25 for reduced-fare riders. \u003c/p>\n\u003cp>The most expensive Muni ride in town — aboard the city's beloved cable cars — will cost a little more, too, with daytime fares rising from $7 to $8. Seniors and people with disabilities get to ride for $4 (up a dollar) between the hours of 9 p.m. to 7 a.m. \u003c/p>\n\u003cp>In the East Bay, \u003ca href=\"http://www.actransit.org/2019/05/29/fare-change-2019/\" rel=\"noopener\" target=\"_blank\">AC Transit\u003c/a> is raising its single-ride cash fare for adults from $2.35 to $2.50. The cash for for youth, seniors and people with disabilities will go up a dime, from $1.15 to $1.25. The district's adult single-ride Clipper card fare, $2.25, will remain unchanged. The Clipper fare for seniors, youth and patrons with disabilities will be adjusted upward 2 cents, from $1.10 to $1.12.\u003c/p>\n\u003cp>AC Transit's single-ride transbay fare — $5.50 for adults and $2.75 for youth/senior/passengers with disabilities paying with either cash or Clipper — will stay the same. \u003c/p>\n\u003cp>\u003ca href=\"https://sanfranciscobayferry.com/FY20fares\" rel=\"noopener\" target=\"_blank\">San Francisco Bay Ferry\u003c/a> is also increasing fares on its routes:\u003c/p>\n\u003cul>\n\u003cli>Alameda/Oakland to San Francisco: 20-cent cash increase to $7.20 and 10-cent Clipper card increase to $5.40\u003c/li>\n\u003cli>Harbor Bay to San Francisco: 20-cent cash increase to $7.50 and 10-cent Clipper card increase to $5.60\u003c/li>\n\u003cli>Richmond to San Francisco: 30-cent cash increase to $9.30 and 25-cent Clipper card increase to $7\u003c/li>\n\u003cli>South San Francisco to Alameda/Oakland: 60-cent cash increase to $9.40 and 20-cent Clipper increase to $8.10\u003c/li>\n\u003cli>Vallejo to San Francisco: 50-cent cash increase to $15.10 and 30-cent Clipper card increase to $11.30\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After many Muni mishaps — including a train door that closed on an elderly woman’s arm and dragged her — the \u003ca href=\"http://bit.ly/fioremunichiefout\" target=\"_blank\" rel=\"noopener\">chief of the San Francisco Municipal Transportation Agency is out\u003c/a>.\u003c/p>\n\u003cp>Ed Reiskin led the SFMTA for eight years and announced he would be stepping down following a major transit shutdown last Friday.\u003c/p>\n\u003cp>With construction everywhere, ride-service cars multiplying and traffic clogging the booming city, I wish the next head of SFMTA well.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>[dropcap]S[/dropcap]an Francisco Municipal Transportation Agency chief Ed Reiskin is on his way out. Mayor London Breed wants to launch a national search for a “visionary” new leader for an agency that’s been beset by missteps, mishaps and an occasional tragedy, especially when it comes to running its Muni transit service.\u003c/p>\n\u003cp>The only question now is: Where will the city find someone to tackle the problems at the SFMTA?\u003c/p>\n\u003cp>Even agency critics concede the organization faces a dauntingly complex series of challenges. The agency manages the Bay Area’s busiest transit system while at the same time overseeing operations and design of the street network in a city with a quickly expanding population and rapidly changing modes of transportation.\u003c/p>\n\u003cp>“Look, he’s a good, smart, competent man with an impossible job,” Supervisor Aaron Peskin said after Reiskin announced Monday he’d be departing the SFMTA this summer.\u003c/p>\n\u003cp>Peskin, a frequent Muni critic who chairs a Board of Supervisors committee on transportation and also heads the San Francisco County Transportation Authority board, said the SFMTA is “larger than any human being, no matter how smart or hard-working they may be.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Advocates for cyclists, pedestrians and transit riders said Reiskin deserves credit for improving conditions for those who use San Francisco streets, but that much more remains to be done.\u003c/p>\n\u003cp>Brian Wiedenmeier, executive director of the San Francisco Bicycle Coalition, said while the city became a safer place for cyclists during Reiskin’s tenure, “We are not the city we need to be when it comes to safely moving around folks on foot, on bike and on transit.”\u003c/p>\n\u003cp>“Ed was someone who had his eyes on what needs to happen on our streets for pedestrian safety,” said Jodie Medeiros, executive director of Walk San Francisco. She added that Reiskin was instrumental in the city’s adoption of Vision Zero, its program to eliminate traffic fatalities — a goal the city is still far from achieving.\u003c/p>\n\u003cp>San Francisco Transit Riders spokeswoman Cat Carter said Reiskin was responsible for improvements in bus service that has driven sharp ridership increases on two of Muni’s busiest lines, the 14-Mission and 5-Fulton. But she said that with increasing congestion in the city, the agency has reached a point “where we need more transparency, more honesty about what the agency can and cannot do” to address the problem.\u003c/p>\n\u003ch3>‘The Right Time for a Change’\u003c/h3>\n\u003cp>Reiskin announced the impending end of his eight-year tenure in a brief message to SFMTA employees that came on the heels of the agency’s most recent mini-disaster: \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Muni-suffers-widespread-subway-delays-commuters-13798160.php?psid=1GAfn\" target=\"_blank\" rel=\"noopener\">Friday’s daylong shutdown\u003c/a> of Muni’s downtown subway service.\u003c/p>\n\u003cp>Reiskin, often described as an unassuming leader who actually uses the trains, buses and bike lanes his agency is responsible for, noted his current contract is up in August “and it’s become clear that this is the right time for a change.”\u003c/p>\n\u003cp>What made it clearest was a letter from Mayor Breed to the SFMTA board of directors chastising the agency for its response to the Friday incident and a series of episodes that have hampered Muni service over the past year.\u003c/p>\n\u003cp>Breed faulted agency leadership for failing to plan for emergencies like the Friday shutdown and for stumbling in its responsibility to inform the public adequately about service disruptions.\u003c/p>\n\u003cp>“It’s important to make sure that we have contingency plans,” Breed said at a City Hall media briefing after her letter was released. “It’s important to make sure that every step of the way, we’re communicating with the public so that they know exactly what they can expect to do as a result. And it’s important to make sure that they know that we are prepared to deal with any challenge that comes our way.”\u003c/p>\n\u003cp>Reiskin’s departure was foreshadowed last summer by \u003ca href=\"https://www.sfchronicle.com/bayarea/article/SF-transit-chief-apologizes-for-Muni-delays-13172887.php\" target=\"_blank\" rel=\"noopener\">a public rebuke\u003c/a> from the mayor, which came after Muni experienced major service problems during and after a project to refurbish the light-rail system’s Twin Peaks Tunnel.\u003c/p>\n\u003cp>The $40 million project required the tunnel between the east and west sides of the city to be shut down for two months, but Muni assured riders it would make up for missed train runs with a substitute bus service. But Muni didn’t have enough drivers or vehicles to operate the replacement service and the system’s citywide performance suffered as a result.\u003c/p>\n\u003cp>Many other problems followed, including the death of a worker on the Twin Peaks Tunnel project; damage to trackside equipment in the tunnel, which Muni blamed on the project contractor, that compromised service after it reopened; continuing delays on the agency’s $1.6 billion Central Subway that could postpone its opening until next year; and charges of sexual harassment and racial discrimination in the agency that forces out two senior managers and prompted Breed to appoint an ombudsperson to investigate.\u003c/p>\n\u003ch3>A Shocking Video and a Subway Mess\u003c/h3>\n\u003cp>All of that was just a prelude for last week when, leading up to Friday’s subway mess, Muni was forced to confront video of an elderly patron being \u003ca href=\"https://www.sfexaminer.com/the-city/exclusive-video-emerges-of-woman-bodily-caught-in-muni-door-and-dragged-to-tracks/\" target=\"_blank\" rel=\"noopener\">dragged down a downtown Muni Metro platform\u003c/a> by a malfunctioning door on one of its brand-new light-rail vehicles.\u003c/p>\n\u003cp>https://youtu.be/OLAhhPLZ8K4\u003c/p>\n\u003cp>The incident — along with other questions about the cars’ mechanical performance — prompted the Board of Supervisors, sitting as the San Francisco County Transportation Authority Board, to hold off on approving $63 million earmarked for buying more of the light-rail vehicles.\u003c/p>\n\u003cp>To top it off, Muni was forced to cancel hundreds of runs last Monday and Tuesday because drivers were turning down overtime to put pressure on the city during contract negotiations.\u003c/p>\n\u003cp>Peskin called the situation “a perfect storm” for Reiskin and said he felt bad for the Muni chief “as someone I know and respect.”\u003c/p>\n\u003cp>But like Mayor Breed, Peskin questioned the SFMTA’s competence both in handling the recent black eyes and explaining them to people outside the agency.\u003c/p>\n\u003cp>Peskin said that as the furor built over the malfunctioning doors on the new light-rail vehicles, he told Reiskin and Muni operations chief Julie Kirschbaum that “they really needed to get ahead of the story and be honest with the riders and elected officials.”\u003c/p>\n\u003cp>Instead, Peskin said, “They were just kind of, as the mayor said in her letter, paralyzed. … When they kind of obfuscated and danced around things, it just compounded the problem and increased the level of frustration” with the agency.\u003c/p>\n\u003cp>Peskin said that as city officials begin the search for the next SFMTA boss, they should also consider the agency’s current governance structure. Peskin, who was an author of a 2007 ballot measure that gave the SFMTA a high degree of independence from direct Board of Supervisors’ and mayoral oversight — and meddling — has been talking about changing that structure for the past year and a half.\u003c/p>\n\u003cp>“There is a growing sentiment at the Board of Supervisors that the board should take back some of its powers and oversight authorities,” Peskin said.\u003c/p>\n\u003cp>Carter, of the San Francisco Transit Riders, said worsening conditions on the city streets will require the next SFMTA chief to focus on improving Muni and to do it quickly.\u003c/p>\n\u003cp>“We see record traffic congestion in the city, just choking the city and choking people’s access to jobs and families and cultural experiences,” Carter said. “So we do need some visionary leadership to say we do need to put transit first, that transit needs to be efficient and reliable so it can compete with private vehicles.”\u003c/p>\n\u003cp>Wiedenmeier, of the bicycle coalition, said he thinks Breed and the SFMTA need to broaden their search for a new director beyond U.S. borders.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I think there are people who lead transportation policy and manage transportation agencies across the globe that would find this job in San Francisco attractive,” Wiedenmeier said. “And they would have ideas and experience to bring to bear that could help us really evolve into the city that San Franciscans deserve when it comes to our transportation system and the safety of our streets.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">S\u003c/span>\u003c/p>\u003cp>an Francisco Municipal Transportation Agency chief Ed Reiskin is on his way out. Mayor London Breed wants to launch a national search for a “visionary” new leader for an agency that’s been beset by missteps, mishaps and an occasional tragedy, especially when it comes to running its Muni transit service.\u003c/p>\n\u003cp>The only question now is: Where will the city find someone to tackle the problems at the SFMTA?\u003c/p>\n\u003cp>Even agency critics concede the organization faces a dauntingly complex series of challenges. The agency manages the Bay Area’s busiest transit system while at the same time overseeing operations and design of the street network in a city with a quickly expanding population and rapidly changing modes of transportation.\u003c/p>\n\u003cp>“Look, he’s a good, smart, competent man with an impossible job,” Supervisor Aaron Peskin said after Reiskin announced Monday he’d be departing the SFMTA this summer.\u003c/p>\n\u003cp>Peskin, a frequent Muni critic who chairs a Board of Supervisors committee on transportation and also heads the San Francisco County Transportation Authority board, said the SFMTA is “larger than any human being, no matter how smart or hard-working they may be.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Advocates for cyclists, pedestrians and transit riders said Reiskin deserves credit for improving conditions for those who use San Francisco streets, but that much more remains to be done.\u003c/p>\n\u003cp>Brian Wiedenmeier, executive director of the San Francisco Bicycle Coalition, said while the city became a safer place for cyclists during Reiskin’s tenure, “We are not the city we need to be when it comes to safely moving around folks on foot, on bike and on transit.”\u003c/p>\n\u003cp>“Ed was someone who had his eyes on what needs to happen on our streets for pedestrian safety,” said Jodie Medeiros, executive director of Walk San Francisco. She added that Reiskin was instrumental in the city’s adoption of Vision Zero, its program to eliminate traffic fatalities — a goal the city is still far from achieving.\u003c/p>\n\u003cp>San Francisco Transit Riders spokeswoman Cat Carter said Reiskin was responsible for improvements in bus service that has driven sharp ridership increases on two of Muni’s busiest lines, the 14-Mission and 5-Fulton. But she said that with increasing congestion in the city, the agency has reached a point “where we need more transparency, more honesty about what the agency can and cannot do” to address the problem.\u003c/p>\n\u003ch3>‘The Right Time for a Change’\u003c/h3>\n\u003cp>Reiskin announced the impending end of his eight-year tenure in a brief message to SFMTA employees that came on the heels of the agency’s most recent mini-disaster: \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Muni-suffers-widespread-subway-delays-commuters-13798160.php?psid=1GAfn\" target=\"_blank\" rel=\"noopener\">Friday’s daylong shutdown\u003c/a> of Muni’s downtown subway service.\u003c/p>\n\u003cp>Reiskin, often described as an unassuming leader who actually uses the trains, buses and bike lanes his agency is responsible for, noted his current contract is up in August “and it’s become clear that this is the right time for a change.”\u003c/p>\n\u003cp>What made it clearest was a letter from Mayor Breed to the SFMTA board of directors chastising the agency for its response to the Friday incident and a series of episodes that have hampered Muni service over the past year.\u003c/p>\n\u003cp>Breed faulted agency leadership for failing to plan for emergencies like the Friday shutdown and for stumbling in its responsibility to inform the public adequately about service disruptions.\u003c/p>\n\u003cp>“It’s important to make sure that we have contingency plans,” Breed said at a City Hall media briefing after her letter was released. “It’s important to make sure that every step of the way, we’re communicating with the public so that they know exactly what they can expect to do as a result. And it’s important to make sure that they know that we are prepared to deal with any challenge that comes our way.”\u003c/p>\n\u003cp>Reiskin’s departure was foreshadowed last summer by \u003ca href=\"https://www.sfchronicle.com/bayarea/article/SF-transit-chief-apologizes-for-Muni-delays-13172887.php\" target=\"_blank\" rel=\"noopener\">a public rebuke\u003c/a> from the mayor, which came after Muni experienced major service problems during and after a project to refurbish the light-rail system’s Twin Peaks Tunnel.\u003c/p>\n\u003cp>The $40 million project required the tunnel between the east and west sides of the city to be shut down for two months, but Muni assured riders it would make up for missed train runs with a substitute bus service. But Muni didn’t have enough drivers or vehicles to operate the replacement service and the system’s citywide performance suffered as a result.\u003c/p>\n\u003cp>Many other problems followed, including the death of a worker on the Twin Peaks Tunnel project; damage to trackside equipment in the tunnel, which Muni blamed on the project contractor, that compromised service after it reopened; continuing delays on the agency’s $1.6 billion Central Subway that could postpone its opening until next year; and charges of sexual harassment and racial discrimination in the agency that forces out two senior managers and prompted Breed to appoint an ombudsperson to investigate.\u003c/p>\n\u003ch3>A Shocking Video and a Subway Mess\u003c/h3>\n\u003cp>All of that was just a prelude for last week when, leading up to Friday’s subway mess, Muni was forced to confront video of an elderly patron being \u003ca href=\"https://www.sfexaminer.com/the-city/exclusive-video-emerges-of-woman-bodily-caught-in-muni-door-and-dragged-to-tracks/\" target=\"_blank\" rel=\"noopener\">dragged down a downtown Muni Metro platform\u003c/a> by a malfunctioning door on one of its brand-new light-rail vehicles.\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/OLAhhPLZ8K4'\n title='//www.youtube.com/embed/OLAhhPLZ8K4'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>The incident — along with other questions about the cars’ mechanical performance — prompted the Board of Supervisors, sitting as the San Francisco County Transportation Authority Board, to hold off on approving $63 million earmarked for buying more of the light-rail vehicles.\u003c/p>\n\u003cp>To top it off, Muni was forced to cancel hundreds of runs last Monday and Tuesday because drivers were turning down overtime to put pressure on the city during contract negotiations.\u003c/p>\n\u003cp>Peskin called the situation “a perfect storm” for Reiskin and said he felt bad for the Muni chief “as someone I know and respect.”\u003c/p>\n\u003cp>But like Mayor Breed, Peskin questioned the SFMTA’s competence both in handling the recent black eyes and explaining them to people outside the agency.\u003c/p>\n\u003cp>Peskin said that as the furor built over the malfunctioning doors on the new light-rail vehicles, he told Reiskin and Muni operations chief Julie Kirschbaum that “they really needed to get ahead of the story and be honest with the riders and elected officials.”\u003c/p>\n\u003cp>Instead, Peskin said, “They were just kind of, as the mayor said in her letter, paralyzed. … When they kind of obfuscated and danced around things, it just compounded the problem and increased the level of frustration” with the agency.\u003c/p>\n\u003cp>Peskin said that as city officials begin the search for the next SFMTA boss, they should also consider the agency’s current governance structure. Peskin, who was an author of a 2007 ballot measure that gave the SFMTA a high degree of independence from direct Board of Supervisors’ and mayoral oversight — and meddling — has been talking about changing that structure for the past year and a half.\u003c/p>\n\u003cp>“There is a growing sentiment at the Board of Supervisors that the board should take back some of its powers and oversight authorities,” Peskin said.\u003c/p>\n\u003cp>Carter, of the San Francisco Transit Riders, said worsening conditions on the city streets will require the next SFMTA chief to focus on improving Muni and to do it quickly.\u003c/p>\n\u003cp>“We see record traffic congestion in the city, just choking the city and choking people’s access to jobs and families and cultural experiences,” Carter said. “So we do need some visionary leadership to say we do need to put transit first, that transit needs to be efficient and reliable so it can compete with private vehicles.”\u003c/p>\n\u003cp>Wiedenmeier, of the bicycle coalition, said he thinks Breed and the SFMTA need to broaden their search for a new director beyond U.S. borders.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Muni Makes Safety Changes Five Months After Fatal Twin Peaks Tunnel Accident",
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"content": "\u003cp>San Francisco officials say they've begun instituting a new set of safety rules for firms that bid on city transportation infrastructure projects, reforms prompted by the death of a construction worker inside a rail tunnel last summer.\u003c/p>\n\u003cp>Beginning this month, contractors must submit more detailed safety plans and hire dedicated safety managers to qualify for construction contracts with the city's Municipal Transportation Agency.\u003c/p>\n\u003cp>\"Subsequent to the accident, the SFMTA has amended its contractor selection and bidding procedures,\" agency spokesman Paul Rose said in an email.\u003c/p>\n\u003cp>The changes come amid the release of an autopsy report on the death of the worker, 51-year-old \u003ca href=\"https://www.legacy.com/obituaries/appealdemocrat/obituary.aspx?page=lifestory&pid=189945715\" target=\"_blank\" rel=\"noopener\">Patrick Ricketts\u003c/a>, disclosing new details about the fatal incident.\u003c/p>\n\u003cp>The $40 million Twin Peaks Tunnel Improvement Project, which aims to upgrade service on light-rail lines between Muni's Castro and West Portal stations, was tied to a series of severe \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener\">transit delays\u003c/a>. Problems associated with the job led to two City Hall hearings that shined a light on SFMTA's \u003ca href=\"https://sfbos.org/sites/default/files/BLA_Muni_Operator_Staffing_120518.pdf\" target=\"_blank\" rel=\"noopener\">operator shortages\u003c/a> and weaknesses in \u003ca href=\"https://www.kqed.org/news/11699521/after-workers-death-on-muni-project-s-f-grapples-with-how-to-vet-contractor-safety-records\" target=\"_blank\" rel=\"noopener\">contractor hiring\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After Ricketts was killed, news reports disclosed workplace regulators had issued \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener\">dozens of safety violations\u003c/a> in the last decade against one of the companies involved in the tunnel project, Oakland-based Shimmick Construction. That included a $50,000 fine in 2016 in connection with the death of a worker operating a forklift.\u003c/p>\n\u003cp>Despite that penalty, Shimmick had told city officials when it bid for the tunnel project that it had not been cited for any serious or willful safety violations by California's Division of Occupational Safety and Health, Cal/OSHA.\u003c/p>\n\u003cp>After the accident, Cal/OSHA and San Francisco police launched investigations into the Aug. 10 \u003ca href=\"https://www.osha.gov/pls/imis/establishment.inspection_detail?id=1339097.015\" target=\"_blank\" rel=\"noopener\">incident\u003c/a> that killed Ricketts.\u003c/p>\n\u003cp>Since then police have closed their case, according to SFPD spokesman Sgt. Michael Andraychak.\u003c/p>\n\u003cp>\"There does not appear to be any criminal element to the case,\" Andraychak said in an email.\u003c/p>\n\u003cp>But until now few details have emerged about the incident.\u003c/p>\n\u003cp>\u003cstrong>Autopsy Findings\u003c/strong>\u003c/p>\n\u003cp>The San Francisco medical examiner's report says the episode began with one of Ricketts' fellow workers driving a rail crane -- a piece of construction equipment used to transport and lift heavy gear or construction materials -- into the West Portal tunnel\u003c/p>\n\u003cp>As the crane inched along, pushing two flatbed rail cars in front of it, its elevated arm struck and dislodged a steel beam that had been placed as temporary support inside the tunnel.\u003c/p>\n\u003cp>The falling beam struck Ricketts, a signal technician from the Colusa County town of Williams. The report says he suffered a wide range of traumatic injuries, including shattered ribs, a collapsed lung and a severed spinal cord. Ricketts also sustained injuries to his back, head and neck. The medical examiner's office classified the cause of death as blunt force injuries of the chest.\u003c/p>\n\u003cp>Craig Peters, a partner at Altair Law who specializes in heavy equipment accidents, reviewed the autopsy findings for KQED.\u003c/p>\n\u003cp>\"You have a lot of people in a very small space, which means you got to have a super-strong protocol for safety and clearly they didn't,\" Peters said.\u003c/p>\n\u003cp>\"If you are knocking over a massive beam, you have clearly failed to implement basic safety precautions,\" Peters said.\u003c/p>\n\u003cp>The medical examiner's report says that paramedics found Ricketts lying down and unconscious on the gravel — but breathing and with a pulse — on the West Portal side of the tunnel. While they were tending to him, he went into traumatic cardiac arrest.\u003c/p>\n\u003cp>Emergency room staff were able to re-establish a pulse, the report says. But while doctors were performing a CT scan on Ricketts, \"the subject arrested again and could not be revived.\"\u003c/p>\n\u003cp>The report also notes that Ricketts' hardhat was not found at the scene of the accident and one was not located at the hospital.\u003c/p>\n\u003cp>Peters says while hardhats are important for construction protections, wearing one in this incident would not have saved Ricketts life. But he notes the absence of one might shed light on the company's safety culture.\u003c/p>\n\u003cp>\"They might be indications of the laxity in safety precautions that were being taken generally in this project,\" Peters said.\u003c/p>\n\u003cp>A spokesman for Shimmick declined to comment.\u003c/p>\n\u003cp>\u003cstrong>New Construction Bid Rules\u003c/strong>\u003c/p>\n\u003cp>The SFMTA began implementing its new contractor requirements on Jan. 10, when bids for the first phase of a $90 million project to improve its L-Taraval line began, according to Rose, the agency spokesman. The agency plans to replace worn rails, overhead wires, water and sewer lines along Taraval Street in a job expected to last two years.\u003c/p>\n\u003cp>Before those new rules were put in place, companies on all Muni infrastructure projects were required to have safety representatives on hand. Those workers can be members of the construction team who also have safety responsibilities.\u003c/p>\n\u003cp>Now, more of the agency's contractors will need to have dedicated supervisors or managers who are certified safety professionals on hand. Their sole responsibility is safety, and they're required to be on job sites full time and available 24 hours a day, seven days a week.\u003c/p>\n\u003cp>The agency's contractors must also now provide more documents about their safety history and Cal/OSHA citations, and they need to submit more detailed safety and work plans, Rose said.\u003c/p>\n\u003cp>Peters described the SFMTA's contractor changes as good — but not strong enough. He emphasized that the agency should essentially make the firms pay to keep their workers safe.\u003c/p>\n\u003cp>\"Require the employer to provide minimum short-term and long-term disability policies for all workers, along with life insurance policies for workers,\" Peters said. \"That's an added cost to the contractor, but they are now motivated by their bottom line to improve their safety.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>SFMTA does not currently mandate those benefits, according to Rose. But agency contractors have to provide workers' compensation benefits, which include short-term and permanent disability benefits as well as death benefits for their employees, he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco officials say they've begun instituting a new set of safety rules for firms that bid on city transportation infrastructure projects, reforms prompted by the death of a construction worker inside a rail tunnel last summer.\u003c/p>\n\u003cp>Beginning this month, contractors must submit more detailed safety plans and hire dedicated safety managers to qualify for construction contracts with the city's Municipal Transportation Agency.\u003c/p>\n\u003cp>\"Subsequent to the accident, the SFMTA has amended its contractor selection and bidding procedures,\" agency spokesman Paul Rose said in an email.\u003c/p>\n\u003cp>The changes come amid the release of an autopsy report on the death of the worker, 51-year-old \u003ca href=\"https://www.legacy.com/obituaries/appealdemocrat/obituary.aspx?page=lifestory&pid=189945715\" target=\"_blank\" rel=\"noopener\">Patrick Ricketts\u003c/a>, disclosing new details about the fatal incident.\u003c/p>\n\u003cp>The $40 million Twin Peaks Tunnel Improvement Project, which aims to upgrade service on light-rail lines between Muni's Castro and West Portal stations, was tied to a series of severe \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener\">transit delays\u003c/a>. Problems associated with the job led to two City Hall hearings that shined a light on SFMTA's \u003ca href=\"https://sfbos.org/sites/default/files/BLA_Muni_Operator_Staffing_120518.pdf\" target=\"_blank\" rel=\"noopener\">operator shortages\u003c/a> and weaknesses in \u003ca href=\"https://www.kqed.org/news/11699521/after-workers-death-on-muni-project-s-f-grapples-with-how-to-vet-contractor-safety-records\" target=\"_blank\" rel=\"noopener\">contractor hiring\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After Ricketts was killed, news reports disclosed workplace regulators had issued \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener\">dozens of safety violations\u003c/a> in the last decade against one of the companies involved in the tunnel project, Oakland-based Shimmick Construction. That included a $50,000 fine in 2016 in connection with the death of a worker operating a forklift.\u003c/p>\n\u003cp>Despite that penalty, Shimmick had told city officials when it bid for the tunnel project that it had not been cited for any serious or willful safety violations by California's Division of Occupational Safety and Health, Cal/OSHA.\u003c/p>\n\u003cp>After the accident, Cal/OSHA and San Francisco police launched investigations into the Aug. 10 \u003ca href=\"https://www.osha.gov/pls/imis/establishment.inspection_detail?id=1339097.015\" target=\"_blank\" rel=\"noopener\">incident\u003c/a> that killed Ricketts.\u003c/p>\n\u003cp>Since then police have closed their case, according to SFPD spokesman Sgt. Michael Andraychak.\u003c/p>\n\u003cp>\"There does not appear to be any criminal element to the case,\" Andraychak said in an email.\u003c/p>\n\u003cp>But until now few details have emerged about the incident.\u003c/p>\n\u003cp>\u003cstrong>Autopsy Findings\u003c/strong>\u003c/p>\n\u003cp>The San Francisco medical examiner's report says the episode began with one of Ricketts' fellow workers driving a rail crane -- a piece of construction equipment used to transport and lift heavy gear or construction materials -- into the West Portal tunnel\u003c/p>\n\u003cp>As the crane inched along, pushing two flatbed rail cars in front of it, its elevated arm struck and dislodged a steel beam that had been placed as temporary support inside the tunnel.\u003c/p>\n\u003cp>The falling beam struck Ricketts, a signal technician from the Colusa County town of Williams. The report says he suffered a wide range of traumatic injuries, including shattered ribs, a collapsed lung and a severed spinal cord. Ricketts also sustained injuries to his back, head and neck. The medical examiner's office classified the cause of death as blunt force injuries of the chest.\u003c/p>\n\u003cp>Craig Peters, a partner at Altair Law who specializes in heavy equipment accidents, reviewed the autopsy findings for KQED.\u003c/p>\n\u003cp>\"You have a lot of people in a very small space, which means you got to have a super-strong protocol for safety and clearly they didn't,\" Peters said.\u003c/p>\n\u003cp>\"If you are knocking over a massive beam, you have clearly failed to implement basic safety precautions,\" Peters said.\u003c/p>\n\u003cp>The medical examiner's report says that paramedics found Ricketts lying down and unconscious on the gravel — but breathing and with a pulse — on the West Portal side of the tunnel. While they were tending to him, he went into traumatic cardiac arrest.\u003c/p>\n\u003cp>Emergency room staff were able to re-establish a pulse, the report says. But while doctors were performing a CT scan on Ricketts, \"the subject arrested again and could not be revived.\"\u003c/p>\n\u003cp>The report also notes that Ricketts' hardhat was not found at the scene of the accident and one was not located at the hospital.\u003c/p>\n\u003cp>Peters says while hardhats are important for construction protections, wearing one in this incident would not have saved Ricketts life. But he notes the absence of one might shed light on the company's safety culture.\u003c/p>\n\u003cp>\"They might be indications of the laxity in safety precautions that were being taken generally in this project,\" Peters said.\u003c/p>\n\u003cp>A spokesman for Shimmick declined to comment.\u003c/p>\n\u003cp>\u003cstrong>New Construction Bid Rules\u003c/strong>\u003c/p>\n\u003cp>The SFMTA began implementing its new contractor requirements on Jan. 10, when bids for the first phase of a $90 million project to improve its L-Taraval line began, according to Rose, the agency spokesman. The agency plans to replace worn rails, overhead wires, water and sewer lines along Taraval Street in a job expected to last two years.\u003c/p>\n\u003cp>Before those new rules were put in place, companies on all Muni infrastructure projects were required to have safety representatives on hand. Those workers can be members of the construction team who also have safety responsibilities.\u003c/p>\n\u003cp>Now, more of the agency's contractors will need to have dedicated supervisors or managers who are certified safety professionals on hand. Their sole responsibility is safety, and they're required to be on job sites full time and available 24 hours a day, seven days a week.\u003c/p>\n\u003cp>The agency's contractors must also now provide more documents about their safety history and Cal/OSHA citations, and they need to submit more detailed safety and work plans, Rose said.\u003c/p>\n\u003cp>Peters described the SFMTA's contractor changes as good — but not strong enough. He emphasized that the agency should essentially make the firms pay to keep their workers safe.\u003c/p>\n\u003cp>\"Require the employer to provide minimum short-term and long-term disability policies for all workers, along with life insurance policies for workers,\" Peters said. \"That's an added cost to the contractor, but they are now motivated by their bottom line to improve their safety.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>SFMTA does not currently mandate those benefits, according to Rose. But agency contractors have to provide workers' compensation benefits, which include short-term and permanent disability benefits as well as death benefits for their employees, he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "S.F. Muni Hit With $120,000 Fine for Train Operators' Cellphone Infractions",
"title": "S.F. Muni Hit With $120,000 Fine for Train Operators' Cellphone Infractions",
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"content": "\u003cp>The California Public Utilities Commission has hit San Francisco's Municipal Transportation Agency with a $120,000 fine for \"systemic\" violations of state and local rules dictating how train operators handle and store cellphones while they're on duty.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5688563/CPUC-Citation-S-F-Muni-Cellphone-Use.pdf\" target=\"_blank\" rel=\"noopener\">a citation\u003c/a> disclosed Thursday, the CPUC said it had documented 16 cases between October 2017 and last July in which Muni employees had violated the regulations. None of the infractions involved operators actually using phones while they drove.\u003c/p>\n\u003cp>The SFMTA says it accepts the CPUC's findings and has paid the fine.\u003c/p>\n\u003cp>A \u003ca href=\"http://docs.cpuc.ca.gov/word_pdf/GENERAL_ORDER/146010.pdf\" target=\"_blank\" rel=\"noopener\">2011 CPUC regulation\u003c/a> requires transit agencies statewide to impose their own rules barring train operators from using personal electronic devices while on the job.\u003c/p>\n\u003cp>The CPUC adopted the measure after \u003ca href=\"http://articles.latimes.com/2008/sep/19/local/me-traincrash19\" target=\"_blank\" rel=\"noopener\">a series of incidents\u003c/a> -- including a June 2008 Muni Metro mishap at Fourth and King streets that injured 16 people and a September 2008 Los Angeles Metrolink crash that killed 25 -- in which train operators were found to have been on their phones.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Most of the 16 episodes that CPUC inspectors documented involved on-duty operators and other employees who failed to turn their cellphones off or stow them as directed by Muni's own \u003ca href=\"https://assets.documentcloud.org/documents/5689240/SFMTA-Zero-Tolerance-PED-Rules.pdf\" target=\"_blank\" rel=\"noopener\">\"zero tolerance\" rules\u003c/a>.\u003c/p>\n\u003cp>Those rules require train operators to switch off their devices and \"secure them in a location out of sight and off person ... and away from the employee\" -- usually in a special locker aboard the transit vehicle. Penalties for violating the rule range from counseling in cases where operators have failed to properly store phones to suspension or firing for use of phones while operating a vehicle.\u003c/p>\n\u003cp>The CPUC citation says inspectors documented case after case in which streetcar drivers, light-rail operators and cable-car crew members carried switched-on phones in their pockets or put them in backpacks shoved under their seats while they worked.\u003c/p>\n\u003cp>In one incident, a CPUC inspector observed a Muni streetcar operator use his cellphone as he got off his vehicle near Fisherman’s Wharf, then put the phone in his pocket as he helped passengers board.\u003c/p>\n\u003cp>“A few moments later, the inspector showed the train operator his identification, announced who he was, and asked to see the train operator’s cellphone,\" the CPUC citation says. \"The train operator stated that he did not have one. When confronted with the inspector’s statement that he had seen the cellphone, the train operator said it was in his bag. ... When asked to produce the phone from his bag, the train operator refused to do so even when told his supervisor would be notified.\"\u003c/p>\n\u003cp>In another case, the CPUC said a train operator who had failed to turn off his phone or stow it before beginning a run on the Muni Metro refused to produce the device when an inspector asked him to. The operator insisted that a Muni supervisor had instructed employees \"not to produce their cellphones when confronted by CPUC inspectors.\"\u003c/p>\n\u003cp>Two other incidents involved workers -- a train operator and a private security guard working for Muni -- talking on their phones as they walked across tracks in rail yards.\u003c/p>\n\u003cp>The CPUC citation added that when its Safety Enforcement Division approached a senior Muni official last June to ask about how many cellphone violations the transit agency had recorded so far in 2018, the official \"replied that no violations\" had been discovered.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5689239/SFMTA-Reiskin-Letter-to-CPUC.pdf\" target=\"_blank\" rel=\"noopener\">a letter to the CPUC\u003c/a> last week, Municipal Transportation Agency chief Ed Reiskin said Muni accepts the inspectors' findings and is \"moving decisively\" to curb cellphone violations. Among the steps the agency is taking, Reiskin said, are \"targeted blitzes\" to remind operators about the rules on personal electronic devices, new signage on vehicles and in rail facilities, and a new test for operators on the requirements of state and local regulations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This is an issue we take very seriously,\" SFMTA spokesman Paul Rose said in an emailed statement Thursday. \"Even though no one was using their cell phone while driving, we took a number of steps in response to these violations. ... Managers worked hard to reach out to operators to get feedback and share the importance about following these rules.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission has hit San Francisco's Municipal Transportation Agency with a $120,000 fine for \"systemic\" violations of state and local rules dictating how train operators handle and store cellphones while they're on duty.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5688563/CPUC-Citation-S-F-Muni-Cellphone-Use.pdf\" target=\"_blank\" rel=\"noopener\">a citation\u003c/a> disclosed Thursday, the CPUC said it had documented 16 cases between October 2017 and last July in which Muni employees had violated the regulations. None of the infractions involved operators actually using phones while they drove.\u003c/p>\n\u003cp>The SFMTA says it accepts the CPUC's findings and has paid the fine.\u003c/p>\n\u003cp>A \u003ca href=\"http://docs.cpuc.ca.gov/word_pdf/GENERAL_ORDER/146010.pdf\" target=\"_blank\" rel=\"noopener\">2011 CPUC regulation\u003c/a> requires transit agencies statewide to impose their own rules barring train operators from using personal electronic devices while on the job.\u003c/p>\n\u003cp>The CPUC adopted the measure after \u003ca href=\"http://articles.latimes.com/2008/sep/19/local/me-traincrash19\" target=\"_blank\" rel=\"noopener\">a series of incidents\u003c/a> -- including a June 2008 Muni Metro mishap at Fourth and King streets that injured 16 people and a September 2008 Los Angeles Metrolink crash that killed 25 -- in which train operators were found to have been on their phones.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Most of the 16 episodes that CPUC inspectors documented involved on-duty operators and other employees who failed to turn their cellphones off or stow them as directed by Muni's own \u003ca href=\"https://assets.documentcloud.org/documents/5689240/SFMTA-Zero-Tolerance-PED-Rules.pdf\" target=\"_blank\" rel=\"noopener\">\"zero tolerance\" rules\u003c/a>.\u003c/p>\n\u003cp>Those rules require train operators to switch off their devices and \"secure them in a location out of sight and off person ... and away from the employee\" -- usually in a special locker aboard the transit vehicle. Penalties for violating the rule range from counseling in cases where operators have failed to properly store phones to suspension or firing for use of phones while operating a vehicle.\u003c/p>\n\u003cp>The CPUC citation says inspectors documented case after case in which streetcar drivers, light-rail operators and cable-car crew members carried switched-on phones in their pockets or put them in backpacks shoved under their seats while they worked.\u003c/p>\n\u003cp>In one incident, a CPUC inspector observed a Muni streetcar operator use his cellphone as he got off his vehicle near Fisherman’s Wharf, then put the phone in his pocket as he helped passengers board.\u003c/p>\n\u003cp>“A few moments later, the inspector showed the train operator his identification, announced who he was, and asked to see the train operator’s cellphone,\" the CPUC citation says. \"The train operator stated that he did not have one. When confronted with the inspector’s statement that he had seen the cellphone, the train operator said it was in his bag. ... When asked to produce the phone from his bag, the train operator refused to do so even when told his supervisor would be notified.\"\u003c/p>\n\u003cp>In another case, the CPUC said a train operator who had failed to turn off his phone or stow it before beginning a run on the Muni Metro refused to produce the device when an inspector asked him to. The operator insisted that a Muni supervisor had instructed employees \"not to produce their cellphones when confronted by CPUC inspectors.\"\u003c/p>\n\u003cp>Two other incidents involved workers -- a train operator and a private security guard working for Muni -- talking on their phones as they walked across tracks in rail yards.\u003c/p>\n\u003cp>The CPUC citation added that when its Safety Enforcement Division approached a senior Muni official last June to ask about how many cellphone violations the transit agency had recorded so far in 2018, the official \"replied that no violations\" had been discovered.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5689239/SFMTA-Reiskin-Letter-to-CPUC.pdf\" target=\"_blank\" rel=\"noopener\">a letter to the CPUC\u003c/a> last week, Municipal Transportation Agency chief Ed Reiskin said Muni accepts the inspectors' findings and is \"moving decisively\" to curb cellphone violations. Among the steps the agency is taking, Reiskin said, are \"targeted blitzes\" to remind operators about the rules on personal electronic devices, new signage on vehicles and in rail facilities, and a new test for operators on the requirements of state and local regulations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This is an issue we take very seriously,\" SFMTA spokesman Paul Rose said in an emailed statement Thursday. \"Even though no one was using their cell phone while driving, we took a number of steps in response to these violations. ... Managers worked hard to reach out to operators to get feedback and share the importance about following these rules.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>In the aftermath of an August incident in which a worker died working in a Muni tunnel, San Francisco agencies say they do not yet have a comprehensive system in place to warn each other about contractors who have had safety problems while working on city construction projects.\u003c/p>\n\u003cp>Instead, city officials say they’ve begun building a database in which departments can enter information about contractors — including any documented safety concerns — that other agencies will be able to access.\u003c/p>\n\u003cp>The issue was raised last week in a Board of Supervisors committee meeting prompted by \u003ca href=\"https://www.kqed.org/news/11686567/worker-dies-after-twin-peaks-tunnel-project-construction-accident\" target=\"_blank\" rel=\"noopener\">the Aug. 10 death\u003c/a> of Patrick Ricketts, 51, a worker with Shimmick Construction killed by a falling steel beam in Muni’s Twin Peaks Tunnel.\u003c/p>\n\u003cp>During the hearing of the board’s Government Audit and Oversight Committee, Supervisor Norman Yee asked John Thomas, a San Francisco Public Works engineer and deputy director for infrastructure, whether the department notifies other city agencies about contractors that have had safety issues.\u003c/p>\n\u003cp>“Is this information used for future potential contracts?” Yee asked.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“If, for instance, you see a pattern and it doesn’t really stop and they haven’t done any corrective actions, do you use that information to say ‘you know something, we can’t be giving this particular company a new contract?” Yee inquired.\u003c/p>\n\u003cp>“At this point, no, it is not used as part of the selection process,” Thomas answered.\u003c/p>\n\u003cfigure id=\"attachment_11700900\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/NormanYee-800x524.jpg\" alt=\"Supervisor Norman Yee called a hearing last week in response to questions that arose after a worker's death near West Portal Station.\" width=\"800\" height=\"524\" class=\"size-medium wp-image-11700900\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-960x629.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-240x157.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-375x246.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-520x341.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee.jpg 1000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Supervisor Norman Yee called a hearing last week in response to questions that arose after a worker’s death near West Portal Station. \u003ccite>(Sara Bloomberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When asked about Thomas’ remarks, Public Works spokeswoman Rachel Gordon said city departments have begun a pilot project using an internal website, completed last February, where they can store reviews of construction jobs.\u003c/p>\n\u003cp>So far, records from eight projects have been entered in the site. City officials plan to add more in the coming months as the project continues to roll out, Gordon said in emailed responses to questions.\u003c/p>\n\u003cp>She said documenting city officials’ concerns is key.\u003c/p>\n\u003cp>“The issue is largely about making a fair decision that is supported by documentation of poor performance,” she said. “If a department doesn’t award a contract because of its concerns about the ability of the contractor to perform, it must backup that decision with documentation.”\u003c/p>\n\u003cp>Gordon also pushed back against the idea that city agencies don’t have access to safety information about contractors that bid on city projects.\u003c/p>\n\u003cp>“Departments may ask about safe work history on past work for the city,” Gordon said in an email. “The department may check references by asking its employees or those of other city departments,” Gordon said.\u003c/p>\n\u003cp>Yee called last week’s hearing in response to questions that arose after Ricketts’ death near West Portal Station.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\">Muni Chief Downplays Safety Concerns in S.F. Tunnel Project After Worker’s Death\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/tunnel-1180x592.png\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>In the days after the incident, \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener\">news reports disclosed\u003c/a> his employer, Oakland-based Shimmick Construction, was tied to dozens of workplace violations over the last decade.\u003c/p>\n\u003cp>But prior to beginning work on the Twin Peaks Tunnel, the company and its partner on the project, Con-Quest, answered “no” on a San Francisco Municipal Transportation Authority questionnaire that asked whether they had been cited for any serious and willful violations by California’s Division of Occupational Safety and Health, or Cal/OSHA.\u003c/p>\n\u003cp>Among the alleged violations for which Cal/OSHA has fined Shimmick were \u003ca href=\"https://www.osha.gov/pls/imis/establishment.inspection_detail?id=1192534.015\" target=\"_blank\" rel=\"noopener\">three serious infractions\u003c/a> involving the death of a forklift driver in 2016.\u003c/p>\n\u003cp>Shimmick, which faces a $46,800 penalty in the case, is contesting Cal/OSHA’s findings.\u003c/p>\n\u003cp>Supervisor Aaron Peskin said city agencies that use similar questionnaires should change the way they ask about contractor safety records.\u003c/p>\n\u003cp>“It can take years to close out a case,” Peskin said. He urged all departments to ask contractors to list all workplace safety incidents they’re associated with, even those still under investigation or appeal.\u003c/p>\n\u003cp>Siew-Chin Yeong, SFMTA’s director of capital programs and construction, said that her agency wants to require contractors to submit annual summaries of work-related injuries when bidding on a project.\u003c/p>\n\u003cp>Supervisor Yee pointed out that on many city construction jobs, the project’s main contractor hires smaller companies to do large parts of the work.\u003c/p>\n\u003cp>“How do we control that?” Yee asked, looking for city rules on how the agencies track the safety records of subcontractors.\u003c/p>\n\u003cp>“The general contractor is fully responsible for the safety site including the safety of the sub-contractor,” Yeong said.\u003c/p>\n\u003cp>While the focus of the hearing and of previous news coverage has focused on weaknesses in vetting the safety records of contractors, it should be noted that city officials in recent years have been meeting to collaborate more efficiently on what they know about construction companies, emphasized Nicholas King, a process improvement analyst for Public Works.\u003c/p>\n\u003cp>“I know that you’ve heard from three departments today, and you guys are asking questions and the public’s here and the press is watching,” King said. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I just want to be clear that we’re all on the same page, and we’re all on the same team, and we’re all committed to safety.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the aftermath of an August incident in which a worker died working in a Muni tunnel, San Francisco agencies say they do not yet have a comprehensive system in place to warn each other about contractors who have had safety problems while working on city construction projects.\u003c/p>\n\u003cp>Instead, city officials say they’ve begun building a database in which departments can enter information about contractors — including any documented safety concerns — that other agencies will be able to access.\u003c/p>\n\u003cp>The issue was raised last week in a Board of Supervisors committee meeting prompted by \u003ca href=\"https://www.kqed.org/news/11686567/worker-dies-after-twin-peaks-tunnel-project-construction-accident\" target=\"_blank\" rel=\"noopener\">the Aug. 10 death\u003c/a> of Patrick Ricketts, 51, a worker with Shimmick Construction killed by a falling steel beam in Muni’s Twin Peaks Tunnel.\u003c/p>\n\u003cp>During the hearing of the board’s Government Audit and Oversight Committee, Supervisor Norman Yee asked John Thomas, a San Francisco Public Works engineer and deputy director for infrastructure, whether the department notifies other city agencies about contractors that have had safety issues.\u003c/p>\n\u003cp>“Is this information used for future potential contracts?” Yee asked.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“If, for instance, you see a pattern and it doesn’t really stop and they haven’t done any corrective actions, do you use that information to say ‘you know something, we can’t be giving this particular company a new contract?” Yee inquired.\u003c/p>\n\u003cp>“At this point, no, it is not used as part of the selection process,” Thomas answered.\u003c/p>\n\u003cfigure id=\"attachment_11700900\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/NormanYee-800x524.jpg\" alt=\"Supervisor Norman Yee called a hearing last week in response to questions that arose after a worker's death near West Portal Station.\" width=\"800\" height=\"524\" class=\"size-medium wp-image-11700900\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-960x629.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-240x157.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-375x246.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee-520x341.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/NormanYee.jpg 1000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Supervisor Norman Yee called a hearing last week in response to questions that arose after a worker’s death near West Portal Station. \u003ccite>(Sara Bloomberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When asked about Thomas’ remarks, Public Works spokeswoman Rachel Gordon said city departments have begun a pilot project using an internal website, completed last February, where they can store reviews of construction jobs.\u003c/p>\n\u003cp>So far, records from eight projects have been entered in the site. City officials plan to add more in the coming months as the project continues to roll out, Gordon said in emailed responses to questions.\u003c/p>\n\u003cp>She said documenting city officials’ concerns is key.\u003c/p>\n\u003cp>“The issue is largely about making a fair decision that is supported by documentation of poor performance,” she said. “If a department doesn’t award a contract because of its concerns about the ability of the contractor to perform, it must backup that decision with documentation.”\u003c/p>\n\u003cp>Gordon also pushed back against the idea that city agencies don’t have access to safety information about contractors that bid on city projects.\u003c/p>\n\u003cp>“Departments may ask about safe work history on past work for the city,” Gordon said in an email. “The department may check references by asking its employees or those of other city departments,” Gordon said.\u003c/p>\n\u003cp>Yee called last week’s hearing in response to questions that arose after Ricketts’ death near West Portal Station.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\">Muni Chief Downplays Safety Concerns in S.F. Tunnel Project After Worker’s Death\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/tunnel-1180x592.png\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>In the days after the incident, \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener\">news reports disclosed\u003c/a> his employer, Oakland-based Shimmick Construction, was tied to dozens of workplace violations over the last decade.\u003c/p>\n\u003cp>But prior to beginning work on the Twin Peaks Tunnel, the company and its partner on the project, Con-Quest, answered “no” on a San Francisco Municipal Transportation Authority questionnaire that asked whether they had been cited for any serious and willful violations by California’s Division of Occupational Safety and Health, or Cal/OSHA.\u003c/p>\n\u003cp>Among the alleged violations for which Cal/OSHA has fined Shimmick were \u003ca href=\"https://www.osha.gov/pls/imis/establishment.inspection_detail?id=1192534.015\" target=\"_blank\" rel=\"noopener\">three serious infractions\u003c/a> involving the death of a forklift driver in 2016.\u003c/p>\n\u003cp>Shimmick, which faces a $46,800 penalty in the case, is contesting Cal/OSHA’s findings.\u003c/p>\n\u003cp>Supervisor Aaron Peskin said city agencies that use similar questionnaires should change the way they ask about contractor safety records.\u003c/p>\n\u003cp>“It can take years to close out a case,” Peskin said. He urged all departments to ask contractors to list all workplace safety incidents they’re associated with, even those still under investigation or appeal.\u003c/p>\n\u003cp>Siew-Chin Yeong, SFMTA’s director of capital programs and construction, said that her agency wants to require contractors to submit annual summaries of work-related injuries when bidding on a project.\u003c/p>\n\u003cp>Supervisor Yee pointed out that on many city construction jobs, the project’s main contractor hires smaller companies to do large parts of the work.\u003c/p>\n\u003cp>“How do we control that?” Yee asked, looking for city rules on how the agencies track the safety records of subcontractors.\u003c/p>\n\u003cp>“The general contractor is fully responsible for the safety site including the safety of the sub-contractor,” Yeong said.\u003c/p>\n\u003cp>While the focus of the hearing and of previous news coverage has focused on weaknesses in vetting the safety records of contractors, it should be noted that city officials in recent years have been meeting to collaborate more efficiently on what they know about construction companies, emphasized Nicholas King, a process improvement analyst for Public Works.\u003c/p>\n\u003cp>“I know that you’ve heard from three departments today, and you guys are asking questions and the public’s here and the press is watching,” King said. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I just want to be clear that we’re all on the same page, and we’re all on the same team, and we’re all committed to safety.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Muni Says Contractor's Mistakes on Tunnel Project Causing New Delays in Service",
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"content": "\u003cp>\u003cem>Updated 12:45 p.m. 9/13/18\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency says mistakes by the contractor for the Twin Peaks Tunnel rehabilitation project have led to a series of train control problems and lengthy Muni Metro service delays.\u003c/p>\n\u003cp>Last weekend, the agency says, the contractor’s crews drove heavy equipment into the tunnel and damaged trackside train control equipment. The agency says it also believes the contractor improperly reinstalled parts of the train control system.\u003c/p>\n\u003cp>The contractor, Shimmick Construction, denies responsibility for the issues.\u003c/p>\n\u003cp>The SFMTA has promised \u003ca href=\"https://www.sfmta.com/projects/twin-peaks-tunnel-improvements-0\" target=\"_blank\" rel=\"noopener noreferrer\">the $40 million project\u003c/a> would lead to improved service on the K-Ingleside, L-Taraval and M-Ocean View light-rail lines, all of which use the tunnel to get from the Castro to the west side of Twin Peaks. The project, which closed the tunnel for two months, included installing new rails and track ballast (the gravel bed on which rails usually sit) and seismic retrofits to the century-old tunnel.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Muni began advising riders two days after the tunnel reopened on Aug. 25 that some trains were being delayed by “signal issues” at West Portal — the western entrance to the 2-mile bore.\u003c/p>\n\u003cp>Based on a review of Muni advisories on Twitter, those issues eased after a few days. But daily delays described as “system issues” or “signal issues” began again on Monday, causing major backups in K, L and M service heading toward downtown San Francisco.\u003c/p>\n\u003cp>John Haley, the SFMTA’s director of transit, said Wednesday the problems were due to missteps by Shimmick.\u003c/p>\n\u003cp>Haley said in an interview that both series of problems involved Muni Metro’s automatic train control system.\u003c/p>\n\u003cp>When Muni’s light-rail vehicles enter the system’s tunnels, including the Twin Peaks Tunnel, they transition from operator control to the automatic system. The train control system includes trackside equipment that identifies each vehicle as it arrives by counting the number of axles.\u003c/p>\n\u003cp>If that identification is made as intended — Haley said the process involves a “handshake” between computerized equipment at trackside and aboard each light-rail vehicle — the train is put on automatic control. In the case of the refurbished Twin Peaks Tunnel, the train is cleared to travel to the next station, Forest Hill, at a speed of 50 mph.\u003c/p>\n\u003cp>Haley said that immediately after the tunnel reopened last month, the automatic train control system was not executing the “handshake” at West Portal. The system’s response is to slow the trains to a crawl.\u003c/p>\n\u003cp>Haley said that the problem, which he described as intermittent but disruptive, involved improperly reinstalled components for the train control system.\u003c/p>\n\u003cp>“That could mean the components were relocated in the wrong place, they were buried under track or ballast that was put back down, that kind of thing,” Haley said.\u003c/p>\n\u003cp>He added that SFMTA employees have found that by reducing the automatically set speeds for a 1,000-foot section of eastbound track at West Portal, trains are able to proceed through the area without stopping. Once past the affected section of track, trains are able to resume their normal speed.\u003c/p>\n\u003cp>Haley said the second issue was more serious and grew out of previously scheduled construction last Friday night.\u003c/p>\n\u003cp>Shimmick crews brought heavy equipment into the tunnel through the West Portal entrance, he said, and in the process damaged the train control system’s trackside components.\u003c/p>\n\u003cp>“They had all sorts of heavy equipment vehicles going in, and they damaged the equipment alongside the trackway,” Haley said.\u003c/p>\n\u003cp>One of the components damaged was the system that counts vehicle axles. Haley said the result is that the system “stops the train and says, ‘Wait a minute, you’re not going any further until we figure out who you are.’ ”\u003c/p>\n\u003cp>The damage was extensive enough that it has prevented Muni from issuing remote commands to clear the problem from its operations control center. Instead, two Muni workers have been stationed at West Portal, Haley said, and are trying to manually correct problems with the system.\u003c/p>\n\u003cp>Haley added that the damage has caused a ripple effect throughout the Muni Metro system, as it forces downtown-bound trains to slow to 25 mph for the entire length of the Twin Peaks Tunnel.\u003c/p>\n\u003cp>He said Muni crews have replaced much of the damaged equipment at trackside and are working with the train control system’s manufacturer on a fix that could be in place later Wednesday.\u003c/p>\n\u003cp>Haley said the SFMTA has discussed the problems with Shimmick Construction, but declined to characterize the conversations.\u003c/p>\n\u003cp>But a representative for Shimmick said the company is not to blame for the train control problems and denied its equipment caused any damage last weekend.\u003c/p>\n\u003cp>“We have reached out to the San Francisco Municipal Transportation Agency to offer our continued post-construction support,” Chapin Fay, a Shimmick spokesperson, said in an emailed statement. “The automatic train control system work on the project was not under our purview and we are not aware of any damage that was done this weekend by our equipment.”\u003c/p>\n\u003cp>The Supervisor that represents the area of the West Portal station expressed outrage on Thursday after learning about the subway problems.\u003c/p>\n\u003cp>“These delays are unacceptable,” said Supervisor Norman Yee in an emailed statement.\u003c/p>\n\u003cp>“I urge the SFMTA to work with the contractors to resolve these issues as soon as possible.”\u003c/p>\n\u003cp>The new West Portal problems come just weeks after Mayor London Breed put SFMTA chief Ed Reiskin on notice she expects quick action to resolve the transit agency’s service issues.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Asked how much the West Portal issues might cost, Haley said, “Well, I can tell you the biggest concern I have for the cost is the public inconvenience and the impact on service. … I’m less concerned about the dollar value than the loss of confidence that our riders have.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 12:45 p.m. 9/13/18\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency says mistakes by the contractor for the Twin Peaks Tunnel rehabilitation project have led to a series of train control problems and lengthy Muni Metro service delays.\u003c/p>\n\u003cp>Last weekend, the agency says, the contractor’s crews drove heavy equipment into the tunnel and damaged trackside train control equipment. The agency says it also believes the contractor improperly reinstalled parts of the train control system.\u003c/p>\n\u003cp>The contractor, Shimmick Construction, denies responsibility for the issues.\u003c/p>\n\u003cp>The SFMTA has promised \u003ca href=\"https://www.sfmta.com/projects/twin-peaks-tunnel-improvements-0\" target=\"_blank\" rel=\"noopener noreferrer\">the $40 million project\u003c/a> would lead to improved service on the K-Ingleside, L-Taraval and M-Ocean View light-rail lines, all of which use the tunnel to get from the Castro to the west side of Twin Peaks. The project, which closed the tunnel for two months, included installing new rails and track ballast (the gravel bed on which rails usually sit) and seismic retrofits to the century-old tunnel.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Muni began advising riders two days after the tunnel reopened on Aug. 25 that some trains were being delayed by “signal issues” at West Portal — the western entrance to the 2-mile bore.\u003c/p>\n\u003cp>Based on a review of Muni advisories on Twitter, those issues eased after a few days. But daily delays described as “system issues” or “signal issues” began again on Monday, causing major backups in K, L and M service heading toward downtown San Francisco.\u003c/p>\n\u003cp>John Haley, the SFMTA’s director of transit, said Wednesday the problems were due to missteps by Shimmick.\u003c/p>\n\u003cp>Haley said in an interview that both series of problems involved Muni Metro’s automatic train control system.\u003c/p>\n\u003cp>When Muni’s light-rail vehicles enter the system’s tunnels, including the Twin Peaks Tunnel, they transition from operator control to the automatic system. The train control system includes trackside equipment that identifies each vehicle as it arrives by counting the number of axles.\u003c/p>\n\u003cp>If that identification is made as intended — Haley said the process involves a “handshake” between computerized equipment at trackside and aboard each light-rail vehicle — the train is put on automatic control. In the case of the refurbished Twin Peaks Tunnel, the train is cleared to travel to the next station, Forest Hill, at a speed of 50 mph.\u003c/p>\n\u003cp>Haley said that immediately after the tunnel reopened last month, the automatic train control system was not executing the “handshake” at West Portal. The system’s response is to slow the trains to a crawl.\u003c/p>\n\u003cp>Haley said that the problem, which he described as intermittent but disruptive, involved improperly reinstalled components for the train control system.\u003c/p>\n\u003cp>“That could mean the components were relocated in the wrong place, they were buried under track or ballast that was put back down, that kind of thing,” Haley said.\u003c/p>\n\u003cp>He added that SFMTA employees have found that by reducing the automatically set speeds for a 1,000-foot section of eastbound track at West Portal, trains are able to proceed through the area without stopping. Once past the affected section of track, trains are able to resume their normal speed.\u003c/p>\n\u003cp>Haley said the second issue was more serious and grew out of previously scheduled construction last Friday night.\u003c/p>\n\u003cp>Shimmick crews brought heavy equipment into the tunnel through the West Portal entrance, he said, and in the process damaged the train control system’s trackside components.\u003c/p>\n\u003cp>“They had all sorts of heavy equipment vehicles going in, and they damaged the equipment alongside the trackway,” Haley said.\u003c/p>\n\u003cp>One of the components damaged was the system that counts vehicle axles. Haley said the result is that the system “stops the train and says, ‘Wait a minute, you’re not going any further until we figure out who you are.’ ”\u003c/p>\n\u003cp>The damage was extensive enough that it has prevented Muni from issuing remote commands to clear the problem from its operations control center. Instead, two Muni workers have been stationed at West Portal, Haley said, and are trying to manually correct problems with the system.\u003c/p>\n\u003cp>Haley added that the damage has caused a ripple effect throughout the Muni Metro system, as it forces downtown-bound trains to slow to 25 mph for the entire length of the Twin Peaks Tunnel.\u003c/p>\n\u003cp>He said Muni crews have replaced much of the damaged equipment at trackside and are working with the train control system’s manufacturer on a fix that could be in place later Wednesday.\u003c/p>\n\u003cp>Haley said the SFMTA has discussed the problems with Shimmick Construction, but declined to characterize the conversations.\u003c/p>\n\u003cp>But a representative for Shimmick said the company is not to blame for the train control problems and denied its equipment caused any damage last weekend.\u003c/p>\n\u003cp>“We have reached out to the San Francisco Municipal Transportation Agency to offer our continued post-construction support,” Chapin Fay, a Shimmick spokesperson, said in an emailed statement. “The automatic train control system work on the project was not under our purview and we are not aware of any damage that was done this weekend by our equipment.”\u003c/p>\n\u003cp>The Supervisor that represents the area of the West Portal station expressed outrage on Thursday after learning about the subway problems.\u003c/p>\n\u003cp>“These delays are unacceptable,” said Supervisor Norman Yee in an emailed statement.\u003c/p>\n\u003cp>“I urge the SFMTA to work with the contractors to resolve these issues as soon as possible.”\u003c/p>\n\u003cp>The new West Portal problems come just weeks after Mayor London Breed put SFMTA chief Ed Reiskin on notice she expects quick action to resolve the transit agency’s service issues.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Asked how much the West Portal issues might cost, Haley said, “Well, I can tell you the biggest concern I have for the cost is the public inconvenience and the impact on service. … I’m less concerned about the dollar value than the loss of confidence that our riders have.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Man's Story of Muni Attack: 'Do You Have a Problem With the Music?'",
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"content": "\u003cp>\u003cstrong>Update 2:15 p.m. Saturday:\u003c/strong> A 21-year-old man who was set upon by two other Muni passengers on Thursday night says the incident began with a dispute over playing music that another rider objected to. \u003c/p>\n\u003cp>Dexter Lotz said in \u003ca href=\"https://abc7news.com/they-attacked-me-man-in-viral-muni-fight-says-riders-didnt-like-him-playing-music-on-train/4114815/\" rel=\"noopener\" target=\"_blank\">an interview with San Francisco’s ABC7 \u003c/a>that as he played music — it’s not clear over what kind of device — another passenger on the N-Judah light-rail vehicle approached him. \u003c/p>\n\u003cp>“He said, ‘Are you going to get off?’ ” Lotz told ABC7. “I said, ‘Do you have a problem with the music?’ He didn’t respond. Then I said, ‘Are you going to do something about it?’ And he attacked me.” \u003c/p>\n\u003cp>Lotz gave a slightly \u003ca href=\"https://www.nbcbayarea.com/on-air/as-seen-on/Rider-Almost-Pushed-Off-Muni-Train-in-SF_Bay-Area-492246481.html\" rel=\"noopener\" target=\"_blank\">different version of events\u003c/a> in an interview with NBC Bay Area. \u003c/p>\n\u003cp>In yet \u003ca href=\"https://mic.com/articles/191065/muni-mark-muni-matt-video-of-white-men-san-francisco-attack#.gdloKROhx\" rel=\"noopener\" target=\"_blank\">a third interview\u003c/a> — with independent journalist \u003ca href=\"https://twitter.com/AnnaMSterling\" rel=\"noopener\" target=\"_blank\">Anna Sterling\u003c/a>, who tweeted video of the Thursday evening incident she had obtained from a witness — Lotz said that San Francisco police ordered him to the ground and handcuffed him when they encountered him after the incident. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sterling wrote that when Lotz asked why he was in handcuffs and not the man who had put him in a headlock and attempted to throw him from the Muni vehicle, police told him that reports claimed that Lotz was the aggressor. \u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/getting-around/safety/safety-and-good-conduct\" rel=\"noopener\" target=\"_blank\">Muni rules\u003c/a> — like those on virtually every California transit system — prohibit playing sound equipment without earphones. Lotz told ABC7 Thursday night’s episode wasn’t the first time a Muni passenger has wanted him to turn his music down. \u003c/p>\n\u003cp>“If someone would have asked me to turn it down, I would have done that,” Lotz said. \u003c/p>\n\u003cp>\u003cstrong>Original post (last updated 5:35 p.m. Friday):\u003c/strong> San Francisco police are investigating a Thursday night incident captured on cellphone video in which two adult passengers on the Muni Metro appear to assault a younger passenger and then attempt to throw him from the vehicle.\u003c/p>\n\u003cp>Police said Friday they had located all three men involved in the incident and none sought to press charges. The department said its investigation is ongoing. \u003c/p>\n\u003cp>Two short videos of the episode, which occurred about 8:45 p.m. Thursday on an N-Judah light-rail vehicle near 34th Avenue and Judah Street in the city’s Outer Sunset neighborhood, were tweeted late Thursday.\u003c/p>\n\u003cp>https://twitter.com/AnnaMSterling/status/1035391641861799936\u003c/p>\n\u003cp>One of the videos depicts an adult white male who has another person in a headlock on one of the vehicle’s seats. Other passengers approach, exclaiming, “He’s a kid!” and “Over music?”\u003c/p>\n\u003cp>A second video shows the first adult and a second, also apparently white, trying repeatedly to force a younger male off the vehicle through an open side door. The younger man, who appears to be a person of color, struggles to stay on the car and screams “Stop!” several times.\u003c/p>\n\u003cp>The videos were posted by Anna Sterling, an independent journalist and part-time producer for KQED’s \u003cem>Forum\u003c/em> program.\u003c/p>\n\u003cp>She said on Twitter that she had obtained the video from a witness who got off the Muni car at the same stop as the young man to offer aid. “He is OK,” Sterling reported early Friday via tweet. “He was shaken up after the incident for sure though. We are following up this story and will share soon.”\u003c/p>\n\u003cp>It isn’t apparent from the videos what led to the incident. Police said they planned to review Muni surveillance footage, “which may show what occurred prior to the encounter seen in the cellphone videos.”\u003c/p>\n\u003cp>Muni said on Twitter that the N-Judah operator was aware of the incident as it was occurring and notified police. The agency said it had given the SFPD surveillance video from the car.\u003c/p>\n\u003cp>https://twitter.com/sfmta_muni/status/1035555365084061696\u003c/p>\n\u003cp>The Police Department said in a statement that about 8:45 p.m. Thursday, it “received several calls regarding an assault that occurred on a Muni light rail vehicle.”\u003c/p>\n\u003cp>“Officers arrived on scene and made contact with two adult male subjects,” the statement said. “During our investigation, both subjects admitted to being involved in a mutual physical altercation, but neither party chose to press charges.”\u003c/p>\n\u003cp>Officer Grace Gatpandan, a department spokeswoman, said later Friday that police had also located and interviewed the apparent victim, who declined to press charges. \u003c/p>\n\u003cp>“We have an open and active investigation into what happened,” Gatpandan said, including “looking at the circumstances” that led to the incident. She added that if police find probable cause a crime was committed, those involved could still face arrest. \u003c/p>\n\u003cp>Supervisor Katy Tang, who represents the neighborhood where the incident occurred, called the video “very disturbing.”\u003c/p>\n\u003cp>“Violence should never be the answer to resolving issues,” she said. “I hope that riders will seek assistance from Muni operators if there are ever any issues on Muni because they are more well-equipped to handle these problems and call for further back-up if needed.” \u003c/p>\n\u003cp>The SFPD asked anyone with information about the incident to call the department’s anonymous tip line at (415) 575-4444.\u003c/p>\n\u003cp>\u003cem>This story was updated Friday to include Friday afternoon comment from the San Francisco Police Department and Supervisor Katy Tang.\u003c/em> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story was updated Saturday to include details from interviews given by Dexter Lotz, the man fellow riders tried to throw off an N-Judah train car. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update 2:15 p.m. Saturday:\u003c/strong> A 21-year-old man who was set upon by two other Muni passengers on Thursday night says the incident began with a dispute over playing music that another rider objected to. \u003c/p>\n\u003cp>Dexter Lotz said in \u003ca href=\"https://abc7news.com/they-attacked-me-man-in-viral-muni-fight-says-riders-didnt-like-him-playing-music-on-train/4114815/\" rel=\"noopener\" target=\"_blank\">an interview with San Francisco’s ABC7 \u003c/a>that as he played music — it’s not clear over what kind of device — another passenger on the N-Judah light-rail vehicle approached him. \u003c/p>\n\u003cp>“He said, ‘Are you going to get off?’ ” Lotz told ABC7. “I said, ‘Do you have a problem with the music?’ He didn’t respond. Then I said, ‘Are you going to do something about it?’ And he attacked me.” \u003c/p>\n\u003cp>Lotz gave a slightly \u003ca href=\"https://www.nbcbayarea.com/on-air/as-seen-on/Rider-Almost-Pushed-Off-Muni-Train-in-SF_Bay-Area-492246481.html\" rel=\"noopener\" target=\"_blank\">different version of events\u003c/a> in an interview with NBC Bay Area. \u003c/p>\n\u003cp>In yet \u003ca href=\"https://mic.com/articles/191065/muni-mark-muni-matt-video-of-white-men-san-francisco-attack#.gdloKROhx\" rel=\"noopener\" target=\"_blank\">a third interview\u003c/a> — with independent journalist \u003ca href=\"https://twitter.com/AnnaMSterling\" rel=\"noopener\" target=\"_blank\">Anna Sterling\u003c/a>, who tweeted video of the Thursday evening incident she had obtained from a witness — Lotz said that San Francisco police ordered him to the ground and handcuffed him when they encountered him after the incident. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>One of the videos depicts an adult white male who has another person in a headlock on one of the vehicle’s seats. Other passengers approach, exclaiming, “He’s a kid!” and “Over music?”\u003c/p>\n\u003cp>A second video shows the first adult and a second, also apparently white, trying repeatedly to force a younger male off the vehicle through an open side door. The younger man, who appears to be a person of color, struggles to stay on the car and screams “Stop!” several times.\u003c/p>\n\u003cp>The videos were posted by Anna Sterling, an independent journalist and part-time producer for KQED’s \u003cem>Forum\u003c/em> program.\u003c/p>\n\u003cp>She said on Twitter that she had obtained the video from a witness who got off the Muni car at the same stop as the young man to offer aid. “He is OK,” Sterling reported early Friday via tweet. “He was shaken up after the incident for sure though. We are following up this story and will share soon.”\u003c/p>\n\u003cp>It isn’t apparent from the videos what led to the incident. Police said they planned to review Muni surveillance footage, “which may show what occurred prior to the encounter seen in the cellphone videos.”\u003c/p>\n\u003cp>Muni said on Twitter that the N-Judah operator was aware of the incident as it was occurring and notified police. The agency said it had given the SFPD surveillance video from the car.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The Police Department said in a statement that about 8:45 p.m. Thursday, it “received several calls regarding an assault that occurred on a Muni light rail vehicle.”\u003c/p>\n\u003cp>“Officers arrived on scene and made contact with two adult male subjects,” the statement said. “During our investigation, both subjects admitted to being involved in a mutual physical altercation, but neither party chose to press charges.”\u003c/p>\n\u003cp>Officer Grace Gatpandan, a department spokeswoman, said later Friday that police had also located and interviewed the apparent victim, who declined to press charges. \u003c/p>\n\u003cp>“We have an open and active investigation into what happened,” Gatpandan said, including “looking at the circumstances” that led to the incident. She added that if police find probable cause a crime was committed, those involved could still face arrest. \u003c/p>\n\u003cp>Supervisor Katy Tang, who represents the neighborhood where the incident occurred, called the video “very disturbing.”\u003c/p>\n\u003cp>“Violence should never be the answer to resolving issues,” she said. “I hope that riders will seek assistance from Muni operators if there are ever any issues on Muni because they are more well-equipped to handle these problems and call for further back-up if needed.” \u003c/p>\n\u003cp>The SFPD asked anyone with information about the incident to call the department’s anonymous tip line at (415) 575-4444.\u003c/p>\n\u003cp>\u003cem>This story was updated Friday to include Friday afternoon comment from the San Francisco Police Department and Supervisor Katy Tang.\u003c/em> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story was updated Saturday to include details from interviews given by Dexter Lotz, the man fellow riders tried to throw off an N-Judah train car. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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},
"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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