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"content": "\u003cp>San Francisco’s Municipal Transportation Agency will be forced to redo part of a $52 million tunnel project because of a decision during construction two years ago that has led to potential stability problems along tracks used by several Muni light-rail lines.\u003c/p>\n\u003cp>Fixing the track work on the Twin Peaks Tunnel — a high-profile project marked by a series of difficulties, including the death of a worker struck by a falling beam — could cost tens of millions of dollars.\u003c/p>\n\u003cp>SFMTA officials first disclosed the issue last month to the agency’s board. The potential cost was first discussed publicly Tuesday during an SFMTA presentation to the San Francisco County Transportation Authority board.\u003c/p>\n\u003cp>The tunnel project included seismic retrofitting of the 2-mile-long structure, which first opened in 1918, and replacement of its 50-year-old track structure, including rails, ties and the ballast rock that provides a stable rail bed and allows water to drain from the trackway.\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s director of transit, told the Transportation Authority board, a body made up of all 11 members of the Board of Supervisors, that instead of replacing the ballast rock during the project, as specified in \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/01/2-6-18_item_14_contract_award_-_twin_peaks_tunnel.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">the project contract\u003c/a>, “a decision was made” to reuse the ballast that had been in place for decades.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Tom Maguire, SFMTA director of sustainable streets\"]‘A competent contractor should be able to do work like this right. This is basic rail construction.’[/pullquote]\u003c/p>\n\u003cp>“If the ballast had been cleaned and kind of shaken out so that all of the mud and fine particles were removed, reusing the ballast probably would have been a cost-effective and time-effective strategy,” Kirschbaum said. “But it wasn’t. And as a result, we now have ballast that is really more mud than rock and needs to be addressed.”\u003c/p>\n\u003cp>In an answer to a question from Supervisor Rafael Mandelman, Kirschbaum said the cost of having a contractor go in and replace the ballast would be in the millions of dollars.\u003c/p>\n\u003cp>“Millions or tens of millions?” Mandelman asked.\u003c/p>\n\u003cp>“I think tens of millions,” Kirschbaum said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In her initial presentation on the issue, during an Oct. 20 SFMTA board meeting, Kirschbaum said that when the tunnel work began in 2018, contractors discovered the old ballast was contaminated with a higher level of heavy metals than had been anticipated. That made the ballast “more costly to handle and more costly to dispose of,” she said.\u003c/p>\n\u003cp>“In order to keep the project on-time and on-budget, the decision was made to reuse rather than replace the ballast,” Kirschbaum said in October. \u003c/p>\n\u003cp>Mandelman noted Kirschbaum’s statement on Tuesday that “a decision was made” to reuse the uncleaned ballast and asked her who was responsible. Tom Maguire, the SFMTA’s director of sustainable streets, said the decision had been made jointly by agency staff and the project’s contractor, a joint venture involving Oakland’s Shimmick Construction and San Francisco-based Con-Quest Contractors.\u003c/p>\n\u003cp>“They had to weigh a couple of tricky issues in the field, including the possibility that some of the material might be contaminated and might need to be removed,” Maguire said. “However, that critical decision needed to have been elevated sooner and faster with a comprehensive view of all the risks” involved in leaving the old ballast in place.\u003c/p>\n\u003cp>Maguire told the SFMTA board in October that the agency was discussing the issue with the City Attorney’s Office “and figuring out how to hold the contractor accountable.”\u003c/p>\n\u003cp>“A competent contractor should be able to do work like this right,” Maguire told board. “This is basic rail construction.”\u003c/p>\n\u003cp>In her own October presentation to the SFMTA board, Kirschbaum said that while the ballast problem didn’t pose an immediate safety problem, inspections have determined that track stability issues are likely to develop in one particular location in the tunnel’s eastern half.\u003c/p>\n\u003cp>“Where we know it’s going to erode first based on visual inspections and what we’ve seen over the last two years is around the Eureka Curve,” between the Forest Hill and Castro stations, Kirschbaum said. \u003c/p>\n\u003ch3>‘Out of Excuses’\u003c/h3>\n\u003cp>Tuesday’s details about the tunnel issue emerged just days after \u003ca href=\"https://www.sfmta.com/blog/central-subway-slowed-covid-19-still-making-progress\" target=\"_blank\" rel=\"noopener noreferrer\">the SFMTA acknowledged\u003c/a> that its long-delayed Central Subway project will blow through another completion target date and likely not open until 2022.\u003c/p>\n\u003cp>The Twin Peaks Tunnel problem, on top of delays in other major projects and \u003ca href=\"https://sf.streetsblog.org/2020/09/02/bad-splices-point-to-fundamental-problems-at-muni/\" target=\"_blank\" rel=\"noopener noreferrer\">an embarrassing August mishap\u003c/a> in which spliced electrical wires derailed the SFMTA’s attempt to relaunch Muni Metro light-rail service, prompted an exasperated response from Supervisor Aaron Peskin, who chairs the transportation board.\u003c/p>\n\u003cp>“If this were just the Central Subway … I’d be frustrated,” Peskin said. “But when you add the ballast in the tunnel, and when you add the — frankly, I’m going to say it — screw-up relative to the splices, when you add that to the Van Ness BRT (bus rapid transit) delays, which is nowhere near as complicated as these other projects, you’re just, as I said in \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Central-Subway-delayed-again-until-2022-15727909.php\" target=\"_blank\" rel=\"noopener noreferrer\">the newspaper\u003c/a> the other day, you’re out of excuses.”\u003c/p>\n\u003cp>SFMTA officials didn’t immediately respond to questions about when the ballast replacement work will begin. Except for its brief, troubled reopening in August, all Muni Metro light-rail service has been shut down since shortly after COVID-19 shelter-at-home orders were imposed in March.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='twin-peaks-tunnel']The Twin Peaks Tunnel work took place during the summer of 2018 and was marked by a series of missteps and one construction tragedy.\u003c/p>\n\u003cp>Muni’s use of bus shuttles to replace light-rail service through the tunnel during the two months of construction exposed a major shortage of coach operators and \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Twin-Peaks-Tunnel-closure-compounds-Muni-driver-13153530.php\" target=\"_blank\" rel=\"noopener noreferrer\">threw citywide bus service into disarray\u003c/a>.\u003c/p>\n\u003cp>As work on the project was near completion, a falling beam killed Colusa County construction worker Patrick Ricketts, 51. That brought to light \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener noreferrer\">a long history of safety violations\u003c/a> by Oakland-based Shimmick Construction, one of the project’s principal contractors. Cal/OSHA fined Shimmick and its joint venture partner in the project, San Francisco-based Con-Quest, $65,300 for safety infractions related to Ricketts’ death.\u003c/p>\n\u003cp>When the tunnel reopened, service was subject to repeated delays attributed to problems with trackside train control equipment. After nearly three weeks of frequently disrupted service, \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener noreferrer\">Muni said\u003c/a> that a contractor’s crew had damaged the trackside equipment while doing follow-up work on the project.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco’s Municipal Transportation Agency will be forced to redo part of a $52 million tunnel project because of a decision during construction two years ago that has led to potential stability problems along tracks used by several Muni light-rail lines.\u003c/p>\n\u003cp>Fixing the track work on the Twin Peaks Tunnel — a high-profile project marked by a series of difficulties, including the death of a worker struck by a falling beam — could cost tens of millions of dollars.\u003c/p>\n\u003cp>SFMTA officials first disclosed the issue last month to the agency’s board. The potential cost was first discussed publicly Tuesday during an SFMTA presentation to the San Francisco County Transportation Authority board.\u003c/p>\n\u003cp>The tunnel project included seismic retrofitting of the 2-mile-long structure, which first opened in 1918, and replacement of its 50-year-old track structure, including rails, ties and the ballast rock that provides a stable rail bed and allows water to drain from the trackway.\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s director of transit, told the Transportation Authority board, a body made up of all 11 members of the Board of Supervisors, that instead of replacing the ballast rock during the project, as specified in \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/01/2-6-18_item_14_contract_award_-_twin_peaks_tunnel.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">the project contract\u003c/a>, “a decision was made” to reuse the ballast that had been in place for decades.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘A competent contractor should be able to do work like this right. This is basic rail construction.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“If the ballast had been cleaned and kind of shaken out so that all of the mud and fine particles were removed, reusing the ballast probably would have been a cost-effective and time-effective strategy,” Kirschbaum said. “But it wasn’t. And as a result, we now have ballast that is really more mud than rock and needs to be addressed.”\u003c/p>\n\u003cp>In an answer to a question from Supervisor Rafael Mandelman, Kirschbaum said the cost of having a contractor go in and replace the ballast would be in the millions of dollars.\u003c/p>\n\u003cp>“Millions or tens of millions?” Mandelman asked.\u003c/p>\n\u003cp>“I think tens of millions,” Kirschbaum said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In her initial presentation on the issue, during an Oct. 20 SFMTA board meeting, Kirschbaum said that when the tunnel work began in 2018, contractors discovered the old ballast was contaminated with a higher level of heavy metals than had been anticipated. That made the ballast “more costly to handle and more costly to dispose of,” she said.\u003c/p>\n\u003cp>“In order to keep the project on-time and on-budget, the decision was made to reuse rather than replace the ballast,” Kirschbaum said in October. \u003c/p>\n\u003cp>Mandelman noted Kirschbaum’s statement on Tuesday that “a decision was made” to reuse the uncleaned ballast and asked her who was responsible. Tom Maguire, the SFMTA’s director of sustainable streets, said the decision had been made jointly by agency staff and the project’s contractor, a joint venture involving Oakland’s Shimmick Construction and San Francisco-based Con-Quest Contractors.\u003c/p>\n\u003cp>“They had to weigh a couple of tricky issues in the field, including the possibility that some of the material might be contaminated and might need to be removed,” Maguire said. “However, that critical decision needed to have been elevated sooner and faster with a comprehensive view of all the risks” involved in leaving the old ballast in place.\u003c/p>\n\u003cp>Maguire told the SFMTA board in October that the agency was discussing the issue with the City Attorney’s Office “and figuring out how to hold the contractor accountable.”\u003c/p>\n\u003cp>“A competent contractor should be able to do work like this right,” Maguire told board. “This is basic rail construction.”\u003c/p>\n\u003cp>In her own October presentation to the SFMTA board, Kirschbaum said that while the ballast problem didn’t pose an immediate safety problem, inspections have determined that track stability issues are likely to develop in one particular location in the tunnel’s eastern half.\u003c/p>\n\u003cp>“Where we know it’s going to erode first based on visual inspections and what we’ve seen over the last two years is around the Eureka Curve,” between the Forest Hill and Castro stations, Kirschbaum said. \u003c/p>\n\u003ch3>‘Out of Excuses’\u003c/h3>\n\u003cp>Tuesday’s details about the tunnel issue emerged just days after \u003ca href=\"https://www.sfmta.com/blog/central-subway-slowed-covid-19-still-making-progress\" target=\"_blank\" rel=\"noopener noreferrer\">the SFMTA acknowledged\u003c/a> that its long-delayed Central Subway project will blow through another completion target date and likely not open until 2022.\u003c/p>\n\u003cp>The Twin Peaks Tunnel problem, on top of delays in other major projects and \u003ca href=\"https://sf.streetsblog.org/2020/09/02/bad-splices-point-to-fundamental-problems-at-muni/\" target=\"_blank\" rel=\"noopener noreferrer\">an embarrassing August mishap\u003c/a> in which spliced electrical wires derailed the SFMTA’s attempt to relaunch Muni Metro light-rail service, prompted an exasperated response from Supervisor Aaron Peskin, who chairs the transportation board.\u003c/p>\n\u003cp>“If this were just the Central Subway … I’d be frustrated,” Peskin said. “But when you add the ballast in the tunnel, and when you add the — frankly, I’m going to say it — screw-up relative to the splices, when you add that to the Van Ness BRT (bus rapid transit) delays, which is nowhere near as complicated as these other projects, you’re just, as I said in \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Central-Subway-delayed-again-until-2022-15727909.php\" target=\"_blank\" rel=\"noopener noreferrer\">the newspaper\u003c/a> the other day, you’re out of excuses.”\u003c/p>\n\u003cp>SFMTA officials didn’t immediately respond to questions about when the ballast replacement work will begin. Except for its brief, troubled reopening in August, all Muni Metro light-rail service has been shut down since shortly after COVID-19 shelter-at-home orders were imposed in March.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Twin Peaks Tunnel work took place during the summer of 2018 and was marked by a series of missteps and one construction tragedy.\u003c/p>\n\u003cp>Muni’s use of bus shuttles to replace light-rail service through the tunnel during the two months of construction exposed a major shortage of coach operators and \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Twin-Peaks-Tunnel-closure-compounds-Muni-driver-13153530.php\" target=\"_blank\" rel=\"noopener noreferrer\">threw citywide bus service into disarray\u003c/a>.\u003c/p>\n\u003cp>As work on the project was near completion, a falling beam killed Colusa County construction worker Patrick Ricketts, 51. That brought to light \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener noreferrer\">a long history of safety violations\u003c/a> by Oakland-based Shimmick Construction, one of the project’s principal contractors. Cal/OSHA fined Shimmick and its joint venture partner in the project, San Francisco-based Con-Quest, $65,300 for safety infractions related to Ricketts’ death.\u003c/p>\n\u003cp>When the tunnel reopened, service was subject to repeated delays attributed to problems with trackside train control equipment. After nearly three weeks of frequently disrupted service, \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener noreferrer\">Muni said\u003c/a> that a contractor’s crew had damaged the trackside equipment while doing follow-up work on the project.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After it was announced that \u003ca href=\"https://bit.ly/fioresfpdmuni\">Muni will no longer take cops to anti-police brutality protests\u003c/a>, SFPD said, \"we've adjusted our transportation and operations accordingly.\"\u003c/p>\n\u003cp>Maybe they can just carpool next time?\u003c/p>\n\u003cp>It is jarring to see numerous tactically-attired officers carrying weapons pour out of a bus that in normal times carries regular ol' citizens.\u003c/p>\n\u003cp>\"\u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2019/01/1-29-19_item_6_cao_workshop_slide_presentation.pdf\">The People's Railway\u003c/a>\" shouldn't be hijacked for police purposes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After it was announced that \u003ca href=\"https://bit.ly/fioresfpdmuni\">Muni will no longer take cops to anti-police brutality protests\u003c/a>, SFPD said, \"we've adjusted our transportation and operations accordingly.\"\u003c/p>\n\u003cp>Maybe they can just carpool next time?\u003c/p>\n\u003cp>It is jarring to see numerous tactically-attired officers carrying weapons pour out of a bus that in normal times carries regular ol' citizens.\u003c/p>\n\u003cp>\"\u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2019/01/1-29-19_item_6_cao_workshop_slide_presentation.pdf\">The People's Railway\u003c/a>\" shouldn't be hijacked for police purposes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Two Saturdays ago, demonstrators marching in San Francisco viewed a peculiar sight.\u003c/p>\n\u003cp>Some police, clad in full riot gear, did not arrive at Union Square in police cars, sirens blazing. Nor did they ride in on motorcycles, bicycles or even those armored vehicles — the Lenco BearCat — that have been ubiquitous in demonstrations across the United States. Instead, they arrived the way 720,000 people once traveled to work in San Francisco every day (before COVID-19, anyway) — by Muni bus.\u003c/p>\n\u003cp>After a public outcry and a quieter, internal rebellion by San Francisco’s own transportation agency employees, the years-long practice will end.\u003c/p>\n\u003cp>Muni buses will no longer transport police to political demonstrations about “police brutality,” the San Francisco Municipal Transportation Agency \u003ca href=\"https://twitter.com/sfmta_muni/status/1270391482080358407\">announced on Twitter\u003c/a> Tuesday.\u003c/p>\n\u003cp>It’s a small rebellion by a transit agency against local police, and particularly poignant after decades of mistrust between black Americans and public transportation agencies.\u003c/p>\n\u003cp>It was on a bus, after all, that Rosa Parks was met with racist orders to yield a seat to a white passenger in 1955 — and it was on a BART platform where Oscar Grant was shot and killed by a transit police officer as he lay unarmed on the ground in 2009.\u003c/p>\n\u003cp>The decision by Muni leadership came after turmoil both public and behind closed doors. And there are no rules in Muni’s books to prevent the practice in the future — yet.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch3>‘Infuriating’\u003c/h3>\n\u003cp>Lateefah Simon, president of the BART Board of Directors, is also a lifelong Muni rider. Growing up in San Francisco, Muni was part of the fabric of life: going to school, going to work and, yes, part of being arrested after a protest.\u003c/p>\n\u003cp>In 1991, a young, junior high school-aged Simon took a 38-Geary Muni bus from Presidio Middle School to an anti-Iraq war protest downtown. When she was arrested, police tossed her and other demonstrators on a Muni bus bound for juvenile hall.\u003c/p>\n\u003cp>“They sure did put us on a Muni bus,” she recalled.\u003c/p>\n\u003cp>But in the intervening decades, a movement in the transit community has risen to bring public transit onto the side of protesters and racial justice.\u003c/p>\n\u003cp>At the start of the George Floyd protests in May, one New York City bus driver inspired many in the world’s transit community. When detainees from a demonstration were loaded by the New York Police Department onto a city bus, the driver walked off, refusing to transport the protesters.\u003c/p>\n\u003cp>Crowds at Barclays Center, where the protesters were arrested, wildly cheered for the driver. The video went viral, and was viewed more than 12.5 million times as of June 10.\u003c/p>\n\u003cp>https://twitter.com/berniebromanny/status/1266528183454699521\u003c/p>\n\u003cp>But here in the Bay Area, transit-lovers skewered Muni after watching social media videos of police in riot gear emerge from Muni buses to counter protesters. The driver did not walk off, and on social media the agency was perceived as against protesters demanding the defense of black lives.\u003c/p>\n\u003cp>One of those self-described transit “geeks” against the practice is \u003ca href=\"https://twitter.com/_DaveSquare\">David Sorrell\u003c/a>, a UC Berkeley transit administrator. Sorrell, who is black, told KQED his industry is predominantly white, male and of an older generation. Sorrell grew up in Chicago without access to a car, so his love of buses and trains grew from a young age. He saw the world from the window of a train. In that light, Sorrell called Muni transporting police to a local protest “infuriating.”\u003c/p>\n\u003cp>“From an optics standpoint, and from a personal standpoint, it’s disappointing that the one thing that is supposed to connect our communities together is being used as a tool to stifle our freedoms of speech and assembly,” he said.\u003c/p>\n\u003cp>Sorrell was not the only one to express outrage online. Chris Arvin is a prominent figure in the world of local transit lovers, known for his cherubic happy-faced bus and train art which he sells as pins and shirts online.\u003c/p>\n\u003cp>Marshaling his thousands of online followers, Arvin blasted Muni for transporting police to protests. He noted that the agency was once dubbed “The People’s Railway” when it began in 1912, and should remain for the people — not cops.\u003c/p>\n\u003cp>https://twitter.com/chrisarvinsf/status/1267692093754896384\u003c/p>\n\u003cp>“During Sunday’s peaceful protest in support of black lives, I saw a police officer aim a rubber bullet gun directly at a woman who had her hands up,” Arvin told KQED. He also \u003ca href=\"https://twitter.com/chrisarvinsf/status/1270060589612544000\">tweeted a photo\u003c/a> of that moment. “Public transit buses should be solely for the benefit of riders, serving their transit needs, not to aid another agency in bringing weapons to a peaceful event.”\u003c/p>\n\u003cp>Even SFPD hasn’t kicked up a fuss about the move.\u003c/p>\n\u003cp>“We recognize we are all in the midst of a difficult, emotionally charged time as we come to terms with painful truths about the kind of policing that took George Floyd’s life in Minneapolis,” SFPD Sgt. Michael Andraychak said in a statement. “SFPD’s commitment to the safety and First Amendment rights of those we serve remains undiminished, of course, and we’ve adjusted our transportation and operations accordingly.”\u003c/p>\n\u003cp>While some are already praising the decision publicly, the decision is actually a reversal.\u003c/p>\n\u003ch3>Major U-turn\u003c/h3>\n\u003cp>Only one week ago, Muni leadership said the agency would continue to transport police to demonstrations.\u003c/p>\n\u003cp>Speaking to the SFMTA Board of Directors during their public meeting last Tuesday, Jeffrey Tumlin, director of SFMTA, said he was surprised to learn Muni buses were used to transport police, which he only learned after a photo of a bus transporting police was tweeted by this KQED reporter. Tumlin was swiftly met with criticism by Muni riders and his own staff.\u003c/p>\n\u003cp>“Two days ago, I learned from social media that our Muni buses are being used to transport police officers. This is apparently something the agency has been doing for many years,” Tumlin told the SFMTA board.\u003c/p>\n\u003cp>https://twitter.com/FitzTheReporter/status/1267202232472068097\u003c/p>\n\u003cp>He then detailed some legacy of public transit and racism, including San Francisco planners’ historical erasure of black neighborhoods, labeled as “blight,” to erect new freeways.\u003c/p>\n\u003cp>“So as I work to try to reform the horrific history within my own industry, I need to honor (SFPD) Chief Bill Scott’s leadership for structural change within his,” Tumlin added. “We’re a city department just like SFPD. SFPD officers are our colleagues.”\u003c/p>\n\u003cp>By the time Tumlin voiced his support for police, the outrage on social media against Muni had quieted. Protesters redirected their energies to police clashes in San Francisco and the Bay Area.\u003c/p>\n\u003cp>But internally, staffers from various SFMTA departments voiced their outrage to Tumlin. The relatively new SFMTA director had started his tenure in 2019 with bold promises to correct his agency’s historic injustices against the black community, and his new stance on police threatened to turn those words into mere lip service in the eyes of his staff.\u003c/p>\n\u003cp>Voices within the department began to organize. In just a few days, Tumlin threw his agency into reverse.\u003c/p>\n\u003ch3>Never Again? Not So Fast\u003c/h3>\n\u003cp>Already, some in the city are rebuking the agency for its new policy.\u003c/p>\n\u003cp>“Hey Muni, lose our number next time you need officers for fare evasion enforcement or removing problem passengers from your buses and trains,” the San Francisco Police Officers Association \u003ca href=\"https://twitter.com/SanFranciscoPOA/status/1270741418336645120?s=20\">wrote on Twitter\u003c/a>.\u003c/p>\n\u003cp>Should pressure mount from the police union to restore service, there is no regulation on SFMTA’s books preventing them from transporting police, only the promise of its director.\u003c/p>\n\u003cp>To prevent Muni from being used as police transport in the future, the city’s charter or SFMTA’s own policies may need to change.\u003c/p>\n\u003cp>There may be some support for such an action at the San Francisco Board of Supervisors. Supervisor Shamann Walton, who represents the historically black Bayview neighborhood of San Francisco, told KQED “I am not sure why SFMTA would be participating in militarizing our streets in these times of unrest and high tensions between community and law enforcement.”\u003c/p>\n\u003cp>There is some appetite to make this a permanent change at the SFMTA Board of Directors, which sets policy for the agency. Jane Natoli is a nominee by Mayor London Breed for an empty seat on the board, and is awaiting final approval for her seat by the Board of Supervisors. She called it “confirmation limbo.”\u003c/p>\n\u003cp>But, should the board appoint her, Natoli said she would work to enshrine a policy so Muni no longer transports police to city protests.\u003c/p>\n\u003cp>https://twitter.com/SanFranciscoPOA/status/1270741418336645120\u003c/p>\n\u003cp>“This is something that as soon as I saw, I was just shocked,” Natoli said. “I think that that shows that our values aren’t necessarily aligned with our actions.”\u003c/p>\n\u003cp>Should no local leaders act, bus drivers themselves may be the last line against the practice. They drive these special service buses on a volunteer basis.\u003c/p>\n\u003cp>Roger Marenco, president of Muni’s union, the Transport Workers Union Local 250-A, said his members value police when they help with assaults on bus drivers and understands the police’s desire to maintain peace at protests when break-ins occur.\u003c/p>\n\u003cp>He called it a “delicate line.” But Marenco also used to drive a bus himself.\u003c/p>\n\u003cp>“An officer taking away somebody’s life, that person is never coming back to life, ever,” Marenco said. “It just seems like, ‘why are we not standing up in solidarity in terms of this movement that is occurring here due to the murder of George Floyd?’”\u003c/p>\n\u003cp>“If it were me?” Marenco said, he would refuse to drive that bus.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "After public outcry, San Francisco Muni buses will no longer transport police to political demonstrations about 'police brutality,' the SFMTA announced Tuesday. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Two Saturdays ago, demonstrators marching in San Francisco viewed a peculiar sight.\u003c/p>\n\u003cp>Some police, clad in full riot gear, did not arrive at Union Square in police cars, sirens blazing. Nor did they ride in on motorcycles, bicycles or even those armored vehicles — the Lenco BearCat — that have been ubiquitous in demonstrations across the United States. Instead, they arrived the way 720,000 people once traveled to work in San Francisco every day (before COVID-19, anyway) — by Muni bus.\u003c/p>\n\u003cp>After a public outcry and a quieter, internal rebellion by San Francisco’s own transportation agency employees, the years-long practice will end.\u003c/p>\n\u003cp>Muni buses will no longer transport police to political demonstrations about “police brutality,” the San Francisco Municipal Transportation Agency \u003ca href=\"https://twitter.com/sfmta_muni/status/1270391482080358407\">announced on Twitter\u003c/a> Tuesday.\u003c/p>\n\u003cp>It’s a small rebellion by a transit agency against local police, and particularly poignant after decades of mistrust between black Americans and public transportation agencies.\u003c/p>\n\u003cp>It was on a bus, after all, that Rosa Parks was met with racist orders to yield a seat to a white passenger in 1955 — and it was on a BART platform where Oscar Grant was shot and killed by a transit police officer as he lay unarmed on the ground in 2009.\u003c/p>\n\u003cp>The decision by Muni leadership came after turmoil both public and behind closed doors. And there are no rules in Muni’s books to prevent the practice in the future — yet.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>‘Infuriating’\u003c/h3>\n\u003cp>Lateefah Simon, president of the BART Board of Directors, is also a lifelong Muni rider. Growing up in San Francisco, Muni was part of the fabric of life: going to school, going to work and, yes, part of being arrested after a protest.\u003c/p>\n\u003cp>In 1991, a young, junior high school-aged Simon took a 38-Geary Muni bus from Presidio Middle School to an anti-Iraq war protest downtown. When she was arrested, police tossed her and other demonstrators on a Muni bus bound for juvenile hall.\u003c/p>\n\u003cp>“They sure did put us on a Muni bus,” she recalled.\u003c/p>\n\u003cp>But in the intervening decades, a movement in the transit community has risen to bring public transit onto the side of protesters and racial justice.\u003c/p>\n\u003cp>At the start of the George Floyd protests in May, one New York City bus driver inspired many in the world’s transit community. When detainees from a demonstration were loaded by the New York Police Department onto a city bus, the driver walked off, refusing to transport the protesters.\u003c/p>\n\u003cp>Crowds at Barclays Center, where the protesters were arrested, wildly cheered for the driver. The video went viral, and was viewed more than 12.5 million times as of June 10.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>But here in the Bay Area, transit-lovers skewered Muni after watching social media videos of police in riot gear emerge from Muni buses to counter protesters. The driver did not walk off, and on social media the agency was perceived as against protesters demanding the defense of black lives.\u003c/p>\n\u003cp>One of those self-described transit “geeks” against the practice is \u003ca href=\"https://twitter.com/_DaveSquare\">David Sorrell\u003c/a>, a UC Berkeley transit administrator. Sorrell, who is black, told KQED his industry is predominantly white, male and of an older generation. Sorrell grew up in Chicago without access to a car, so his love of buses and trains grew from a young age. He saw the world from the window of a train. In that light, Sorrell called Muni transporting police to a local protest “infuriating.”\u003c/p>\n\u003cp>“From an optics standpoint, and from a personal standpoint, it’s disappointing that the one thing that is supposed to connect our communities together is being used as a tool to stifle our freedoms of speech and assembly,” he said.\u003c/p>\n\u003cp>Sorrell was not the only one to express outrage online. Chris Arvin is a prominent figure in the world of local transit lovers, known for his cherubic happy-faced bus and train art which he sells as pins and shirts online.\u003c/p>\n\u003cp>Marshaling his thousands of online followers, Arvin blasted Muni for transporting police to protests. He noted that the agency was once dubbed “The People’s Railway” when it began in 1912, and should remain for the people — not cops.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>“During Sunday’s peaceful protest in support of black lives, I saw a police officer aim a rubber bullet gun directly at a woman who had her hands up,” Arvin told KQED. He also \u003ca href=\"https://twitter.com/chrisarvinsf/status/1270060589612544000\">tweeted a photo\u003c/a> of that moment. “Public transit buses should be solely for the benefit of riders, serving their transit needs, not to aid another agency in bringing weapons to a peaceful event.”\u003c/p>\n\u003cp>Even SFPD hasn’t kicked up a fuss about the move.\u003c/p>\n\u003cp>“We recognize we are all in the midst of a difficult, emotionally charged time as we come to terms with painful truths about the kind of policing that took George Floyd’s life in Minneapolis,” SFPD Sgt. Michael Andraychak said in a statement. “SFPD’s commitment to the safety and First Amendment rights of those we serve remains undiminished, of course, and we’ve adjusted our transportation and operations accordingly.”\u003c/p>\n\u003cp>While some are already praising the decision publicly, the decision is actually a reversal.\u003c/p>\n\u003ch3>Major U-turn\u003c/h3>\n\u003cp>Only one week ago, Muni leadership said the agency would continue to transport police to demonstrations.\u003c/p>\n\u003cp>Speaking to the SFMTA Board of Directors during their public meeting last Tuesday, Jeffrey Tumlin, director of SFMTA, said he was surprised to learn Muni buses were used to transport police, which he only learned after a photo of a bus transporting police was tweeted by this KQED reporter. Tumlin was swiftly met with criticism by Muni riders and his own staff.\u003c/p>\n\u003cp>“Two days ago, I learned from social media that our Muni buses are being used to transport police officers. This is apparently something the agency has been doing for many years,” Tumlin told the SFMTA board.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>He then detailed some legacy of public transit and racism, including San Francisco planners’ historical erasure of black neighborhoods, labeled as “blight,” to erect new freeways.\u003c/p>\n\u003cp>“So as I work to try to reform the horrific history within my own industry, I need to honor (SFPD) Chief Bill Scott’s leadership for structural change within his,” Tumlin added. “We’re a city department just like SFPD. SFPD officers are our colleagues.”\u003c/p>\n\u003cp>By the time Tumlin voiced his support for police, the outrage on social media against Muni had quieted. Protesters redirected their energies to police clashes in San Francisco and the Bay Area.\u003c/p>\n\u003cp>But internally, staffers from various SFMTA departments voiced their outrage to Tumlin. The relatively new SFMTA director had started his tenure in 2019 with bold promises to correct his agency’s historic injustices against the black community, and his new stance on police threatened to turn those words into mere lip service in the eyes of his staff.\u003c/p>\n\u003cp>Voices within the department began to organize. In just a few days, Tumlin threw his agency into reverse.\u003c/p>\n\u003ch3>Never Again? Not So Fast\u003c/h3>\n\u003cp>Already, some in the city are rebuking the agency for its new policy.\u003c/p>\n\u003cp>“Hey Muni, lose our number next time you need officers for fare evasion enforcement or removing problem passengers from your buses and trains,” the San Francisco Police Officers Association \u003ca href=\"https://twitter.com/SanFranciscoPOA/status/1270741418336645120?s=20\">wrote on Twitter\u003c/a>.\u003c/p>\n\u003cp>Should pressure mount from the police union to restore service, there is no regulation on SFMTA’s books preventing them from transporting police, only the promise of its director.\u003c/p>\n\u003cp>To prevent Muni from being used as police transport in the future, the city’s charter or SFMTA’s own policies may need to change.\u003c/p>\n\u003cp>There may be some support for such an action at the San Francisco Board of Supervisors. Supervisor Shamann Walton, who represents the historically black Bayview neighborhood of San Francisco, told KQED “I am not sure why SFMTA would be participating in militarizing our streets in these times of unrest and high tensions between community and law enforcement.”\u003c/p>\n\u003cp>There is some appetite to make this a permanent change at the SFMTA Board of Directors, which sets policy for the agency. Jane Natoli is a nominee by Mayor London Breed for an empty seat on the board, and is awaiting final approval for her seat by the Board of Supervisors. She called it “confirmation limbo.”\u003c/p>\n\u003cp>But, should the board appoint her, Natoli said she would work to enshrine a policy so Muni no longer transports police to city protests.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>“This is something that as soon as I saw, I was just shocked,” Natoli said. “I think that that shows that our values aren’t necessarily aligned with our actions.”\u003c/p>\n\u003cp>Should no local leaders act, bus drivers themselves may be the last line against the practice. They drive these special service buses on a volunteer basis.\u003c/p>\n\u003cp>Roger Marenco, president of Muni’s union, the Transport Workers Union Local 250-A, said his members value police when they help with assaults on bus drivers and understands the police’s desire to maintain peace at protests when break-ins occur.\u003c/p>\n\u003cp>He called it a “delicate line.” But Marenco also used to drive a bus himself.\u003c/p>\n\u003cp>“An officer taking away somebody’s life, that person is never coming back to life, ever,” Marenco said. “It just seems like, ‘why are we not standing up in solidarity in terms of this movement that is occurring here due to the murder of George Floyd?’”\u003c/p>\n\u003cp>“If it were me?” Marenco said, he would refuse to drive that bus.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Car-Free 'Slow Streets' Coming to San Francisco This Week",
"title": "Car-Free 'Slow Streets' Coming to San Francisco This Week",
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"content": "\u003cp>San Francisco will begin restricting cars on certain stretches of blacktop throughout the city this week to reduce traffic and give pedestrians, runners and bikers space to steer clear of each other amid ongoing shelter-in-place orders.\u003c/p>\n\u003cp>The \"\u003ca href=\"https://www.sfmta.com/blog/slow-streets-program-help-social-distancing\">Slow Streets\u003c/a>\" program will be rolled out incrementally, with up to three, roughly eight-block corridors per week closed off to through traffic, the San Francisco Municipal Transportation Agency announced Tuesday. In all, the agency identified 12 different corridors throughout the city — from Bayview-Hunters Point to the Sunset District — to make largely traffic-free.\u003c/p>\n\u003cp>\"We identified some low-volume, residential streets that we could quickly transform to make sure that people can walk or jog safely while also maintaining social distance,\" SFMTA Executive Director Jeffrey Tumlin said.\u003c/p>\n\u003cfigure id=\"attachment_11813517\" class=\"wp-caption alignnone\" style=\"max-width: 1200px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020.jpg\">\u003cimg class=\"wp-image-11813517 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020.jpg\" alt=\"\" width=\"1200\" height=\"1090\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020-160x145.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020-800x727.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020-1020x927.jpg 1020w\" sizes=\"(max-width: 1200px) 100vw, 1200px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Proposed car-free street corridors in San Francisco. \u003ccite>(Courtesy of SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The corridors are mostly on bike routes and exclude major emergency traffic corridors and operating Muni lines, the agency said. Local residents and businesses will retain access to driveways and delivery services.\u003c/p>\n\u003cp>The road closures begin later this week, with short stretches of 41st Avenue, in the Sunset, and Page Street, in the Haight-Ashbury District, blocked off.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco follows Oakland's lead, which earlier this month, \u003ca href=\"https://www.kqed.org/news/11811879\">announced plans\u003c/a> to close 74 miles of roadways in the coming weeks — roughly 10% of all streets in that city. A growing number of cities across the country are beginning to adopt similar initiatives to prevent crowding, as coronavirus-related quarantines have forced the shutdown of scores of parks and gyms.\u003c/p>\n\u003cp>https://twitter.com/LondonBreed/status/1252618969128693760\u003c/p>\n\u003cp>“The most important thing people can do is remain home, but when you must go out this will help allow for physical distancing,” Mayor London Breed \u003ca href=\"https://twitter.com/LondonBreed/status/1252618969128693760\">said in tweet\u003c/a> on Tuesday.\u003c/p>\n\u003cp>Before the coronavirus pandemic became the new normal, a movement to make more city streets car-free was already gaining traction in a growing number of urban areas across the country, including San Francisco. In January, the city blocked private vehicles on the \u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\">busiest stretches of Market Street\u003c/a>.\u003c/p>\n\u003cp>[aside postID=\"news_11811879,news_11812847,news_11807044\" label=\"Related Coverage\"]And while the announcement garnered enthusiastic support from bicyclists and pedestrian advocates, some city leaders questioned the logic of it.\u003c/p>\n\u003cp>\"I have no idea how SFMTA came up with this bc apparently they didn't have time to reach out,\" District 3 Supervisor Aaron Peskin \u003ca href=\"https://twitter.com/AaronPeskin/status/1252668774425083905\">tweeted\u003c/a> on Tuesday. \"At first glance, they seem more concerned w recreating in less dense areas than responding to requests to address social distancing needs of seniors & low income people of color in D3.\"\u003c/p>\n\u003cp>The street's slated for temporary closure to through traffic include:\u003c/p>\n\u003cul>\n\u003cli>17th Street (between Church and Valencia)\u003c/li>\n\u003cli>20th Avenue (between Lincoln and Ortega)\u003c/li>\n\u003cli>22nd Street (between Valencia and Chattanooga)\u003c/li>\n\u003cli>41st Avenue (between Lincoln and Vicente)\u003c/li>\n\u003cli>Ellis (between Polk and Leavenworth)\u003c/li>\n\u003cli>Holloway (between Beverly and Harold)\u003c/li>\n\u003cli>Kirkham (between Great Highway and Seventh Avenue)\u003c/li>\n\u003cli>Phelps (between Oakdale and Evans)\u003c/li>\n\u003cli>Ortega (between Great Highway and 14th Avenue\u003c/li>\n\u003cli>Page (between Stanyan and Octavia)\u003c/li>\n\u003cli>Quesada (between Lane and Fitch)\u003c/li>\n\u003cli>Scott (between Eddy and Page)\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Annie Berman contributed to this post.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco will begin restricting cars on certain stretches of blacktop throughout the city this week to reduce traffic and give pedestrians, runners and bikers space to steer clear of each other amid ongoing shelter-in-place orders.\u003c/p>\n\u003cp>The \"\u003ca href=\"https://www.sfmta.com/blog/slow-streets-program-help-social-distancing\">Slow Streets\u003c/a>\" program will be rolled out incrementally, with up to three, roughly eight-block corridors per week closed off to through traffic, the San Francisco Municipal Transportation Agency announced Tuesday. In all, the agency identified 12 different corridors throughout the city — from Bayview-Hunters Point to the Sunset District — to make largely traffic-free.\u003c/p>\n\u003cp>\"We identified some low-volume, residential streets that we could quickly transform to make sure that people can walk or jog safely while also maintaining social distance,\" SFMTA Executive Director Jeffrey Tumlin said.\u003c/p>\n\u003cfigure id=\"attachment_11813517\" class=\"wp-caption alignnone\" style=\"max-width: 1200px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020.jpg\">\u003cimg class=\"wp-image-11813517 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020.jpg\" alt=\"\" width=\"1200\" height=\"1090\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020-160x145.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020-800x727.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/san_francisco_slow_streets_april_2020-1020x927.jpg 1020w\" sizes=\"(max-width: 1200px) 100vw, 1200px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Proposed car-free street corridors in San Francisco. \u003ccite>(Courtesy of SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The corridors are mostly on bike routes and exclude major emergency traffic corridors and operating Muni lines, the agency said. Local residents and businesses will retain access to driveways and delivery services.\u003c/p>\n\u003cp>The road closures begin later this week, with short stretches of 41st Avenue, in the Sunset, and Page Street, in the Haight-Ashbury District, blocked off.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco follows Oakland's lead, which earlier this month, \u003ca href=\"https://www.kqed.org/news/11811879\">announced plans\u003c/a> to close 74 miles of roadways in the coming weeks — roughly 10% of all streets in that city. A growing number of cities across the country are beginning to adopt similar initiatives to prevent crowding, as coronavirus-related quarantines have forced the shutdown of scores of parks and gyms.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>“The most important thing people can do is remain home, but when you must go out this will help allow for physical distancing,” Mayor London Breed \u003ca href=\"https://twitter.com/LondonBreed/status/1252618969128693760\">said in tweet\u003c/a> on Tuesday.\u003c/p>\n\u003cp>Before the coronavirus pandemic became the new normal, a movement to make more city streets car-free was already gaining traction in a growing number of urban areas across the country, including San Francisco. In January, the city blocked private vehicles on the \u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\">busiest stretches of Market Street\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>And while the announcement garnered enthusiastic support from bicyclists and pedestrian advocates, some city leaders questioned the logic of it.\u003c/p>\n\u003cp>\"I have no idea how SFMTA came up with this bc apparently they didn't have time to reach out,\" District 3 Supervisor Aaron Peskin \u003ca href=\"https://twitter.com/AaronPeskin/status/1252668774425083905\">tweeted\u003c/a> on Tuesday. \"At first glance, they seem more concerned w recreating in less dense areas than responding to requests to address social distancing needs of seniors & low income people of color in D3.\"\u003c/p>\n\u003cp>The street's slated for temporary closure to through traffic include:\u003c/p>\n\u003cul>\n\u003cli>17th Street (between Church and Valencia)\u003c/li>\n\u003cli>20th Avenue (between Lincoln and Ortega)\u003c/li>\n\u003cli>22nd Street (between Valencia and Chattanooga)\u003c/li>\n\u003cli>41st Avenue (between Lincoln and Vicente)\u003c/li>\n\u003cli>Ellis (between Polk and Leavenworth)\u003c/li>\n\u003cli>Holloway (between Beverly and Harold)\u003c/li>\n\u003cli>Kirkham (between Great Highway and Seventh Avenue)\u003c/li>\n\u003cli>Phelps (between Oakdale and Evans)\u003c/li>\n\u003cli>Ortega (between Great Highway and 14th Avenue\u003c/li>\n\u003cli>Page (between Stanyan and Octavia)\u003c/li>\n\u003cli>Quesada (between Lane and Fitch)\u003c/li>\n\u003cli>Scott (between Eddy and Page)\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Annie Berman contributed to this post.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The San Francisco Municipal Transportation Agency narrowly voted late Tuesday to name the new Chinatown subway station after Rose Pak, a controversial figure in local politics who fought to bring the subway to the neighborhood.\u003c/p>\n\u003cp>Scores of people spoke in passionate support — and opposition — to naming the station after Pak, who died in 2016 at age 68. Many spoke in Chinese, using a translator, while others brought videos to show the agency’s seven-member board of directors during the hearing. Public comment lasted for about six hours.\u003cbr>\n[aside label=\"RELATED COVERAGE\" tag=\"rose-pak\"]\u003c/p>\n\u003cp>Pak was a heavy smoker with a penchant for the dramatic, and was \u003ca href=\"https://www.kqed.org/news/11094253/rose-pak-chinatown-dynamo-opened-doors-for-asians\">considered instrumental\u003c/a> in installing certain people in city hall — like former Mayor Ed Lee, the city’s first Asian American mayor — while pushing others out, like former Mayor Art Agnos. She was known for her brusque, unapologetic style, one that rubbed many people the wrong way, while others say she did what she had to for her community.\u003c/p>\n\u003cp>“She could be your best friend and she could be your worst friend,” said Allan Low, who spoke at Tuesday’s SFMTA meeting in support of adding Pak’s name. “As imperfect as a person Rose was, she did have a vision for a more perfect community and a more perfect city. And one of her visions was the central subway. … If there was a tiger mom for the central subway, it was Rose Pak. She would kick. She would claw. She would make this project happen.”\u003c/p>\n\u003cp>As many supporters spoke Tuesday, some opponents in the audience made a thumbs down sign, and at one point, an agency board member admonished those making a “snake” sound. Some urged the agency to stick to its habit of naming stations based on geography.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We want a name that is easy for a tourist to see,” said Eva Lee of the Chinese Merchants Association, in support of calling the stop simply Chinatown Station.\u003c/p>\n\u003cp>Lee was among many opponents who talked about how divisive the naming had become among residents. “I hope you can resolve this division for our community and not divide us. And have it be a win-win situation,” she said.\u003c/p>\n\u003cp>Last week, people marched through Chinatown to protest naming the station after Pak, the San Francisco Chronicle \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Opponents-of-Rose-Pak-station-name-in-14304515.php?psid=i1X9d\">reported\u003c/a>.\u003c/p>\n\u003cp>After the Embarcadero Freeway was torn down following the 1989 Loma Prieta earthquake, cutting a major artery to Chinatown, Pak fought for a train line to connect the community to the city’s downtown — and bring in tourists in the process, the Chronicle reported. The 1.7-mile long, $1.6-billion subway line is slated to open in January.\u003c/p>\n\u003cp>In June, the San Francisco Board of Supervisors \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2019/08/8-20-19_item_16_central_subway_chinatown_station.pdf\">unanimously approved\u003c/a> a resolution urging the SFMTA to name the station, “Chinatown Rose Pak Station.” \u003c/p>\n\u003cp>Rev. Norman Fong of the Chinatown Community Development Center said Pak certainly had “rough sides and the thorns,” but “it was her heart for Chinatown,” that motivated her. “I hope that San Francisco will honor a bold fierce leader like her,” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In the end, the agency voted 4-3 to do that. SFMTA Director Steve Heminger, who was one of the aye votes, said that while Pak was divisive, “I don’t think divisiveness is disqualifying from civic recognition.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The San Francisco Municipal Transportation Agency narrowly voted late Tuesday to name the new Chinatown subway station after Rose Pak, a controversial figure in local politics who fought to bring the subway to the neighborhood.\u003c/p>\n\u003cp>Scores of people spoke in passionate support — and opposition — to naming the station after Pak, who died in 2016 at age 68. Many spoke in Chinese, using a translator, while others brought videos to show the agency’s seven-member board of directors during the hearing. Public comment lasted for about six hours.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Pak was a heavy smoker with a penchant for the dramatic, and was \u003ca href=\"https://www.kqed.org/news/11094253/rose-pak-chinatown-dynamo-opened-doors-for-asians\">considered instrumental\u003c/a> in installing certain people in city hall — like former Mayor Ed Lee, the city’s first Asian American mayor — while pushing others out, like former Mayor Art Agnos. She was known for her brusque, unapologetic style, one that rubbed many people the wrong way, while others say she did what she had to for her community.\u003c/p>\n\u003cp>“She could be your best friend and she could be your worst friend,” said Allan Low, who spoke at Tuesday’s SFMTA meeting in support of adding Pak’s name. “As imperfect as a person Rose was, she did have a vision for a more perfect community and a more perfect city. And one of her visions was the central subway. … If there was a tiger mom for the central subway, it was Rose Pak. She would kick. She would claw. She would make this project happen.”\u003c/p>\n\u003cp>As many supporters spoke Tuesday, some opponents in the audience made a thumbs down sign, and at one point, an agency board member admonished those making a “snake” sound. Some urged the agency to stick to its habit of naming stations based on geography.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We want a name that is easy for a tourist to see,” said Eva Lee of the Chinese Merchants Association, in support of calling the stop simply Chinatown Station.\u003c/p>\n\u003cp>Lee was among many opponents who talked about how divisive the naming had become among residents. “I hope you can resolve this division for our community and not divide us. And have it be a win-win situation,” she said.\u003c/p>\n\u003cp>Last week, people marched through Chinatown to protest naming the station after Pak, the San Francisco Chronicle \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Opponents-of-Rose-Pak-station-name-in-14304515.php?psid=i1X9d\">reported\u003c/a>.\u003c/p>\n\u003cp>After the Embarcadero Freeway was torn down following the 1989 Loma Prieta earthquake, cutting a major artery to Chinatown, Pak fought for a train line to connect the community to the city’s downtown — and bring in tourists in the process, the Chronicle reported. The 1.7-mile long, $1.6-billion subway line is slated to open in January.\u003c/p>\n\u003cp>In June, the San Francisco Board of Supervisors \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2019/08/8-20-19_item_16_central_subway_chinatown_station.pdf\">unanimously approved\u003c/a> a resolution urging the SFMTA to name the station, “Chinatown Rose Pak Station.” \u003c/p>\n\u003cp>Rev. Norman Fong of the Chinatown Community Development Center said Pak certainly had “rough sides and the thorns,” but “it was her heart for Chinatown,” that motivated her. “I hope that San Francisco will honor a bold fierce leader like her,” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In the end, the agency voted 4-3 to do that. SFMTA Director Steve Heminger, who was one of the aye votes, said that while Pak was divisive, “I don’t think divisiveness is disqualifying from civic recognition.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Updated 4:35 p.m. Thursday \u003c/strong>\u003c/p>\n\u003cp>A Superior Court judge is siding with ride-service company Lyft in its legal battle with San Francisco transportation officials over the future of the city's shared rental-bike system.\u003c/p>\n\u003cp>Judge Ethan Schulman granted Lyft's request for a preliminary injunction barring the city from granting permits to about half a dozen other companies who want to operate dockless shared electric bikes.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/6188873/Lyft-v-San-Francisco-Tentative-Ruling.pdf\" target=\"_blank\" rel=\"noopener\">a tentative ruling\u003c/a> made final Thursday afternoon, Schulman said that Lyft has been granted an exclusive right to operate a docked or dockless bike-share system using \"traditional\" pedal-powered bicycles under a contract negotiated by the Metropolitan Transportation Commission and approved by the city in 2015.\u003c/p>\n\u003cp>But the issue at the heart of the case is who will get to operate the next generation of shared rental bikes in the city -- electric-assist bicycles that can be docked either in street kiosks like the city's current system or locked anywhere else in the city.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency announced in April its intention to vastly expand the city's fleet of shared rental bikes, with an emphasis on the e-bikes. \u003c/p>\n\u003cp>The agency invited applications from new operators, a move that prompted the lawsuit from Lyft, which cited a contract provision that gives the company \"right of first offer\" to operate e-bikes in the city.\u003c/p>\n\u003cp>Judge Schulman agreed with the company, writing that the contract bars the city from soliciting e-bike operators unless it complies with Lyft's right of first offer.\u003c/p>\n\u003cp>The contract calls on the city to negotiate the terms of an e-bike program with Lyft. If the city and company are unable to reach an agreement within 90 days, then the city would have the right to solicit other bids -- a process in which Lyft would be entitled to participate.\u003c/p>\n\u003cp>Lyft has said it's ready to introduce 1,000 new \"hybrid\" e-bikes that can be docked in street kiosks or locked elsewhere. The new bikes, rebranded from Ford GoBike to Bay Wheels, have already been deployed in San Jose and Oakland.\u003c/p>\n\u003cp>Schulman's order allows the Municipal Transportation Agency to extend an 18-month pilot program that has permitted Uber-owned Jump to deploy 500 of its bright red e-bikes on the street. The Jump pilot may continue, the judge said, through the 90-day period in which Lyft will attempt to negotiate an e-bike agreement with the city. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>San Francisco city attorney's spokesman John Coté said while his office doesn't agree with Schulman's order, \"We look forward to good-faith negotiations with Lyft to provide more stationless e-bikes going forward.\" \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated 4:35 p.m. Thursday \u003c/strong>\u003c/p>\n\u003cp>A Superior Court judge is siding with ride-service company Lyft in its legal battle with San Francisco transportation officials over the future of the city's shared rental-bike system.\u003c/p>\n\u003cp>Judge Ethan Schulman granted Lyft's request for a preliminary injunction barring the city from granting permits to about half a dozen other companies who want to operate dockless shared electric bikes.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/6188873/Lyft-v-San-Francisco-Tentative-Ruling.pdf\" target=\"_blank\" rel=\"noopener\">a tentative ruling\u003c/a> made final Thursday afternoon, Schulman said that Lyft has been granted an exclusive right to operate a docked or dockless bike-share system using \"traditional\" pedal-powered bicycles under a contract negotiated by the Metropolitan Transportation Commission and approved by the city in 2015.\u003c/p>\n\u003cp>But the issue at the heart of the case is who will get to operate the next generation of shared rental bikes in the city -- electric-assist bicycles that can be docked either in street kiosks like the city's current system or locked anywhere else in the city.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency announced in April its intention to vastly expand the city's fleet of shared rental bikes, with an emphasis on the e-bikes. \u003c/p>\n\u003cp>The agency invited applications from new operators, a move that prompted the lawsuit from Lyft, which cited a contract provision that gives the company \"right of first offer\" to operate e-bikes in the city.\u003c/p>\n\u003cp>Judge Schulman agreed with the company, writing that the contract bars the city from soliciting e-bike operators unless it complies with Lyft's right of first offer.\u003c/p>\n\u003cp>The contract calls on the city to negotiate the terms of an e-bike program with Lyft. If the city and company are unable to reach an agreement within 90 days, then the city would have the right to solicit other bids -- a process in which Lyft would be entitled to participate.\u003c/p>\n\u003cp>Lyft has said it's ready to introduce 1,000 new \"hybrid\" e-bikes that can be docked in street kiosks or locked elsewhere. The new bikes, rebranded from Ford GoBike to Bay Wheels, have already been deployed in San Jose and Oakland.\u003c/p>\n\u003cp>Schulman's order allows the Municipal Transportation Agency to extend an 18-month pilot program that has permitted Uber-owned Jump to deploy 500 of its bright red e-bikes on the street. The Jump pilot may continue, the judge said, through the 90-day period in which Lyft will attempt to negotiate an e-bike agreement with the city. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>San Francisco city attorney's spokesman John Coté said while his office doesn't agree with Schulman's order, \"We look forward to good-faith negotiations with Lyft to provide more stationless e-bikes going forward.\" \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Gas Tax, Golden Gate Bridge Toll and Some Bay Area Transit Fares Are Going Up",
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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": "\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. 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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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"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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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"soldout": {
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"info": "Tech Nation is a weekly public radio program, hosted by Dr. Moira Gunn. Founded in 1993, it has grown from a simple interview show to a multi-faceted production, featuring conversations with noted technology and science leaders, and a weekly science and technology-related commentary.",
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"title": "TED Radio Hour",
"info": "The TED Radio Hour is a journey through fascinating ideas, astonishing inventions, fresh approaches to old problems, and new ways to think and create.",
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"tagline": "Local news to keep you rooted",
"info": "Host Devin Katayama walks you through the biggest story of the day with reporters and newsmakers.",
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