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"title": "In S.F., 24 Pedestrians and 5 Cyclists Were Killed in 2015, Despite Safety Efforts",
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"content": "\u003cp>San Francisco has been\u003ca href=\"http://www.sfmayor.org/index.aspx?recordid=1001&page=846\" target=\"_blank\" rel=\"noopener\"> making progress\u003c/a> fixing its most dangerous streets, but the number of people killed walking and biking did not decline in 2015, despite the city’s \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\" target=\"_blank\" rel=\"noopener\">Vision Zero\u003c/a> goal to end all traffic deaths by 2024.\u003c/p>\n\u003cp>Twenty-four pedestrians and five bicyclists died in accidents in San Francisco in 2015, according to the San Francisco Medical Examiner (this excludes those ruled suicides and homicides). The number of deaths recorded by the medical examiner was higher than the Vision Zero count kept by the San Francisco Department of Public Health, which has a full-time epidemiologist who analyzes collision data.\u003c/p>\n\u003caside class=\"alignright pullquote\">Twenty-four pedestrians and five cyclists died in 2015.\u003c/aside>\n\u003cp>Three pedestrians were killed in collisions on highways, or highway ramps, in San Francisco in 2015, but public health officials don’t include those deaths in their count because they weren’t on city streets.\u003c/p>\n\u003cp>They also don’t officially count deaths involving collisions with light-rail vehicles, like the crash that \u003ca href=\"http://abc7news.com/traffic/memorial-grows-for-boy-hit-killed-by-sf-muni-train/716684/\" target=\"_blank\" rel=\"noopener\">claimed the life of 12-year-old Andrew Wu\u003c/a>, because they didn’t involve motorists. A health department spokeswoman said they hope to put deaths involving light-rail vehicles in the official Vision Zero count in the future.\u003c/p>\n\u003cp>In addition, two pedestrians injured in collisions on city streets in 2013 died from their injuries in 2015. Bruce Baird, 86, was hit by a driver near Geary and Webster Streets on April 4, 2013, and died on Feb. 22, 2015. Lai-Sim Lai, 79, was struck by a driver at Sunset Boulevard and Wawona Street on Oct. 4, 2013, and died on March 19, 2015.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The medical examiner also said a pedestrian, 66-year-old Gregory Rausch, was struck by a train in a Caltrain tunnel in a death that was ruled an accident.\u003c/p>\n\u003cp>Another bike rider, 57-year-old Terence Okuda of Kailua, Hawaii, died August 4, two days after a solo crash on Old Mason Street near Crissy Field. A deputy medical examiner said he crashed on the bike route after swerving to avoid a pedestrian.\u003c/p>\n\u003cp>As of November, the health department reported seven other traffic deaths in 2015: six people were killed while riding a motorcycle, and one person was killed while driving.\u003c/p>\n\u003cp>At least five drivers were arrested and charged with vehicular manslaughter. Spokesmen for the San Francisco District Attorney’s Office and the San Francisco Police Department could not immediately confirm the total number of drivers charged, or cited.\u003c/p>\n\u003cp>\u003cstrong>Vision Zero\u003c/strong>\u003c/p>\n\u003cp>In 2013, safe streets advocates were alarmed by the rising number of deaths and severe injury collisions, and lobbied city officials to adopt Vision Zero, taking a page from an initiative that began in Sweden. The program has spread to other cities around the United States.\u003c/p>\n\u003cp>The following year the city adopted the program, and transportation and public health officials began analyzing traffic deaths and injuries. They counted all traffic deaths, and determined that more than 70 percent of fatal and serious injury collisions occur on just 12 percent of city streets, now identified as high-injury corridors.\u003c/p>\n\u003cp>By their count, in 2015 20 pedestrians and four cyclists were killed by motorists. Of those, 13 pedestrian deaths and two bicyclist deaths were on high-injury corridors.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png\" rel=\"attachment wp-att-10816276\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"aligncenter size-medium wp-image-10816276\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png\" alt=\"San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-960x540.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>“While one fatality is one too many, we have been working extremely hard to accomplish safety projects, more enforcement, and more education to ensure that we’re making these streets as safe as possible,” said Paul Rose, a spokesman for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>Over the last year, the SFMTA completed “quick and cost-effective” safety projects at more than 200 intersections, amounting to 13 miles of roadway improvements on high-injury corridors. Transportation officials say a number of safety projects slated to start construction in 2016 should make a big difference.\u003c/p>\n\u003cp>Those projects include long-awaited street redesigns on \u003ca href=\"https://www.sfmta.com/projects-planning/projects/van-ness-corridor-transit-improvement-project\" target=\"_blank\" rel=\"noopener\">Van Ness Avenue \u003c/a>for bus rapid transit, \u003ca href=\"https://www.sfmta.com/projects-planning/projects/polk-streetscape-project\" target=\"_blank\" rel=\"noopener\">Polk Street\u003c/a> and \u003ca href=\"https://www.sfmta.com/projects-planning/projects/masonic-avenue-streetscape-project\" target=\"_blank\" rel=\"noopener\">Masonic Avenue\u003c/a>.\u003c/p>\n\u003cp>“It might not happen overnight, but one key accomplishment over the past year is that the city of San Francisco is on the same page in doing everything we all can to reach our goal of zero deaths by 2024,” said Rose.\u003c/p>\n\u003cp>\u003cstrong>Picking up the Pace\u003c/strong>\u003c/p>\n\u003cp>Safe streets advocates say they’ve seen positive change since Vision Zero was adopted, but they feel the city needs to pick up the pace if it’s going to reach its goal of zero traffic deaths.\u003c/p>\n\u003cp>Nicole Ferrara, the executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\" rel=\"noopener\">Walk San Francisco\u003c/a>, says the Vision Zero projects completed thus far were “pretty small” and “effective but only to a certain extent.”\u003c/p>\n\u003cfigure id=\"attachment_10815002\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184.jpg\" rel=\"attachment wp-att-10815002\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-10815002\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184-800x533.jpg\" alt=\"Pedestrians wait to cross 24th Street in the Mission. \" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross 24th Street in the Mission. \u003ccite>(Mark Andrew Boyd/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To get a full picture of how the safety improvements are impacting deaths and injuries, Ferrara said you have to consider the total number of severe injury collisions in 2015. There are, on average, around 800 collisions a year, according to the SFMTA. City officials could not immediately provide the number of collisions for 2015.\u003c/p>\n\u003cp>“What we really need to do to see a change in the number of injuries is essentially to redesign our streets,” she said. “We need projects to be delivered quicker, more staff support to turn projects around and more leadership at a higher level.”\u003c/p>\n\u003cp>Most of the collisions, Ferrara said, are preventable.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I speak with people who have lost loved ones, and the pain and sorrow they go through is just so unnecessary and avoidable,” she said.\u003cbr>\n\u003cem>\u003cbr>\nCorrection: This story has been changed to reflect that there were a total of 24 pedestrians killed in 2015, not 25, and that SFMTA officials say they count all traffic deaths.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco has been\u003ca href=\"http://www.sfmayor.org/index.aspx?recordid=1001&page=846\" target=\"_blank\" rel=\"noopener\"> making progress\u003c/a> fixing its most dangerous streets, but the number of people killed walking and biking did not decline in 2015, despite the city’s \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\" target=\"_blank\" rel=\"noopener\">Vision Zero\u003c/a> goal to end all traffic deaths by 2024.\u003c/p>\n\u003cp>Twenty-four pedestrians and five bicyclists died in accidents in San Francisco in 2015, according to the San Francisco Medical Examiner (this excludes those ruled suicides and homicides). The number of deaths recorded by the medical examiner was higher than the Vision Zero count kept by the San Francisco Department of Public Health, which has a full-time epidemiologist who analyzes collision data.\u003c/p>\n\u003caside class=\"alignright pullquote\">Twenty-four pedestrians and five cyclists died in 2015.\u003c/aside>\n\u003cp>Three pedestrians were killed in collisions on highways, or highway ramps, in San Francisco in 2015, but public health officials don’t include those deaths in their count because they weren’t on city streets.\u003c/p>\n\u003cp>They also don’t officially count deaths involving collisions with light-rail vehicles, like the crash that \u003ca href=\"http://abc7news.com/traffic/memorial-grows-for-boy-hit-killed-by-sf-muni-train/716684/\" target=\"_blank\" rel=\"noopener\">claimed the life of 12-year-old Andrew Wu\u003c/a>, because they didn’t involve motorists. A health department spokeswoman said they hope to put deaths involving light-rail vehicles in the official Vision Zero count in the future.\u003c/p>\n\u003cp>In addition, two pedestrians injured in collisions on city streets in 2013 died from their injuries in 2015. Bruce Baird, 86, was hit by a driver near Geary and Webster Streets on April 4, 2013, and died on Feb. 22, 2015. Lai-Sim Lai, 79, was struck by a driver at Sunset Boulevard and Wawona Street on Oct. 4, 2013, and died on March 19, 2015.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The medical examiner also said a pedestrian, 66-year-old Gregory Rausch, was struck by a train in a Caltrain tunnel in a death that was ruled an accident.\u003c/p>\n\u003cp>Another bike rider, 57-year-old Terence Okuda of Kailua, Hawaii, died August 4, two days after a solo crash on Old Mason Street near Crissy Field. A deputy medical examiner said he crashed on the bike route after swerving to avoid a pedestrian.\u003c/p>\n\u003cp>As of November, the health department reported seven other traffic deaths in 2015: six people were killed while riding a motorcycle, and one person was killed while driving.\u003c/p>\n\u003cp>At least five drivers were arrested and charged with vehicular manslaughter. Spokesmen for the San Francisco District Attorney’s Office and the San Francisco Police Department could not immediately confirm the total number of drivers charged, or cited.\u003c/p>\n\u003cp>\u003cstrong>Vision Zero\u003c/strong>\u003c/p>\n\u003cp>In 2013, safe streets advocates were alarmed by the rising number of deaths and severe injury collisions, and lobbied city officials to adopt Vision Zero, taking a page from an initiative that began in Sweden. The program has spread to other cities around the United States.\u003c/p>\n\u003cp>The following year the city adopted the program, and transportation and public health officials began analyzing traffic deaths and injuries. They counted all traffic deaths, and determined that more than 70 percent of fatal and serious injury collisions occur on just 12 percent of city streets, now identified as high-injury corridors.\u003c/p>\n\u003cp>By their count, in 2015 20 pedestrians and four cyclists were killed by motorists. Of those, 13 pedestrian deaths and two bicyclist deaths were on high-injury corridors.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png\" rel=\"attachment wp-att-10816276\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"aligncenter size-medium wp-image-10816276\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png\" alt=\"San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-960x540.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>“While one fatality is one too many, we have been working extremely hard to accomplish safety projects, more enforcement, and more education to ensure that we’re making these streets as safe as possible,” said Paul Rose, a spokesman for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>Over the last year, the SFMTA completed “quick and cost-effective” safety projects at more than 200 intersections, amounting to 13 miles of roadway improvements on high-injury corridors. Transportation officials say a number of safety projects slated to start construction in 2016 should make a big difference.\u003c/p>\n\u003cp>Those projects include long-awaited street redesigns on \u003ca href=\"https://www.sfmta.com/projects-planning/projects/van-ness-corridor-transit-improvement-project\" target=\"_blank\" rel=\"noopener\">Van Ness Avenue \u003c/a>for bus rapid transit, \u003ca href=\"https://www.sfmta.com/projects-planning/projects/polk-streetscape-project\" target=\"_blank\" rel=\"noopener\">Polk Street\u003c/a> and \u003ca href=\"https://www.sfmta.com/projects-planning/projects/masonic-avenue-streetscape-project\" target=\"_blank\" rel=\"noopener\">Masonic Avenue\u003c/a>.\u003c/p>\n\u003cp>“It might not happen overnight, but one key accomplishment over the past year is that the city of San Francisco is on the same page in doing everything we all can to reach our goal of zero deaths by 2024,” said Rose.\u003c/p>\n\u003cp>\u003cstrong>Picking up the Pace\u003c/strong>\u003c/p>\n\u003cp>Safe streets advocates say they’ve seen positive change since Vision Zero was adopted, but they feel the city needs to pick up the pace if it’s going to reach its goal of zero traffic deaths.\u003c/p>\n\u003cp>Nicole Ferrara, the executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\" rel=\"noopener\">Walk San Francisco\u003c/a>, says the Vision Zero projects completed thus far were “pretty small” and “effective but only to a certain extent.”\u003c/p>\n\u003cfigure id=\"attachment_10815002\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184.jpg\" rel=\"attachment wp-att-10815002\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-10815002\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184-800x533.jpg\" alt=\"Pedestrians wait to cross 24th Street in the Mission. \" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross 24th Street in the Mission. \u003ccite>(Mark Andrew Boyd/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To get a full picture of how the safety improvements are impacting deaths and injuries, Ferrara said you have to consider the total number of severe injury collisions in 2015. There are, on average, around 800 collisions a year, according to the SFMTA. City officials could not immediately provide the number of collisions for 2015.\u003c/p>\n\u003cp>“What we really need to do to see a change in the number of injuries is essentially to redesign our streets,” she said. “We need projects to be delivered quicker, more staff support to turn projects around and more leadership at a higher level.”\u003c/p>\n\u003cp>Most of the collisions, Ferrara said, are preventable.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I speak with people who have lost loved ones, and the pain and sorrow they go through is just so unnecessary and avoidable,” she said.\u003cbr>\n\u003cem>\u003cbr>\nCorrection: This story has been changed to reflect that there were a total of 24 pedestrians killed in 2015, not 25, and that SFMTA officials say they count all traffic deaths.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Tech Buses Still Here -- and Busier Than Ever, S.F. Report Says",
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"content": "\u003cp>It's been a while since there's been \u003ca href=\"http://ww2.kqed.org/news/2013/12/20/eviction-protesters-oakland-san-francisco-target-silicon-valley-buses\" target=\"_blank\">a really spirited rush-hour protest\u003c/a> against the behemoth buses carrying workers to and from tech campuses in Silicon Valley. But the tech shuttles have not gone away. Quite the opposite, in fact.\u003c/p>\n\u003cp>A new report from the San Francisco Municipal Transportation Agency suggests the private buses are busier than ever, with about 17,000 boardings every weekday. That's the equivalent of 8,500 round trips, about 75 percent of which involve workers traveling to Facebook, Google, Apple, Yahoo!, Genentech and other tech campuses. The number of individual stops the buses make to pick up or drop off passengers in the city -- about 3,000 a day -- has increased about 30 percent in the past year, the report says.\u003c/p>\n\u003cp>The new SFMTA stats are part of \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Evaluation%20Report%20-%20Oct%205%202015.pdf\" target=\"_blank\">a study\u003c/a> evaluating the first year of a pilot program to try to bring some order to the expanding fleet of private shuttles and to deal with their impact on Muni buses, other traffic and pedestrians in the city.\u003c/p>\n\u003cp>Among other requirements, the pilot program has required shuttle operators to use a network of 124 designated stops and to pay a fee of $3.67 every time a bus picks up or drops off passengers. The SFMTA says the network of stops is designed to prevent conflict with Muni vehicles and to give the private buses a way to get out of traffic when they make stops.\u003c/p>\n\u003cp>The SFMTA report shows that so far, the pilot's results are mixed. Based on spot checks of shuttle activity at 20 different locations in July 2015, the SFMTA says the observed number of Muni buses blocked from making stops fell by 35 percent compared to June 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>However, the study says that the shuttles, typically large motor coaches that carry 40 or more passengers, still have a way of obstructing the streets. The SFMTA spot check found the big buses blocked other traffic -- either other motor vehicles or bicycles -- on about 35 percent of their stops.\u003c/p>\n\u003cp>At the worst locations -- Valencia and 24th streets, 16th and Mission streets, Lombard and Pierce streets, and Divisadero Street and Geary Boulevard, for instance -- private shuttle buses block other traffic virtually every time they stop to take on or discharge passengers.\u003c/p>\n\u003cp>The study suggests that tougher traffic enforcement is needed to ensure shuttles don't double park and to ensure they avoid unauthorized use of Muni bus stops. In the first 10 months of the pilot, the report says, the SFMTA issued 1,200 citations to shuttle buses for those two offenses.\u003c/p>\n\u003cp>\"Double-parking is dangerous for everyone who walks, bikes and drives, resulting in unpredictable behavior by people trying to get around double-parked vehicles,\" said Chris Cassidy, communications director for the \u003ca href=\"https://www.sfbike.org/\" target=\"_blank\">San Francisco Bike Coalition\u003c/a>.\u003c/p>\n\u003cp>The report also includes results of an SFMTA survey that included responses from 550 shuttle riders. Nearly half of those respondents said they'd drive alone in their cars if the shuttles weren't available. Based on that response, the SFMTA estimates the shuttles eliminate about 4.3 million vehicle miles traveled from the region's streets and highways.\u003c/p>\n\u003cp>\"The pilot program took cars off the road and created a situation where the shuttles could operate safely, as opposed to the kind of unregulated Wild West conditions that were out there before,\" said Tom Maguire, director of SFMTA's Sustainable Streets program, which produced the report.\u003c/p>\n\u003cp>The pilot project is scheduled to run through the end of January 2016. Business groups support making the program permanent, but whether it becomes a fixture on city streets may depend on the outcome of \u003ca href=\"http://ww2.kqed.org/news/san-francisco-activists-and-seiu-sue-city-over-google-bus-plan\" target=\"_blank\">a lawsuit filed last year\u003c/a> by anti-eviction activists who say the private shuttle buses have fueled a rising tide of displacement in the city.\u003c/p>\n\u003cp>The lawsuit seeks to require the city to review the pilot project under the California Environmental Quality Act, a review that must include an assessment of the project's impact on pedestrian and bicyclist safety, on air quality and on its \"potential to displace low- and moderate-income individuals.\"\u003c/p>\n\u003cp>Shuttle opponents \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-s-temporary-tech-shuttle-rules-get-good-6549938.php\" target=\"_blank\">told the San Francisco Chronicle:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>“We’ve been pretty upset that the SFMTA, in evaluating the program, has not looked at the impacts on housing that the stops are having,” said Erin McElroy, of the Anti-Eviction Mapping Project. “We’ve found that rents have risen dramatically in the areas where stops are located, and so have evictions.”\u003c/p>\n\u003cp>Cynthia Crews, a self-described “transit geek,” is part of a group that has sued the city, seeking an environmental impact report on the shuttle program. But she doesn’t want to stop there. The city should also investigate the wear and tear shuttles are inflicting on the city’s roads and Muni’s bus stops as well as the effects on housing, she said.\u003c/p>\n\u003cp>“All of these things should be studied, then from that, they could legally assess a fee,” she said. “We just feel they’re not paying their fair share.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Amanda Font contributed to this post.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's been a while since there's been \u003ca href=\"http://ww2.kqed.org/news/2013/12/20/eviction-protesters-oakland-san-francisco-target-silicon-valley-buses\" target=\"_blank\">a really spirited rush-hour protest\u003c/a> against the behemoth buses carrying workers to and from tech campuses in Silicon Valley. But the tech shuttles have not gone away. Quite the opposite, in fact.\u003c/p>\n\u003cp>A new report from the San Francisco Municipal Transportation Agency suggests the private buses are busier than ever, with about 17,000 boardings every weekday. That's the equivalent of 8,500 round trips, about 75 percent of which involve workers traveling to Facebook, Google, Apple, Yahoo!, Genentech and other tech campuses. The number of individual stops the buses make to pick up or drop off passengers in the city -- about 3,000 a day -- has increased about 30 percent in the past year, the report says.\u003c/p>\n\u003cp>The new SFMTA stats are part of \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Evaluation%20Report%20-%20Oct%205%202015.pdf\" target=\"_blank\">a study\u003c/a> evaluating the first year of a pilot program to try to bring some order to the expanding fleet of private shuttles and to deal with their impact on Muni buses, other traffic and pedestrians in the city.\u003c/p>\n\u003cp>Among other requirements, the pilot program has required shuttle operators to use a network of 124 designated stops and to pay a fee of $3.67 every time a bus picks up or drops off passengers. The SFMTA says the network of stops is designed to prevent conflict with Muni vehicles and to give the private buses a way to get out of traffic when they make stops.\u003c/p>\n\u003cp>The SFMTA report shows that so far, the pilot's results are mixed. Based on spot checks of shuttle activity at 20 different locations in July 2015, the SFMTA says the observed number of Muni buses blocked from making stops fell by 35 percent compared to June 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, the study says that the shuttles, typically large motor coaches that carry 40 or more passengers, still have a way of obstructing the streets. The SFMTA spot check found the big buses blocked other traffic -- either other motor vehicles or bicycles -- on about 35 percent of their stops.\u003c/p>\n\u003cp>At the worst locations -- Valencia and 24th streets, 16th and Mission streets, Lombard and Pierce streets, and Divisadero Street and Geary Boulevard, for instance -- private shuttle buses block other traffic virtually every time they stop to take on or discharge passengers.\u003c/p>\n\u003cp>The study suggests that tougher traffic enforcement is needed to ensure shuttles don't double park and to ensure they avoid unauthorized use of Muni bus stops. In the first 10 months of the pilot, the report says, the SFMTA issued 1,200 citations to shuttle buses for those two offenses.\u003c/p>\n\u003cp>\"Double-parking is dangerous for everyone who walks, bikes and drives, resulting in unpredictable behavior by people trying to get around double-parked vehicles,\" said Chris Cassidy, communications director for the \u003ca href=\"https://www.sfbike.org/\" target=\"_blank\">San Francisco Bike Coalition\u003c/a>.\u003c/p>\n\u003cp>The report also includes results of an SFMTA survey that included responses from 550 shuttle riders. Nearly half of those respondents said they'd drive alone in their cars if the shuttles weren't available. Based on that response, the SFMTA estimates the shuttles eliminate about 4.3 million vehicle miles traveled from the region's streets and highways.\u003c/p>\n\u003cp>\"The pilot program took cars off the road and created a situation where the shuttles could operate safely, as opposed to the kind of unregulated Wild West conditions that were out there before,\" said Tom Maguire, director of SFMTA's Sustainable Streets program, which produced the report.\u003c/p>\n\u003cp>The pilot project is scheduled to run through the end of January 2016. Business groups support making the program permanent, but whether it becomes a fixture on city streets may depend on the outcome of \u003ca href=\"http://ww2.kqed.org/news/san-francisco-activists-and-seiu-sue-city-over-google-bus-plan\" target=\"_blank\">a lawsuit filed last year\u003c/a> by anti-eviction activists who say the private shuttle buses have fueled a rising tide of displacement in the city.\u003c/p>\n\u003cp>The lawsuit seeks to require the city to review the pilot project under the California Environmental Quality Act, a review that must include an assessment of the project's impact on pedestrian and bicyclist safety, on air quality and on its \"potential to displace low- and moderate-income individuals.\"\u003c/p>\n\u003cp>Shuttle opponents \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-s-temporary-tech-shuttle-rules-get-good-6549938.php\" target=\"_blank\">told the San Francisco Chronicle:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>“We’ve been pretty upset that the SFMTA, in evaluating the program, has not looked at the impacts on housing that the stops are having,” said Erin McElroy, of the Anti-Eviction Mapping Project. “We’ve found that rents have risen dramatically in the areas where stops are located, and so have evictions.”\u003c/p>\n\u003cp>Cynthia Crews, a self-described “transit geek,” is part of a group that has sued the city, seeking an environmental impact report on the shuttle program. But she doesn’t want to stop there. The city should also investigate the wear and tear shuttles are inflicting on the city’s roads and Muni’s bus stops as well as the effects on housing, she said.\u003c/p>\n\u003cp>“All of these things should be studied, then from that, they could legally assess a fee,” she said. “We just feel they’re not paying their fair share.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Amanda Font contributed to this post.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Being a conductor on San Francisco's cable cars is physically demanding, but it shouldn't be so dangerous, city authorities said Tuesday as they announced a plan to keep operators of the iconic vehicles safer as they contend with traffic.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfexaminer.com/sf-cable-car-operators-call-for-safety-reforms-in-wake-of-devastating-injuries/\" target=\"_blank\">change comes two months\u003c/a> after cable car operator Reynaldo Morante was hit by a motorcycle rider who faces \u003ca href=\"http://kron4.com/2015/06/19/drunk-motorcyclist-pleads-not-guilty-to-critically-injuring-cable-car-operator/\" target=\"_blank\">drunken driving charges\u003c/a> and four months after operator Santiago Montoya was hit by a car. Both vehicles were passing the cable cars illegally when they hit the operators, police said.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency and police unveiled several safety improvements, including large \"Do Not Pass\" signs on the backs of cable cars, hand-held stop signs for operators who often try to slow or stop traffic for off-boarding passengers and stepped-up traffic enforcement courtesy.\u003c/p>\n\u003cp>\"Unfortunately, change only comes by the way of human sacrifice,\" said Eric Williams, a former cable car operator and president of Transport Workers Union Local 250-A. \"This is not a joke.\"\u003c/p>\n\u003cp>Williams said Montoya just finished his first stretch of physical rehabilitation and \"his life will never be the same.\" Morante, who was not expected to survive, is \"fighting for his life,\" Williams said, declining to go into further details about the operator's injuries per their families' wishes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"After an incident, after an accident, everything is reactive,\" Williams said. \"There was no proactive program in place, at all.\"\u003c/p>\n\u003cp>Police Chief Greg Suhr said officers had written more than a dozen $238 tickets for illegally passing cable cars in the last week. He said it is \"absolutely crazy-unsafe to pass a street car.\"\u003c/p>\n\u003cp>\"It is so dangerous,\" Suhr said. \"We don't take any pleasure in writing a ticket, but there will be no quarter given. Stop a reasonable distance behind street cars.\"\u003c/p>\n\u003cp>SFMTA Director of Transportation Ed Reiskin tied the issue of operator safety to the city's broader \u003ca href=\"http://visionzerosf.org/\" target=\"_blank\">Vision Zero\u003c/a> goal of eliminating traffic-related fatalities by 2024.\u003c/p>\n\u003cp>\"The city’s saying enough is enough,\" Reiskin said. \"People shouldn’t be dying in our streets. People shouldn’t be getting seriously injured in our streets just trying to get around town, and that extends to our own employees and the people who ride the cable cars.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Pedestrian traffic fatalities in San Francisco decreased last year, from 21 to 17. But pedestrian safety group Walk SF \u003ca href=\"http://walksf.org/street-score-2015-report-card-highlights-citys-progress-on-40-safety-goals/\" target=\"_blank\">notes\u003c/a> the 96 traffic-related fatalities and serious injuries to pedestrians last year soared past the city's goal of 82.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Being a conductor on San Francisco's cable cars is physically demanding, but it shouldn't be so dangerous, city authorities said Tuesday as they announced a plan to keep operators of the iconic vehicles safer as they contend with traffic.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfexaminer.com/sf-cable-car-operators-call-for-safety-reforms-in-wake-of-devastating-injuries/\" target=\"_blank\">change comes two months\u003c/a> after cable car operator Reynaldo Morante was hit by a motorcycle rider who faces \u003ca href=\"http://kron4.com/2015/06/19/drunk-motorcyclist-pleads-not-guilty-to-critically-injuring-cable-car-operator/\" target=\"_blank\">drunken driving charges\u003c/a> and four months after operator Santiago Montoya was hit by a car. Both vehicles were passing the cable cars illegally when they hit the operators, police said.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency and police unveiled several safety improvements, including large \"Do Not Pass\" signs on the backs of cable cars, hand-held stop signs for operators who often try to slow or stop traffic for off-boarding passengers and stepped-up traffic enforcement courtesy.\u003c/p>\n\u003cp>\"Unfortunately, change only comes by the way of human sacrifice,\" said Eric Williams, a former cable car operator and president of Transport Workers Union Local 250-A. \"This is not a joke.\"\u003c/p>\n\u003cp>Williams said Montoya just finished his first stretch of physical rehabilitation and \"his life will never be the same.\" Morante, who was not expected to survive, is \"fighting for his life,\" Williams said, declining to go into further details about the operator's injuries per their families' wishes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"After an incident, after an accident, everything is reactive,\" Williams said. \"There was no proactive program in place, at all.\"\u003c/p>\n\u003cp>Police Chief Greg Suhr said officers had written more than a dozen $238 tickets for illegally passing cable cars in the last week. He said it is \"absolutely crazy-unsafe to pass a street car.\"\u003c/p>\n\u003cp>\"It is so dangerous,\" Suhr said. \"We don't take any pleasure in writing a ticket, but there will be no quarter given. Stop a reasonable distance behind street cars.\"\u003c/p>\n\u003cp>SFMTA Director of Transportation Ed Reiskin tied the issue of operator safety to the city's broader \u003ca href=\"http://visionzerosf.org/\" target=\"_blank\">Vision Zero\u003c/a> goal of eliminating traffic-related fatalities by 2024.\u003c/p>\n\u003cp>\"The city’s saying enough is enough,\" Reiskin said. \"People shouldn’t be dying in our streets. People shouldn’t be getting seriously injured in our streets just trying to get around town, and that extends to our own employees and the people who ride the cable cars.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Pedestrian traffic fatalities in San Francisco decreased last year, from 21 to 17. But pedestrian safety group Walk SF \u003ca href=\"http://walksf.org/street-score-2015-report-card-highlights-citys-progress-on-40-safety-goals/\" target=\"_blank\">notes\u003c/a> the 96 traffic-related fatalities and serious injuries to pedestrians last year soared past the city's goal of 82.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The experience of being on Market Street in San Francisco is about to change, whether you’re a motorist navigating the downtown area, a cyclist sharing the road with cars, or a passenger getting from point A to B on transit.\u003c/p>\n\u003cp>Beginning Tuesday, private vehicles will be restricted from turning onto Market between Third and Eighth streets, a change that’s intended to make the busy corridor safer to cyclists and pedestrians while facilitating smoother sailing for transit vehicles. It's part of the \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Safer%20Market%20Street%20Factsheet%20Post%20MTAB_July_0.pdf\" target=\"_blank\">Safer Market Street Project\u003c/a>, a safety upgrade that's included in a roster of street safety improvements under \u003ca href=\"https://www.sfmta.com/projects-planning/projects/vision-zero\" target=\"_blank\">Vision Zero\u003c/a>.\u003c/p>\n\u003cp>Between 2012 and 2013, there were 162 collisions resulting in injuries along Market Street, said Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. The ban on private vehicle turns is accompanied with other changes that include extending transit-only lanes and installing new loading and painted safety zones to boost visibility.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/218841576\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>“This project is driven by the sobering collision data on Market Street and our Vision Zero goal of ending traffic fatalities in San Francisco,” said SFMTA Director of Transportation, Ed Reiskin. “Traffic collisions are preventable, and these focused turn restrictions will create a safer, better Market Street.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Motorists will still be able to cross Market Street, and the turn restriction won’t apply to Muni buses, taxis, emergency vehicles or commercial vehicles. But drivers working for Lyft, Uber and other ride-share companies will have to obey the new rule, since they are considered to be private cars.\u003c/p>\n\u003cp>Pedestrian safety advocates say this new traffic pattern, combined with other upgrades, is a much-needed improvement.\u003c/p>\n\u003cp>Market Street can be especially dangerous because “it’s a very confusing street with awkward intersections,” said Nicole Ferrara, executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, an organization that advocates for pedestrian safety. Cars make up only 10 to 30 percent of Market Street traffic but account for 80 percent of traffic injuries on that stretch, Ferrara added. The new restrictions are expected to cut traffic volumes along that stretch by as much as 50 percent, according to the SFMTA.\u003c/p>\n\u003cp>Vision Zero\u003ca href=\"http://ww2.kqed.org/news/2015/01/01/how-san-francisco-plans-to-reduce-pedestrian-deaths/\" target=\"_blank\"> aims to improve pedestrian safety\u003c/a> with upgrades to 24 intersections citywide. The whole package is expected to be completed by February of 2016, and the Market Street project is number 16 on the list.\u003c/p>\n\u003cp>SFMTA representatives appeared with Supervisors Jane Kim and Julie Christensen Monday to unveil the Safer Market Street Project.\u003c/p>\n\u003cp>\"For many years, we've been hearing that people feel unsafe walking and biking there,\" Kim said. \"You're getting a lot of drivers who aren't yielding to bikes and pedestrians,\" but the turn restrictions aim to address that.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>She added, \"Not every road should be prioritized for private vehicle traffic.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The experience of being on Market Street in San Francisco is about to change, whether you’re a motorist navigating the downtown area, a cyclist sharing the road with cars, or a passenger getting from point A to B on transit.\u003c/p>\n\u003cp>Beginning Tuesday, private vehicles will be restricted from turning onto Market between Third and Eighth streets, a change that’s intended to make the busy corridor safer to cyclists and pedestrians while facilitating smoother sailing for transit vehicles. It's part of the \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Safer%20Market%20Street%20Factsheet%20Post%20MTAB_July_0.pdf\" target=\"_blank\">Safer Market Street Project\u003c/a>, a safety upgrade that's included in a roster of street safety improvements under \u003ca href=\"https://www.sfmta.com/projects-planning/projects/vision-zero\" target=\"_blank\">Vision Zero\u003c/a>.\u003c/p>\n\u003cp>Between 2012 and 2013, there were 162 collisions resulting in injuries along Market Street, said Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. The ban on private vehicle turns is accompanied with other changes that include extending transit-only lanes and installing new loading and painted safety zones to boost visibility.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/218841576&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/218841576'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“This project is driven by the sobering collision data on Market Street and our Vision Zero goal of ending traffic fatalities in San Francisco,” said SFMTA Director of Transportation, Ed Reiskin. “Traffic collisions are preventable, and these focused turn restrictions will create a safer, better Market Street.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Motorists will still be able to cross Market Street, and the turn restriction won’t apply to Muni buses, taxis, emergency vehicles or commercial vehicles. But drivers working for Lyft, Uber and other ride-share companies will have to obey the new rule, since they are considered to be private cars.\u003c/p>\n\u003cp>Pedestrian safety advocates say this new traffic pattern, combined with other upgrades, is a much-needed improvement.\u003c/p>\n\u003cp>Market Street can be especially dangerous because “it’s a very confusing street with awkward intersections,” said Nicole Ferrara, executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, an organization that advocates for pedestrian safety. Cars make up only 10 to 30 percent of Market Street traffic but account for 80 percent of traffic injuries on that stretch, Ferrara added. The new restrictions are expected to cut traffic volumes along that stretch by as much as 50 percent, according to the SFMTA.\u003c/p>\n\u003cp>Vision Zero\u003ca href=\"http://ww2.kqed.org/news/2015/01/01/how-san-francisco-plans-to-reduce-pedestrian-deaths/\" target=\"_blank\"> aims to improve pedestrian safety\u003c/a> with upgrades to 24 intersections citywide. The whole package is expected to be completed by February of 2016, and the Market Street project is number 16 on the list.\u003c/p>\n\u003cp>SFMTA representatives appeared with Supervisors Jane Kim and Julie Christensen Monday to unveil the Safer Market Street Project.\u003c/p>\n\u003cp>\"For many years, we've been hearing that people feel unsafe walking and biking there,\" Kim said. \"You're getting a lot of drivers who aren't yielding to bikes and pedestrians,\" but the turn restrictions aim to address that.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>She added, \"Not every road should be prioritized for private vehicle traffic.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Parking in San Francisco can be frustrating.\u003c/p>\n\u003cp>In 2010, San Francisco alleviated the pain of hunting for quarters by replacing at least 7,000 coin-only meters with ones capable of taking credit or debit cards. And in February it extended the program. Now every city meter can take a credit card.\u003c/p>\n\u003cp>But that convenience has a cost -- merchant transaction fees. Until now, the San Francisco Municipal Transportation Agency has covered the cost of processing credit and debit cards with federal grant money, as part of the \u003ca href=\"http://sfpark.org/\" target=\"_blank\">SFpark pilo\u003c/a>t. Now it's planning to pass that cost on to the people using the service.\u003c/p>\n\u003cp>At a meeting Tuesday, the agency's board will likely vote to add a 27-cent fee when drivers use a card to pay for a meter.\u003c/p>\n\u003cp>Paul Rose, SFMTA spokesman, says that if the agency had to pay those fees, it would have to draw $47.7 million from its operating budget over the next nine years.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"So what we're doing,\" says Rose, \"is decreasing the transaction fee for pay-by-phone from 45 cents to 27 cents, and increasing transaction fees for credit cards up to 27 cents.\"\u003c/p>\n\u003cp>That way, it's even among those using the no-coin methods.\u003c/p>\n\u003cp>Rose says the SFMTA has gotten positive feedback about the ability to use credit cards to pay meters, and this is just the price of that alternative.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It's something that we have to do to ensure we can keep moving forward with this option,\" he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Parking in San Francisco can be frustrating.\u003c/p>\n\u003cp>In 2010, San Francisco alleviated the pain of hunting for quarters by replacing at least 7,000 coin-only meters with ones capable of taking credit or debit cards. And in February it extended the program. Now every city meter can take a credit card.\u003c/p>\n\u003cp>But that convenience has a cost -- merchant transaction fees. Until now, the San Francisco Municipal Transportation Agency has covered the cost of processing credit and debit cards with federal grant money, as part of the \u003ca href=\"http://sfpark.org/\" target=\"_blank\">SFpark pilo\u003c/a>t. Now it's planning to pass that cost on to the people using the service.\u003c/p>\n\u003cp>At a meeting Tuesday, the agency's board will likely vote to add a 27-cent fee when drivers use a card to pay for a meter.\u003c/p>\n\u003cp>Paul Rose, SFMTA spokesman, says that if the agency had to pay those fees, it would have to draw $47.7 million from its operating budget over the next nine years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"So what we're doing,\" says Rose, \"is decreasing the transaction fee for pay-by-phone from 45 cents to 27 cents, and increasing transaction fees for credit cards up to 27 cents.\"\u003c/p>\n\u003cp>That way, it's even among those using the no-coin methods.\u003c/p>\n\u003cp>Rose says the SFMTA has gotten positive feedback about the ability to use credit cards to pay meters, and this is just the price of that alternative.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It's something that we have to do to ensure we can keep moving forward with this option,\" he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Why is Towing So Expensive in San Francisco?",
"title": "Why is Towing So Expensive in San Francisco?",
"headTitle": "Bay Curious | News Fix | KQED News",
"content": "\u003cp>\u003cem>As part of our series \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">Bay Curious\u003c/a>, we are answering questions from KQED listeners and readers. This one might stir up lots of emotions for anyone whose car has been towed in San Francisco. Listener Ian Monroe has gone through this experience a couple of times and wanted to know:\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Why is towing in San Francisco so expensive?\u003c/strong>\u003c/p>\n\u003cp>To find out, I headed to a block-long lot on Seventh Street under Interstate 80. This is where most vehicles towed by the police or San Francisco Municipal Transportation Agency wind up.\u003c/p>\n\u003cp>Outside, I met Cherish Demins. His car was towed less than an hour earlier in the Financial District, while he was making a quick visit to his office, he said.\u003c/p>\n\u003cp>The price to get his car back? $483.75.\u003c/p>\n\u003cfigure id=\"attachment_10547788\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/Cherish_Demins.jpg\">\u003cimg class=\"size-thumbnail wp-image-10547788\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/Cherish_Demins-400x300.jpg\" alt=\"The minimum fee that Cherish Demins had to pay is twice what drivers in Chicago or New York would pay in a similar situation.\" width=\"400\" height=\"300\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/06/Cherish_Demins-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/Cherish_Demins.jpg 640w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The minimum fee that Cherish Demins had to pay is twice what drivers in Chicago or New York would pay in a similar situation. \u003ccite>(Farida Jhabvala/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s the worst day of my life,” said Demins, shaking his head. “They just take your car away and expect you to pay all this money?”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Among people who have had their car towed in San Francisco, Demins is actually lucky. Because he recovered his car so quickly, he paid the minimum charge to get it back.\u003c/p>\n\u003cp>But that minimum amount is twice as much as drivers in Chicago and Los Angeles pay. To understand why, let’s take a closer look at Demins’ bill.\u003c/p>\n\u003cp>\u003cstrong>Breaking Down the Costs\u003c/strong>\u003c/p>\n\u003cp>Each bill breaks down into at least two parts: a $220.75 towing fee and an $263 administrative fee. If your car is held for more than four hours, there are also additional storage fees: $57.25 for the first day, and $66.75 for each day after that.\u003c/p>\n\u003cp>The $220.75 towing fee goes to \u003ca href=\"http://www.autoreturn.com/\" target=\"_blank\">AutoReturn\u003c/a>, a company that works like a middleman between drivers, the city and the 10 towing companies that actually haul your vehicle away.\u003c/p>\n\u003caside class=\"alignleft\">\n\u003ch2>Towing Costs Around the State\u003c/h2>\n\u003cp>These figures represent the minimum charge drivers would have to pay if their car was towed and they picked it up immediately. While many cities such as Los Angeles give drivers at least an hour to pick up their vehicle before additional storage fees kick in, San Francisco allows for up to four hours. Oakland gives drivers just 30 minutes.\u003cbr>\n\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/TowingSF.jpg\" alt=\"\">\u003cbr>\n\u003cem>Source: City police departments and towing services.\u003c/em>\u003c/p>\n\u003c/aside>\n\u003cp>“The main cost of this business is paying the tow companies for the work they do on commission,” said John Pendleton, co-founder and chief technology officer at AutoReturn.\u003c/p>\n\u003cp>On average, a tow company earns $80.39 for each vehicle it brings to the lot.\u003c/p>\n\u003cp>The second-biggest expense for AutoReturn is staff salaries and the third is rent, said Pendleton.\u003c/p>\n\u003cp>AutoReturn pays nearly $3 million each year in rent for the lot on Seventh Street, which is leased by Caltrans, and a long-term storage facility in Daly City, leased by the SFMTA.\u003c/p>\n\u003cp>In California, the towing and storage rates are agreed upon between local law enforcement agencies and the towing companies they work with. That has resulted in a patchy network of towing costs throughout the state. In Los Angeles, the towing fee is $121, while in Sacramento, it’s $180.\u003c/p>\n\u003cp>Drivers in San Francisco may be charged more than drivers in those cities, but prices are similar to other Bay Area cities like Oakland and San Jose. Representatives at various towing companies agree that one of the major costs pushing up their prices is rent for the land they use to store vehicles.\u003c/p>\n\u003cp>\u003cstrong>Unpacking the Administrative Fee\u003c/strong>\u003c/p>\n\u003cp>Another part of the bill pays the $263 administrative fee imposed by San Francisco.\u003c/p>\n\u003cp>That money is used to pay the salaries of 382 parking control officers, said Paul Rose, a spokesman for the SFMTA. Yes -- the people in uniforms that give you parking tickets and can have your car towed are having their salaries paid by those tows.\u003c/p>\n\u003cp>[contextly_sidebar id=\"yv2Qj8d6dCxG28xyGtLZKa5gzodyw3CS\"]\u003c/p>\n\u003cp>“We have to enforce the rules of the road,\" said Rose. \"We have to make sure our streets can be clean. We have to make sure that our roads are clear of any blockage.”\u003c/p>\n\u003cp>David LaBua, who wrote a book about parking in San Francisco, estimates that the city has 560,000 cars at any given moment, but only about 440,000 on- and off-street parking spots .\u003c/p>\n\u003cp>“Parking spaces are so much more valuable,” said LaBua. “It’s just supply and demand. We are the city that has the tightest supply-and-demand ratio.”\u003c/p>\n\u003cp>And it's getting worse. A recent \u003ca href=\"http://www.sfchronicle.com/bayarea/matier-ross/article/Transit-cycling-parklets-rapidly-eating-up-S-F-6297923.php?cmpid=gsa-sfgate-result\" target=\"_blank\">Matier & Ross column\u003c/a> in the San Francisco Chronicle reported that at least 1,595 spaces are scheduled to be removed in the next few years to make the city's streets friendlier to bicyclists, pedestrians and transit.\u003c/p>\n\u003cp>\u003cstrong>Adding Insult to Injury for Theft Victims\u003c/strong>\u003c/p>\n\u003cp>One major complaint the SFMTA hears is from people whose cars were stolen and then towed, said Rose. When police find stolen vehicles, they notify the owner. If the owner doesn’t arrive to collect the car within 20 minutes, the vehicle gets towed at the owner's expense.\u003c/p>\n\u003cfigure id=\"attachment_10547411\" class=\"wp-caption alignleft\" style=\"max-width: 150px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/ian.jpg\">\u003cimg class=\"size-full wp-image-10547411\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/ian.jpg\" alt=\"Ian Monroe asked this question about towing after experiencing some headaches of his own.\" width=\"150\" height=\"222\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ian Monroe asked Bay Curious this question about towing after experiencing some headaches of his own. \u003ccite>(Farida Jhabvala/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s what happened to our listener Ian Monroe. He owns an old Honda Civic with a big dent on the side. He thought nobody would steal it -- but he was wrong. His car was stolen twice, once from Noe Valley and once from the Castro.\u003c/p>\n\u003cp>“In both cases my car was missing for a few weeks and it was eventually found because of parking tickets it had accumulated,” said Monroe, a Stanford University visiting scholar and lecturer on energy and climate. “And I was only told it was found after it had been towed and put on impound, in one case for several days.”\u003c/p>\n\u003cp>The towing and storage bills totaled over $800, said Monroe, who purchased his car for about $1,800.\u003c/p>\n\u003cp>“You know, I’m a citizen of the city. I just had my car stolen, which really sucked, and that definitely was a hardship,” said Monroe. “But I ended up being a lot more pissed off at the city for the hefty bill that they are giving me for towing and impound, without giving me any chance to get my vehicle once it was found.”\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/208454251\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>\u003cstrong>Some Cars Aren't Worth Retrieving\u003c/strong>\u003c/p>\n\u003cp>Fees can add up to more than the car is worth, so some people just surrender their title to the towing company, which then sells the vehicle at an auction sale to recover the towing and storage fees.\u003c/p>\n\u003cp>San Francisco Supervisor Scott Wiener said that can hurt people’s livelihoods.\u003c/p>\n\u003cp>“In fairness, San Francisco is a more expensive place to do business than other parts of the state,” said Wiener. “But I think we should look for ways to try to reduce the burden on people whose cars are towed.”\u003c/p>\n\u003cp>Wiener held hearings last year on the topic, and authored a resolution requesting the fees be reduced or waived for car theft victims.\u003c/p>\n\u003caside class=\"alignleft\">\u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">\u003cimg style=\"margin-bottom: 10px\" src=\"http://u.s.kqed.net/2015/04/20/baycurious.png\" alt=\"\">\u003c/a>\u003cbr>\nWhat do you wonder about the Bay Area, its culture or people that you want KQED to investigate? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\n\u003cp>“You have people who have been victimized by someone stealing their car and then they get victimized again by not being able to recover their car unless they pay a lot of money,” Wiener said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>The city’s contract with AutoReturn is up for renewal by the Board of Supervisors this summer, and changes to the towing fees could be on the table. Wiener said he will not support a new contract unless it offers relief for victims of car theft. He said the grace period for owners to recover their vehicles from the SFPD should be extended -- to several days or a week.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>As part of our series \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">Bay Curious\u003c/a>, we are answering questions from KQED listeners and readers. This one might stir up lots of emotions for anyone whose car has been towed in San Francisco. Listener Ian Monroe has gone through this experience a couple of times and wanted to know:\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Why is towing in San Francisco so expensive?\u003c/strong>\u003c/p>\n\u003cp>To find out, I headed to a block-long lot on Seventh Street under Interstate 80. This is where most vehicles towed by the police or San Francisco Municipal Transportation Agency wind up.\u003c/p>\n\u003cp>Outside, I met Cherish Demins. His car was towed less than an hour earlier in the Financial District, while he was making a quick visit to his office, he said.\u003c/p>\n\u003cp>The price to get his car back? $483.75.\u003c/p>\n\u003cfigure id=\"attachment_10547788\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/Cherish_Demins.jpg\">\u003cimg class=\"size-thumbnail wp-image-10547788\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/Cherish_Demins-400x300.jpg\" alt=\"The minimum fee that Cherish Demins had to pay is twice what drivers in Chicago or New York would pay in a similar situation.\" width=\"400\" height=\"300\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/06/Cherish_Demins-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/Cherish_Demins.jpg 640w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The minimum fee that Cherish Demins had to pay is twice what drivers in Chicago or New York would pay in a similar situation. \u003ccite>(Farida Jhabvala/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s the worst day of my life,” said Demins, shaking his head. “They just take your car away and expect you to pay all this money?”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Among people who have had their car towed in San Francisco, Demins is actually lucky. Because he recovered his car so quickly, he paid the minimum charge to get it back.\u003c/p>\n\u003cp>But that minimum amount is twice as much as drivers in Chicago and Los Angeles pay. To understand why, let’s take a closer look at Demins’ bill.\u003c/p>\n\u003cp>\u003cstrong>Breaking Down the Costs\u003c/strong>\u003c/p>\n\u003cp>Each bill breaks down into at least two parts: a $220.75 towing fee and an $263 administrative fee. If your car is held for more than four hours, there are also additional storage fees: $57.25 for the first day, and $66.75 for each day after that.\u003c/p>\n\u003cp>The $220.75 towing fee goes to \u003ca href=\"http://www.autoreturn.com/\" target=\"_blank\">AutoReturn\u003c/a>, a company that works like a middleman between drivers, the city and the 10 towing companies that actually haul your vehicle away.\u003c/p>\n\u003caside class=\"alignleft\">\n\u003ch2>Towing Costs Around the State\u003c/h2>\n\u003cp>These figures represent the minimum charge drivers would have to pay if their car was towed and they picked it up immediately. While many cities such as Los Angeles give drivers at least an hour to pick up their vehicle before additional storage fees kick in, San Francisco allows for up to four hours. Oakland gives drivers just 30 minutes.\u003cbr>\n\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/TowingSF.jpg\" alt=\"\">\u003cbr>\n\u003cem>Source: City police departments and towing services.\u003c/em>\u003c/p>\n\u003c/aside>\n\u003cp>“The main cost of this business is paying the tow companies for the work they do on commission,” said John Pendleton, co-founder and chief technology officer at AutoReturn.\u003c/p>\n\u003cp>On average, a tow company earns $80.39 for each vehicle it brings to the lot.\u003c/p>\n\u003cp>The second-biggest expense for AutoReturn is staff salaries and the third is rent, said Pendleton.\u003c/p>\n\u003cp>AutoReturn pays nearly $3 million each year in rent for the lot on Seventh Street, which is leased by Caltrans, and a long-term storage facility in Daly City, leased by the SFMTA.\u003c/p>\n\u003cp>In California, the towing and storage rates are agreed upon between local law enforcement agencies and the towing companies they work with. That has resulted in a patchy network of towing costs throughout the state. In Los Angeles, the towing fee is $121, while in Sacramento, it’s $180.\u003c/p>\n\u003cp>Drivers in San Francisco may be charged more than drivers in those cities, but prices are similar to other Bay Area cities like Oakland and San Jose. Representatives at various towing companies agree that one of the major costs pushing up their prices is rent for the land they use to store vehicles.\u003c/p>\n\u003cp>\u003cstrong>Unpacking the Administrative Fee\u003c/strong>\u003c/p>\n\u003cp>Another part of the bill pays the $263 administrative fee imposed by San Francisco.\u003c/p>\n\u003cp>That money is used to pay the salaries of 382 parking control officers, said Paul Rose, a spokesman for the SFMTA. Yes -- the people in uniforms that give you parking tickets and can have your car towed are having their salaries paid by those tows.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“We have to enforce the rules of the road,\" said Rose. \"We have to make sure our streets can be clean. We have to make sure that our roads are clear of any blockage.”\u003c/p>\n\u003cp>David LaBua, who wrote a book about parking in San Francisco, estimates that the city has 560,000 cars at any given moment, but only about 440,000 on- and off-street parking spots .\u003c/p>\n\u003cp>“Parking spaces are so much more valuable,” said LaBua. “It’s just supply and demand. We are the city that has the tightest supply-and-demand ratio.”\u003c/p>\n\u003cp>And it's getting worse. A recent \u003ca href=\"http://www.sfchronicle.com/bayarea/matier-ross/article/Transit-cycling-parklets-rapidly-eating-up-S-F-6297923.php?cmpid=gsa-sfgate-result\" target=\"_blank\">Matier & Ross column\u003c/a> in the San Francisco Chronicle reported that at least 1,595 spaces are scheduled to be removed in the next few years to make the city's streets friendlier to bicyclists, pedestrians and transit.\u003c/p>\n\u003cp>\u003cstrong>Adding Insult to Injury for Theft Victims\u003c/strong>\u003c/p>\n\u003cp>One major complaint the SFMTA hears is from people whose cars were stolen and then towed, said Rose. When police find stolen vehicles, they notify the owner. If the owner doesn’t arrive to collect the car within 20 minutes, the vehicle gets towed at the owner's expense.\u003c/p>\n\u003cfigure id=\"attachment_10547411\" class=\"wp-caption alignleft\" style=\"max-width: 150px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/ian.jpg\">\u003cimg class=\"size-full wp-image-10547411\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/ian.jpg\" alt=\"Ian Monroe asked this question about towing after experiencing some headaches of his own.\" width=\"150\" height=\"222\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ian Monroe asked Bay Curious this question about towing after experiencing some headaches of his own. \u003ccite>(Farida Jhabvala/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s what happened to our listener Ian Monroe. He owns an old Honda Civic with a big dent on the side. He thought nobody would steal it -- but he was wrong. His car was stolen twice, once from Noe Valley and once from the Castro.\u003c/p>\n\u003cp>“In both cases my car was missing for a few weeks and it was eventually found because of parking tickets it had accumulated,” said Monroe, a Stanford University visiting scholar and lecturer on energy and climate. “And I was only told it was found after it had been towed and put on impound, in one case for several days.”\u003c/p>\n\u003cp>The towing and storage bills totaled over $800, said Monroe, who purchased his car for about $1,800.\u003c/p>\n\u003cp>“You know, I’m a citizen of the city. I just had my car stolen, which really sucked, and that definitely was a hardship,” said Monroe. “But I ended up being a lot more pissed off at the city for the hefty bill that they are giving me for towing and impound, without giving me any chance to get my vehicle once it was found.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/208454251&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/208454251'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Some Cars Aren't Worth Retrieving\u003c/strong>\u003c/p>\n\u003cp>Fees can add up to more than the car is worth, so some people just surrender their title to the towing company, which then sells the vehicle at an auction sale to recover the towing and storage fees.\u003c/p>\n\u003cp>San Francisco Supervisor Scott Wiener said that can hurt people’s livelihoods.\u003c/p>\n\u003cp>“In fairness, San Francisco is a more expensive place to do business than other parts of the state,” said Wiener. “But I think we should look for ways to try to reduce the burden on people whose cars are towed.”\u003c/p>\n\u003cp>Wiener held hearings last year on the topic, and authored a resolution requesting the fees be reduced or waived for car theft victims.\u003c/p>\n\u003caside class=\"alignleft\">\u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">\u003cimg style=\"margin-bottom: 10px\" src=\"http://u.s.kqed.net/2015/04/20/baycurious.png\" alt=\"\">\u003c/a>\u003cbr>\nWhat do you wonder about the Bay Area, its culture or people that you want KQED to investigate? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\n\u003cp>“You have people who have been victimized by someone stealing their car and then they get victimized again by not being able to recover their car unless they pay a lot of money,” Wiener said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The city’s contract with AutoReturn is up for renewal by the Board of Supervisors this summer, and changes to the towing fees could be on the table. Wiener said he will not support a new contract unless it offers relief for victims of car theft. He said the grace period for owners to recover their vehicles from the SFPD should be extended -- to several days or a week.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Mission Street's public transit is about to change -- but not quickly. There's still time to have a say, so \u003ca href=\"https://www.sfmta.com/projects-planning/projects/14-mission-rapid-project\" target=\"_blank\">check out the website\u003c/a> and fill out an online survey.\u003c/p>\n\u003cp>In its \u003ca href=\"http://www.sfmta.com/projects-planning/projects/muni-forward-creating-rapid-network\" target=\"_blank\">Muni Forward \u003c/a>program, the San Francisco Municipal Transportation Agency is thinking of making at least four changes on Mission between South Van Ness Avenue and Cesar Chavez Street that will be implemented in 2017. The biggest impact on riders would be a plan to reduce stops from nearly one every block to one every other block.\u003c/p>\n\u003cp>The proposed changes also include bus bulbs at 16th and 20th streets, right-turn pockets, left-turn restrictions and redesigning the street to make the traffic lanes wider than the existing 9 feet.\u003c/p>\n\u003cp>The right-turn pockets would remove parking spaces, but would also prevent the backup that happens when drivers are trying to make a right turn but can’t because of pedestrians crossing in front of them. The current design, officials said, means that buses end up crossing the center line to pass right-turning vehicles that get stuck.\u003c/p>\n\u003cp>At present there are some left-turn restrictions, but the new proposal would limit left turns from 7 a.m. to 7 p.m. on weekdays for the entire stretch from South Van Ness to Cesar Chavez.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Read the rest of this story on \u003ca href=\"http://missionlocal.org/2015/02/mission-street-changes-are-coming-and-you-can-influence-them/\" target=\"_blank\">Mission Local\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Mission Street's public transit is about to change -- but not quickly. There's still time to have a say, so \u003ca href=\"https://www.sfmta.com/projects-planning/projects/14-mission-rapid-project\" target=\"_blank\">check out the website\u003c/a> and fill out an online survey.\u003c/p>\n\u003cp>In its \u003ca href=\"http://www.sfmta.com/projects-planning/projects/muni-forward-creating-rapid-network\" target=\"_blank\">Muni Forward \u003c/a>program, the San Francisco Municipal Transportation Agency is thinking of making at least four changes on Mission between South Van Ness Avenue and Cesar Chavez Street that will be implemented in 2017. The biggest impact on riders would be a plan to reduce stops from nearly one every block to one every other block.\u003c/p>\n\u003cp>The proposed changes also include bus bulbs at 16th and 20th streets, right-turn pockets, left-turn restrictions and redesigning the street to make the traffic lanes wider than the existing 9 feet.\u003c/p>\n\u003cp>The right-turn pockets would remove parking spaces, but would also prevent the backup that happens when drivers are trying to make a right turn but can’t because of pedestrians crossing in front of them. The current design, officials said, means that buses end up crossing the center line to pass right-turning vehicles that get stuck.\u003c/p>\n\u003cp>At present there are some left-turn restrictions, but the new proposal would limit left turns from 7 a.m. to 7 p.m. on weekdays for the entire stretch from South Van Ness to Cesar Chavez.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Uber, Lyft Fallout: Taxi Rides Plunge in San Francisco",
"title": "Uber, Lyft Fallout: Taxi Rides Plunge in San Francisco",
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"content": "\u003cfigure id=\"attachment_120383\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-120383\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/10/RS7183_Taxis_22oct2013_0125_web-hpf.jpg\" alt=\"Taxis in downtown San Francisco. (Sara Bloomberg/KQED)\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Taxis in downtown San Francisco (Sara Bloomberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>One of the major consequences of the explosive growth of Uber, Lyft and the ride-service industry has been the \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">economic fallout to the taxi industry\u003c/a>, both companies and drivers.\u003c/p>\n\u003cp>In San Francisco, so many customers have deserted taxis for ride-service firms that Hansu Kim, owner of DeSoto Cab, has been \u003ca href=\"http://news.kron4.com/news/sf-cab-company-considers-makeover-to-compete-with-unregulated-car-services/\" target=\"_blank\">talking about exiting the business and remaking his fleet as a sedan service\u003c/a>.\u003c/p>\n\u003cp>Meanwhile, many drivers have told us they'd taken a 33 percent haircut in terms of income, and we even talked to one 28-year cab veteran, Brad Newsham, who quit last year because his profits had fallen to about $5 per hour, which is less than half of the city's minimum wage.\u003c/p>\n\u003cp>Now, thanks to a \u003ca href=\"http://sanfrancisco.granicus.com/MediaPlayer.php?view_id=55&clip_id=20973&meta_id=403941\" target=\"_blank\">presentation\u003c/a> to the San Francisco Municipal Transportation Agency on Tuesday regarding the status of the cab industry, we've got some hard numbers to illustrate just how severe the decline in taxi ridership has been.\u003c/p>\n\u003cp>In the presentation, Kate Toran, the new director of the agency's Taxis and Accessible Services Division, said the average number of trips per taxi in the city had declined a whopping 65 percent from March 2012 to July 2014 -- from 1,424 per month to 504.\u003c/p>\n\u003caside class=\"pullquote alignleft\">Average number of trips per taxi has declined 65 percent over two years.\u003c/aside>\n\u003cp>Similarly, total rides in wheelchair-accessible taxis, which are more costly to operate, have fallen by about 56 percent over the past 15 months, from 1,378 per month in March 2013 to 768 this July.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That's a concern because the inaccessibility of ride-service vehicles, which are, after all, just drivers' personal cars being used to transport paying passengers, has been \u003ca href=\"http://www.sfgate.com/news/article/As-Uber-Lyft-Sidecar-grow-so-do-concerns-of-5240889.php\" target=\"_blank\">an issue.\u003c/a> The accessibility plans that ride-service companies were required to file by the California Public Utilities Commission have so far been on the thin side. (Here are \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/193E3DA4-D0FF-497A-8E26-EDAC1C1339FE/0/UberAccessibilityPlan.pdf\" target=\"_blank\">Uber's\u003c/a> and \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/B0398419-190C-4B4B-A89B-ED113E6CB9B5/0/LyftAccessibilityPlan.pdf\" target=\"_blank\">Lyft's\u003c/a>.) Updates on these plans are due on Friday.\u003c/p>\n\u003cp>Toran said that in response to the severe decline in ridership, the city's taxi division is waiving certain fees, like the one for a driver application, and reducing others, like the fee for medallion renewal.\u003c/p>\n\u003cp>Toran did indicate one sign of progress for those who have been pushing the industry to modernize: Eighty percent of taxis in the city are now using Flywheel, an app-based hailing tool that is similar to those of the ride services.\u003c/p>\n\u003cp>An alternative app, Curb, is used by 60 percent of cabs. The response time for taxis on Flywheel has been just 3.5 minutes, a significant development in light of the \u003ca href=\"http://www.uctc.net/research/papers/UCTC-FR-2014-08.pdf\" target=\"_blank\">recent paper from UC Berkeley\u003c/a> that found a \u003ca href=\"http://www.forbes.com/sites/ellenhuet/2014/09/08/uber-lyft-cars-arrive-faster-than-taxis/\" target=\"_blank\">marked superiority in the time ride-service\u003c/a> vehicles responded to calls as opposed to taxis.\u003c/p>\n\u003cp>The increased use of apps by the city's taxis wasn't good enough, though, for SFMTA board member Malcolm Heinicke. He wasn't happy that the rate of use wasn't 100 percent.\u003c/p>\n\u003cp>\"Why aren't they all on one of those apps ... and why aren't we mandating that they all be on one of those or a similarly widespread app?\" he asked. \"We're in a situation of catch-up here. ... I think the public needs to know that there are these apps out there, the public needs to know that these response rates exist.\u003c/p>\n\u003cp>\"Why aren't we mandating they all be on an app the way we would have mandated they all be on a sufficiently large radio network back in the last generation of taxi service?\"\u003c/p>\n\u003cp>Toran said she agreed it was a good idea to require that cabs use apps. \"It's the new reality,\" she said. \u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Longtime Cab Driver Still Surviving But Considering Move to Uber \u003c/strong>\u003c/p>\n\u003cp>I asked John Han, a veteran San Francisco cab driver and keen observer of the industry whom we've been talking to on this story, how his income has held up lately, and what his plans are. Last year he told us he tried to make the switch to UberX, Uber's ride-service division, but aborted the attempt after he \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">failed to find an insurance company that would cover his car\u003c/a>.\u003c/p>\n\u003cp>Han said he was still hanging in there, despite a drop in the last six months or so. \"I have noticed a decline in my take-home pay, but I'm making enough to not have to think of doing anything drastic,\" he said. \"I'm just making a little less per shift.\"\u003c/p>\n\u003cp>He did say, however, that he knows cab drivers who are complaining their income has been cut in half.\u003c/p>\n\u003cp>I wondered if in light of \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, which would expedite the creation of insurance policies, not in existence now, \u003ca href=\"http://ww2.kqed.org/news/09/02/2014/Uber_Lyft_California_insurance/\" target=\"_blank\">specifically for ride-service drivers\u003c/a>, whether he would again consider switching to a ride service. He said he would:\u003c/p>\n\u003cp>\"When there's total transparency, when I can call an insurance company and say, 'C an you give me the right kind of policy for this kind of work?' and they know it’s an Uber or Lyft vehicle, that’s when i would say, 'Yeah, i think I’m going to do it.' \"\u003c/p>\n\u003cp>But Bill Clark, another longtime cab driver who hit a similar brick wall on insurance when he considered switching to UberX, said he wouldn't try again, even though his income has dropped by about a third over the last two years. Clark said Uber's refusal to cover the accident in San Francisco in which an UberX driver hit and killed a 6-year-old girl has put him off the company for good.\u003c/p>\n\u003cp>\"I don't want anything to do with them,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>You can \u003ca href=\"http://sanfrancisco.granicus.com/MediaPlayer.php?view_id=55&clip_id=20973&meta_id=403942\" target=\"_blank\">watch the presentation on the status of the taxi industry in San Francisco\u003c/a> below:\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_120383\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-120383\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/10/RS7183_Taxis_22oct2013_0125_web-hpf.jpg\" alt=\"Taxis in downtown San Francisco. (Sara Bloomberg/KQED)\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Taxis in downtown San Francisco (Sara Bloomberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>One of the major consequences of the explosive growth of Uber, Lyft and the ride-service industry has been the \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">economic fallout to the taxi industry\u003c/a>, both companies and drivers.\u003c/p>\n\u003cp>In San Francisco, so many customers have deserted taxis for ride-service firms that Hansu Kim, owner of DeSoto Cab, has been \u003ca href=\"http://news.kron4.com/news/sf-cab-company-considers-makeover-to-compete-with-unregulated-car-services/\" target=\"_blank\">talking about exiting the business and remaking his fleet as a sedan service\u003c/a>.\u003c/p>\n\u003cp>Meanwhile, many drivers have told us they'd taken a 33 percent haircut in terms of income, and we even talked to one 28-year cab veteran, Brad Newsham, who quit last year because his profits had fallen to about $5 per hour, which is less than half of the city's minimum wage.\u003c/p>\n\u003cp>Now, thanks to a \u003ca href=\"http://sanfrancisco.granicus.com/MediaPlayer.php?view_id=55&clip_id=20973&meta_id=403941\" target=\"_blank\">presentation\u003c/a> to the San Francisco Municipal Transportation Agency on Tuesday regarding the status of the cab industry, we've got some hard numbers to illustrate just how severe the decline in taxi ridership has been.\u003c/p>\n\u003cp>In the presentation, Kate Toran, the new director of the agency's Taxis and Accessible Services Division, said the average number of trips per taxi in the city had declined a whopping 65 percent from March 2012 to July 2014 -- from 1,424 per month to 504.\u003c/p>\n\u003caside class=\"pullquote alignleft\">Average number of trips per taxi has declined 65 percent over two years.\u003c/aside>\n\u003cp>Similarly, total rides in wheelchair-accessible taxis, which are more costly to operate, have fallen by about 56 percent over the past 15 months, from 1,378 per month in March 2013 to 768 this July.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That's a concern because the inaccessibility of ride-service vehicles, which are, after all, just drivers' personal cars being used to transport paying passengers, has been \u003ca href=\"http://www.sfgate.com/news/article/As-Uber-Lyft-Sidecar-grow-so-do-concerns-of-5240889.php\" target=\"_blank\">an issue.\u003c/a> The accessibility plans that ride-service companies were required to file by the California Public Utilities Commission have so far been on the thin side. (Here are \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/193E3DA4-D0FF-497A-8E26-EDAC1C1339FE/0/UberAccessibilityPlan.pdf\" target=\"_blank\">Uber's\u003c/a> and \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/B0398419-190C-4B4B-A89B-ED113E6CB9B5/0/LyftAccessibilityPlan.pdf\" target=\"_blank\">Lyft's\u003c/a>.) Updates on these plans are due on Friday.\u003c/p>\n\u003cp>Toran said that in response to the severe decline in ridership, the city's taxi division is waiving certain fees, like the one for a driver application, and reducing others, like the fee for medallion renewal.\u003c/p>\n\u003cp>Toran did indicate one sign of progress for those who have been pushing the industry to modernize: Eighty percent of taxis in the city are now using Flywheel, an app-based hailing tool that is similar to those of the ride services.\u003c/p>\n\u003cp>An alternative app, Curb, is used by 60 percent of cabs. The response time for taxis on Flywheel has been just 3.5 minutes, a significant development in light of the \u003ca href=\"http://www.uctc.net/research/papers/UCTC-FR-2014-08.pdf\" target=\"_blank\">recent paper from UC Berkeley\u003c/a> that found a \u003ca href=\"http://www.forbes.com/sites/ellenhuet/2014/09/08/uber-lyft-cars-arrive-faster-than-taxis/\" target=\"_blank\">marked superiority in the time ride-service\u003c/a> vehicles responded to calls as opposed to taxis.\u003c/p>\n\u003cp>The increased use of apps by the city's taxis wasn't good enough, though, for SFMTA board member Malcolm Heinicke. He wasn't happy that the rate of use wasn't 100 percent.\u003c/p>\n\u003cp>\"Why aren't they all on one of those apps ... and why aren't we mandating that they all be on one of those or a similarly widespread app?\" he asked. \"We're in a situation of catch-up here. ... I think the public needs to know that there are these apps out there, the public needs to know that these response rates exist.\u003c/p>\n\u003cp>\"Why aren't we mandating they all be on an app the way we would have mandated they all be on a sufficiently large radio network back in the last generation of taxi service?\"\u003c/p>\n\u003cp>Toran said she agreed it was a good idea to require that cabs use apps. \"It's the new reality,\" she said. \u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Longtime Cab Driver Still Surviving But Considering Move to Uber \u003c/strong>\u003c/p>\n\u003cp>I asked John Han, a veteran San Francisco cab driver and keen observer of the industry whom we've been talking to on this story, how his income has held up lately, and what his plans are. Last year he told us he tried to make the switch to UberX, Uber's ride-service division, but aborted the attempt after he \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">failed to find an insurance company that would cover his car\u003c/a>.\u003c/p>\n\u003cp>Han said he was still hanging in there, despite a drop in the last six months or so. \"I have noticed a decline in my take-home pay, but I'm making enough to not have to think of doing anything drastic,\" he said. \"I'm just making a little less per shift.\"\u003c/p>\n\u003cp>He did say, however, that he knows cab drivers who are complaining their income has been cut in half.\u003c/p>\n\u003cp>I wondered if in light of \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, which would expedite the creation of insurance policies, not in existence now, \u003ca href=\"http://ww2.kqed.org/news/09/02/2014/Uber_Lyft_California_insurance/\" target=\"_blank\">specifically for ride-service drivers\u003c/a>, whether he would again consider switching to a ride service. He said he would:\u003c/p>\n\u003cp>\"When there's total transparency, when I can call an insurance company and say, 'C an you give me the right kind of policy for this kind of work?' and they know it’s an Uber or Lyft vehicle, that’s when i would say, 'Yeah, i think I’m going to do it.' \"\u003c/p>\n\u003cp>But Bill Clark, another longtime cab driver who hit a similar brick wall on insurance when he considered switching to UberX, said he wouldn't try again, even though his income has dropped by about a third over the last two years. Clark said Uber's refusal to cover the accident in San Francisco in which an UberX driver hit and killed a 6-year-old girl has put him off the company for good.\u003c/p>\n\u003cp>\"I don't want anything to do with them,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>You can \u003ca href=\"http://sanfrancisco.granicus.com/MediaPlayer.php?view_id=55&clip_id=20973&meta_id=403942\" target=\"_blank\">watch the presentation on the status of the taxi industry in San Francisco\u003c/a> below:\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_143658\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11371_photo.JPG-alt_136.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-143658 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11371_photo.JPG-alt_136-640x480.jpg\" alt=\"A commuter shuttle headed to Google's Mountain View campus pulls into a pre-approved Muni stop at 24th St and Valencia. \" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A commuter shuttle headed to Google’s Mountain View campus pulls into a pre-approved Muni stop at 24th and Valencia streets. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco’s \u003ca href=\"http://ww2.kqed.org/news/2014/07/15/sfmta-to-vote-on-higher-fees-for-google-tech-buses/\">pilot program\u003c/a> for commuter shuttles launched today. The San Francisco Municipal Transportation Agency (SFMTA) created the program mainly to regulate buses that carry tech workers south to their company’s campuses in places such as Mountain View and Menlo Park. Many tech companies provide buses for their employees, and the shuttles are commonly called “Google Buses.”\u003c/p>\n\u003cp>Commuter shuttles have been using existing Municipal Railway stops to pick up or drop off passengers for years, which has contributed to some of Muni’s delays.\u003c/p>\n\u003cp>The start of the pilot program caused some confusion among tech shuttle passengers today as buses started using new or different Muni stops. The shuttles are now limited to about 100 Muni stops, and the shuttle operators have to pay$3.55 per bus per stop to cover the cost of the program.\u003c/p>\n\u003cp>Kristen Holland, a spokeswoman for the SFMTA, said: “We wanted to make sure that these shuttles could still operate since they are still taking individual car trips off the road, which is a goal of ours, helps Muni, helps all of our transportation system work better. But it needed to work better with Muni.”\u003c/p>\n\u003cp>The shuttles also have to display green placards with an identification number on the front and back bumpers, so SFMTA officials can issue citations and track complaints.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Critics say the shuttles are contributing to a higher cost of living in the city — one UC Berkeley student argued in her master’s thesis in city planning that \u003ca href=\"http://svenworld.com/wp-content/uploads/2014/01/Goldman_PRFinal.pdf\">rents are higher around tech shuttle stops.\u003c/a>\u003c/p>\n\u003cp>This morning, a small protest led by advocates for seniors and people with disabilities briefly disrupted several bus departures.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The shuttle pilot program is scheduled to last 18 months.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_143658\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11371_photo.JPG-alt_136.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-143658 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11371_photo.JPG-alt_136-640x480.jpg\" alt=\"A commuter shuttle headed to Google's Mountain View campus pulls into a pre-approved Muni stop at 24th St and Valencia. \" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A commuter shuttle headed to Google’s Mountain View campus pulls into a pre-approved Muni stop at 24th and Valencia streets. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco’s \u003ca href=\"http://ww2.kqed.org/news/2014/07/15/sfmta-to-vote-on-higher-fees-for-google-tech-buses/\">pilot program\u003c/a> for commuter shuttles launched today. The San Francisco Municipal Transportation Agency (SFMTA) created the program mainly to regulate buses that carry tech workers south to their company’s campuses in places such as Mountain View and Menlo Park. Many tech companies provide buses for their employees, and the shuttles are commonly called “Google Buses.”\u003c/p>\n\u003cp>Commuter shuttles have been using existing Municipal Railway stops to pick up or drop off passengers for years, which has contributed to some of Muni’s delays.\u003c/p>\n\u003cp>The start of the pilot program caused some confusion among tech shuttle passengers today as buses started using new or different Muni stops. The shuttles are now limited to about 100 Muni stops, and the shuttle operators have to pay$3.55 per bus per stop to cover the cost of the program.\u003c/p>\n\u003cp>Kristen Holland, a spokeswoman for the SFMTA, said: “We wanted to make sure that these shuttles could still operate since they are still taking individual car trips off the road, which is a goal of ours, helps Muni, helps all of our transportation system work better. But it needed to work better with Muni.”\u003c/p>\n\u003cp>The shuttles also have to display green placards with an identification number on the front and back bumpers, so SFMTA officials can issue citations and track complaints.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Critics say the shuttles are contributing to a higher cost of living in the city — one UC Berkeley student argued in her master’s thesis in city planning that \u003ca href=\"http://svenworld.com/wp-content/uploads/2014/01/Goldman_PRFinal.pdf\">rents are higher around tech shuttle stops.\u003c/a>\u003c/p>\n\u003cp>This morning, a small protest led by advocates for seniors and people with disabilities briefly disrupted several bus departures.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The shuttle pilot program is scheduled to last 18 months.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Bikeway on San Francisco's Embarcadero a Step Closer to Reality ",
"title": "Bikeway on San Francisco's Embarcadero a Step Closer to Reality ",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_142655\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528.jpg\">\u003cimg class=\"wp-image-142655 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528-640x426.jpg\" alt=\"The Embarcadero attracts many bicyclists, as well as cars and pedstrians. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Embarcadero attracts many bicyclists, as well as cars and pedestrians. (Jeremy Raff/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>When planners were redesigning the Embarcadero in the 1990s, where \u003ca href=\"http://foundsf.org/index.php?title=The_Embarcadero_Reborn\" target=\"_blank\">a quake-damaged double-deck freeway had been torn down\u003c/a> and the surface street later transformed into a boulevard, they opted against building a separated path for bicyclists.\u003c/p>\n\u003cp>Instead, standard bike lanes were chosen and \"cyclists who wanted to stay off the street would be permitted to use the promenade,\" according to \u003ca href=\"http://www.spur.org/sites/default/files/migrated/anchors/PATRI2009.pdf\" target=\"_blank\">a 2009 study conducted for SPUR\u003c/a>, the San Francisco Urban Planning and Research Association, which was featured in \u003ca href=\"http://sf.streetsblog.org/2009/10/14/spur-offers-a-thrilling-bike-path-proposal/\" target=\"_blank\">this Streetsblog San Francisco story\u003c/a>.\u003c/p>\n\u003cp>More than two decades later, the Embarcadero, with its breathtaking views and growing number of attractions, has become a big draw for tourists, locals and workers. And conflicts are increasing on the street and on the promenade between drivers, bicyclists and pedestrians. The city is also experiencing a population boom.\u003c/p>\n\u003cp>Now, after a decade of prodding from bike advocates, officials from a number of city agencies agree the time has come to reconfigure the street and build a protected bikeway.\u003c/p>\n\u003cp>“We’re excited that after many years of discussion, the city is launching an actual planning process that will result in great improvements,\" said Leah Shahum, executive director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>. That public process, expected to last up to a year, begins tonight with \u003ca href=\"http://sfmta.com/zh-hant/calendar/meetings/embarcadero-enhancement-project-open-house\" target=\"_blank\">an open house\u003c/a> at Pier 1 that starts at 6 p.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The current green bike lanes on the Embarcadero can be troublesome because they're positioned between an auto lane and a parking lane. Bicyclists are often forced into car traffic to avoid shuttles, taxis, trucks and other vehicles that frequently block the bike lanes. That's why some bike riders prefer to stay on the promenade, where they feel safer.\u003c/p>\n\u003cp>Between 2006 and 2011, two pedestrians were killed and 84 people were injured on the Embarcadero while walking or riding a bicycle, according to the San Francisco Municipal Transportation Agency. Four pedestrians and three bicyclists were severely injured.\u003c/p>\n\u003cp>The most recent count by the SFMTA — taken two weeks ago between 4:30 p.m. and 5:30 p.m. at Embarcadero and Broadway -- found almost as many people walking as driving. People in cars accounted for 36 percent of those on the Embarcadero, while 32 percent were pedestrians, 23 percent were Muni passengers and 9 percent, or 550 people, were on bicycles.\u003c/p>\n\u003cfigure id=\"attachment_142783\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM.png\">\u003cimg class=\"wp-image-142783 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM-300x300.png\" alt=\"The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero. \" width=\"300\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero.\u003c/figcaption>\u003c/figure>\n\u003cp>Bike advocates say building a continuous and protected two-way bikeway -- separated from auto traffic -- along the entire 3-mile-long Embarcadero would attract bicyclists of all ages. \u003ca href=\"http://usa.streetsblog.org/2014/06/03/protected-bike-lanes-attract-riders-wherever-they-appear/\" target=\"_blank\">Studies have shown\u003c/a> that \u003ca href=\"http://la.streetsblog.org/2014/07/21/protected-bike-lanes-grow-in-ca-as-cities-face-down-old-concerns/\" target=\"_blank\">protected bike lanes\u003c/a> improve safety and attract more riders.\u003c/p>\n\u003cp>\"This will also allow the many people walking on the promenade to do so safe and comfortably without conflict from bike traffic,\" Shahum said.\u003c/p>\n\u003cp>Last year, during the America's Cup, the SFMTA \u003ca href=\"http://sf.streetsblog.org/2013/09/17/temporary-bikeway-provides-glimpse-of-bike-friendly-embarcadero/\" target=\"_blank\">set up a temporary two-way bikeway along a portion of the Embarcadero\u003c/a> that was deemed a success.\u003c/p>\n\u003cp>The Bicycle Coalition would like to see a permanent bikeway constructed on the east side of the Embarcadero because it \"has far fewer conflict areas such as driveways or parking zones that would put people biking and driving in conflict with each other,\" said Shahum.\u003c/p>\n\u003cp>Patrick Golier, who is heading the \u003ca href=\"http://sfmta.com/projects-planning/projects/embarcadero-enhancement-project\" target=\"_blank\">Embarcadero Enhancement Project\u003c/a> for the SFMTA, said Port of San Francisco officials have \"emphasized and re-emphasized with us how oversubscribed the promenade [east] side is, and how undersubscribed the west side of the street is.\"\u003c/p>\n\u003cp>Golier said planners may examine how to make the west side more attractive for bicyclists and pedestrians but acknowledged some concerns, such as the number of cross streets and \"strange three-legged intersections\" that \"would need to be addressed through detailed design.\"\u003c/p>\n\u003cp>The diversity and physical constraints of the street, Golier pointed out, seem to change on a block-by-block basis and \"pretty much everything’s up in the air.\"\u003c/p>\n\u003cp>Shahum would like to see something akin to the \u003ca href=\"https://www.traillink.com/trail/hudson-river-greenway.aspx\" target=\"_blank\">Hudson River Greenway\u003c/a> in New York. A recommended design is expected to be presented by the fall of 2015.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We do intend to deliver a project that addresses safety and comfort concerns for everyone,\" said Golier.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_142655\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528.jpg\">\u003cimg class=\"wp-image-142655 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528-640x426.jpg\" alt=\"The Embarcadero attracts many bicyclists, as well as cars and pedstrians. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Embarcadero attracts many bicyclists, as well as cars and pedestrians. (Jeremy Raff/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>When planners were redesigning the Embarcadero in the 1990s, where \u003ca href=\"http://foundsf.org/index.php?title=The_Embarcadero_Reborn\" target=\"_blank\">a quake-damaged double-deck freeway had been torn down\u003c/a> and the surface street later transformed into a boulevard, they opted against building a separated path for bicyclists.\u003c/p>\n\u003cp>Instead, standard bike lanes were chosen and \"cyclists who wanted to stay off the street would be permitted to use the promenade,\" according to \u003ca href=\"http://www.spur.org/sites/default/files/migrated/anchors/PATRI2009.pdf\" target=\"_blank\">a 2009 study conducted for SPUR\u003c/a>, the San Francisco Urban Planning and Research Association, which was featured in \u003ca href=\"http://sf.streetsblog.org/2009/10/14/spur-offers-a-thrilling-bike-path-proposal/\" target=\"_blank\">this Streetsblog San Francisco story\u003c/a>.\u003c/p>\n\u003cp>More than two decades later, the Embarcadero, with its breathtaking views and growing number of attractions, has become a big draw for tourists, locals and workers. And conflicts are increasing on the street and on the promenade between drivers, bicyclists and pedestrians. The city is also experiencing a population boom.\u003c/p>\n\u003cp>Now, after a decade of prodding from bike advocates, officials from a number of city agencies agree the time has come to reconfigure the street and build a protected bikeway.\u003c/p>\n\u003cp>“We’re excited that after many years of discussion, the city is launching an actual planning process that will result in great improvements,\" said Leah Shahum, executive director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>. That public process, expected to last up to a year, begins tonight with \u003ca href=\"http://sfmta.com/zh-hant/calendar/meetings/embarcadero-enhancement-project-open-house\" target=\"_blank\">an open house\u003c/a> at Pier 1 that starts at 6 p.m.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The current green bike lanes on the Embarcadero can be troublesome because they're positioned between an auto lane and a parking lane. Bicyclists are often forced into car traffic to avoid shuttles, taxis, trucks and other vehicles that frequently block the bike lanes. That's why some bike riders prefer to stay on the promenade, where they feel safer.\u003c/p>\n\u003cp>Between 2006 and 2011, two pedestrians were killed and 84 people were injured on the Embarcadero while walking or riding a bicycle, according to the San Francisco Municipal Transportation Agency. Four pedestrians and three bicyclists were severely injured.\u003c/p>\n\u003cp>The most recent count by the SFMTA — taken two weeks ago between 4:30 p.m. and 5:30 p.m. at Embarcadero and Broadway -- found almost as many people walking as driving. People in cars accounted for 36 percent of those on the Embarcadero, while 32 percent were pedestrians, 23 percent were Muni passengers and 9 percent, or 550 people, were on bicycles.\u003c/p>\n\u003cfigure id=\"attachment_142783\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM.png\">\u003cimg class=\"wp-image-142783 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM-300x300.png\" alt=\"The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero. \" width=\"300\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero.\u003c/figcaption>\u003c/figure>\n\u003cp>Bike advocates say building a continuous and protected two-way bikeway -- separated from auto traffic -- along the entire 3-mile-long Embarcadero would attract bicyclists of all ages. \u003ca href=\"http://usa.streetsblog.org/2014/06/03/protected-bike-lanes-attract-riders-wherever-they-appear/\" target=\"_blank\">Studies have shown\u003c/a> that \u003ca href=\"http://la.streetsblog.org/2014/07/21/protected-bike-lanes-grow-in-ca-as-cities-face-down-old-concerns/\" target=\"_blank\">protected bike lanes\u003c/a> improve safety and attract more riders.\u003c/p>\n\u003cp>\"This will also allow the many people walking on the promenade to do so safe and comfortably without conflict from bike traffic,\" Shahum said.\u003c/p>\n\u003cp>Last year, during the America's Cup, the SFMTA \u003ca href=\"http://sf.streetsblog.org/2013/09/17/temporary-bikeway-provides-glimpse-of-bike-friendly-embarcadero/\" target=\"_blank\">set up a temporary two-way bikeway along a portion of the Embarcadero\u003c/a> that was deemed a success.\u003c/p>\n\u003cp>The Bicycle Coalition would like to see a permanent bikeway constructed on the east side of the Embarcadero because it \"has far fewer conflict areas such as driveways or parking zones that would put people biking and driving in conflict with each other,\" said Shahum.\u003c/p>\n\u003cp>Patrick Golier, who is heading the \u003ca href=\"http://sfmta.com/projects-planning/projects/embarcadero-enhancement-project\" target=\"_blank\">Embarcadero Enhancement Project\u003c/a> for the SFMTA, said Port of San Francisco officials have \"emphasized and re-emphasized with us how oversubscribed the promenade [east] side is, and how undersubscribed the west side of the street is.\"\u003c/p>\n\u003cp>Golier said planners may examine how to make the west side more attractive for bicyclists and pedestrians but acknowledged some concerns, such as the number of cross streets and \"strange three-legged intersections\" that \"would need to be addressed through detailed design.\"\u003c/p>\n\u003cp>The diversity and physical constraints of the street, Golier pointed out, seem to change on a block-by-block basis and \"pretty much everything’s up in the air.\"\u003c/p>\n\u003cp>Shahum would like to see something akin to the \u003ca href=\"https://www.traillink.com/trail/hudson-river-greenway.aspx\" target=\"_blank\">Hudson River Greenway\u003c/a> in New York. A recommended design is expected to be presented by the fall of 2015.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We do intend to deliver a project that addresses safety and comfort concerns for everyone,\" said Golier.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Remember the halcyon days of free Sunday parking in San Francisco when the government just for\u003cem> once\u003c/em> could get off your back and give you a break already?\u003c/p>\n\u003cp>Well, come Sunday, those happy days are here again. At the very bottom of the \u003ca href=\"http://www.sfmta.com/es/node/77021Apr\" target=\"_blank\">SFTMA \u003c/a> traffic and transit advisory for the July 4th weekend:\u003c/p>\n\u003cp>\"Starting Sunday, on-street meters and off-street parking meters will not require payment on Sundays, except meters on SF Port property.\"\u003c/p>\n\u003cp>The agency says exceptions will exist in areas where meters already operated on Sundays when the shift to paid parking went into effect, in January 2013. Aside from port property, these include meters at Fisherman's Wharf and these other off-street metered lots, as listed by \u003ca href=\"http://blogs.sfweekly.com/thesnitch/2014/07/free_parking_meters_sunday.php\">SF Weekly\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>8th Avenue at Clement Street\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>9th Avenue at Clement Street\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>Geary Boulevard at 21st Avenue\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>18th Avenue at Geary Boulevard\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>8th Avenue at Irving Street\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>Pierce Street Garage (between Lombard and Chestnut streets)\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>Felton Street at San Bruno Avenue\u003c/li>\n\u003c/ul>\n\u003cp>And, as the Weekly reports, \"parking meters around AT&T Park will continue to operate on Sundays during special events and Giants game. So on Sunday, July 13, you will have to plug the meter for that Giants home game.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While the return to free parking may be popular with many drivers, not everyone was on board. As KQED's Bryan Goebel \u003ca href=\"http://ww2.kqed.org/news/2014/04/14/sfmta-board-to-consider-eliminating-sunday-parking-metering/\" target=\"_blank\">reported in April\u003c/a>, the SFMTA will lose an estimated $9.6 million annually.\u003c/p>\n\u003cp>\"Everyone from former Mayor Willie Brown to the San Francisco Chamber of Commerce to transit advocates agrees that the city should keep the meters functioning on Sundays because they create more parking turnover in commercial neighborhoods and bring in much-needed revenue for Muni,\" Goebel wrote.\u003c/p>\n\u003cp>Lee said in his State of the City address in January that there had been a torrent of complaints about having to feed Sunday meters.\u003c/p>\n\u003cp>“Nobody likes it. Not parents. Not our neighborhood small businesses. Not me,” Lee said. “Let’s stop nickel-and-diming people at the meter and work together to pass a transportation bond and vehicle license fee increase in 2014 instead.”\u003c/p>\n\u003cp>But, as Goebel reported, a \u003ca href=\"http://sf.streetsblog.org/2014/03/20/contrary-to-ed-lee-records-show-no-popular-revolt-against-sunday-meters/\" target=\"_blank\">post by SF Streetsblog\u003c/a> in March described a distinct lack of documented public backlash against the policy:\u003c/p>\n\u003cblockquote>\u003cp>(Records) furnished to Streetsblog by Ed Rosenblatt, a hardware store merchant who supports Sunday meters and filed the request, indicate that no one emailed the mayor’s office about Sunday meters between March, 2013, and this January, when Lee announced his push to repeal them. What’s more, of the January emails, 17 were in support of keeping the parking meters, and only seven were against it. The policy is also supported by many merchants and the Chamber of Commerce since it allows more driving customers to use the limited supply of parking.\u003c/p>\n\u003cp>The purported Sunday meter revolt was also not evident in calls and emails to 311. According to the SFMTA’s December report [PDF] on Sunday meters, 311 received just 41 calls and emails about the policy, with 23 of those in support of meters.\u003c/p>\n\u003cp>Of course, calls and emails aren’t the only ways to complain to City Hall. But if there’s really a popular revolt driving Lee’s sudden push to undo smart policy, you would expect to find some trace of it in the easiest ways to lodge a complaint with the city. And there is no such trace.\u003c/p>\u003c/blockquote>\n\u003cp>The post did note, however, that church leaders strongly backed ditching paid parking on Sundays.\u003c/p>\n\u003cp>In any event, the debate is all over now. The SFMTA voted in April to go back to the old ways.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>So save that lose change for doing laundry.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Remember the halcyon days of free Sunday parking in San Francisco when the government just for\u003cem> once\u003c/em> could get off your back and give you a break already?\u003c/p>\n\u003cp>Well, come Sunday, those happy days are here again. At the very bottom of the \u003ca href=\"http://www.sfmta.com/es/node/77021Apr\" target=\"_blank\">SFTMA \u003c/a> traffic and transit advisory for the July 4th weekend:\u003c/p>\n\u003cp>\"Starting Sunday, on-street meters and off-street parking meters will not require payment on Sundays, except meters on SF Port property.\"\u003c/p>\n\u003cp>The agency says exceptions will exist in areas where meters already operated on Sundays when the shift to paid parking went into effect, in January 2013. Aside from port property, these include meters at Fisherman's Wharf and these other off-street metered lots, as listed by \u003ca href=\"http://blogs.sfweekly.com/thesnitch/2014/07/free_parking_meters_sunday.php\">SF Weekly\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>8th Avenue at Clement Street\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>9th Avenue at Clement Street\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>Geary Boulevard at 21st Avenue\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>18th Avenue at Geary Boulevard\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>8th Avenue at Irving Street\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>Pierce Street Garage (between Lombard and Chestnut streets)\u003c/li>\n\u003c/ul>\n\u003cul>\n\u003cli>Felton Street at San Bruno Avenue\u003c/li>\n\u003c/ul>\n\u003cp>And, as the Weekly reports, \"parking meters around AT&T Park will continue to operate on Sundays during special events and Giants game. So on Sunday, July 13, you will have to plug the meter for that Giants home game.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While the return to free parking may be popular with many drivers, not everyone was on board. As KQED's Bryan Goebel \u003ca href=\"http://ww2.kqed.org/news/2014/04/14/sfmta-board-to-consider-eliminating-sunday-parking-metering/\" target=\"_blank\">reported in April\u003c/a>, the SFMTA will lose an estimated $9.6 million annually.\u003c/p>\n\u003cp>\"Everyone from former Mayor Willie Brown to the San Francisco Chamber of Commerce to transit advocates agrees that the city should keep the meters functioning on Sundays because they create more parking turnover in commercial neighborhoods and bring in much-needed revenue for Muni,\" Goebel wrote.\u003c/p>\n\u003cp>Lee said in his State of the City address in January that there had been a torrent of complaints about having to feed Sunday meters.\u003c/p>\n\u003cp>“Nobody likes it. Not parents. Not our neighborhood small businesses. Not me,” Lee said. “Let’s stop nickel-and-diming people at the meter and work together to pass a transportation bond and vehicle license fee increase in 2014 instead.”\u003c/p>\n\u003cp>But, as Goebel reported, a \u003ca href=\"http://sf.streetsblog.org/2014/03/20/contrary-to-ed-lee-records-show-no-popular-revolt-against-sunday-meters/\" target=\"_blank\">post by SF Streetsblog\u003c/a> in March described a distinct lack of documented public backlash against the policy:\u003c/p>\n\u003cblockquote>\u003cp>(Records) furnished to Streetsblog by Ed Rosenblatt, a hardware store merchant who supports Sunday meters and filed the request, indicate that no one emailed the mayor’s office about Sunday meters between March, 2013, and this January, when Lee announced his push to repeal them. What’s more, of the January emails, 17 were in support of keeping the parking meters, and only seven were against it. The policy is also supported by many merchants and the Chamber of Commerce since it allows more driving customers to use the limited supply of parking.\u003c/p>\n\u003cp>The purported Sunday meter revolt was also not evident in calls and emails to 311. According to the SFMTA’s December report [PDF] on Sunday meters, 311 received just 41 calls and emails about the policy, with 23 of those in support of meters.\u003c/p>\n\u003cp>Of course, calls and emails aren’t the only ways to complain to City Hall. But if there’s really a popular revolt driving Lee’s sudden push to undo smart policy, you would expect to find some trace of it in the easiest ways to lodge a complaint with the city. And there is no such trace.\u003c/p>\u003c/blockquote>\n\u003cp>The post did note, however, that church leaders strongly backed ditching paid parking on Sundays.\u003c/p>\n\u003cp>In any event, the debate is all over now. The SFMTA voted in April to go back to the old ways.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>So save that lose change for doing laundry.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_138488\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/RS10658_IMG_6302.jpg\">\u003cimg class=\"wp-image-138488 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/RS10658_IMG_6302-300x300.jpg\" alt=\"Passengers board the #38 bus on Geary Street, near Union Square. (Mark Andrew Boyer/KQED)\" width=\"300\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Passengers board a 38-Geary bus near Union Square. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>By Bryan Goebel and Dan Brekke \u003c/strong>\u003c/p>\n\u003cp>With contract negotiations stalled, Muni officials are turning up the pressure on the union representing San Francisco bus and rail operators.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency Director Ed Reiskin \u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/SFMTA-14-0612-TWU-Local-250-A.pdf\">sent a letter\u003c/a> to the president of Transport Workers Union Local 250-A on Thursday, reiterating the terms of a contract that operators rejected last month before\u003ca href=\"http://ww2.kqed.org/news/2014/06/01/san-francisco-muni-operators-may-stage-monday-sick-out\"> staging a three-day sickout\u003c/a>.\u003c/p>\n\u003cp>That pact, reached with the help of a mediator after the two sides hit an impasse in early May, includes a pension payment swap: Operators would begin making a 7.5 percent pension payment now made by the city in exchange for a 5.05 percent offset and 3 percent wage increase in the first year of a two-year contract,\u003ca href=\"http://www.sfmta.com/node/126546\"> according to the SFMTA\u003c/a>.\u003c/p>\n\u003cp>In his letter to TWU 250-A President Eric Williams, Reiskin said that, because time is running out to reach a new contract before the city's fiscal year ends June 30, he will ask the SFMTA board to approve the contract operators voted down.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"This action will at least allow the possibility that an agreement could be reached,\" Reiskin wrote. He also urged the union to attend an arbitration session June 24. Reiskin said that session, mandated by the City Charter, would give union officials a chance to argue for changes in the contract.\u003c/p>\n\u003cp>Union officials had no immediate comment on Reiskin's letter, but said they were reviewing it with their lawyers.\u003c/p>\n\u003cp>The SFMTA chief's message also includes a warning: If the union fails to agree to a new contract, the economic terms of the current package will continue for the next fiscal year. And if that happens, Reiskin wrote, current grievance procedures, procedures for collecting union dues and other non-economic contract provisions would lapse.\u003c/p>\n\u003cp>That threat could provide some incentive for the union to agree to arbitration, said John Logan, a professor of labor and employment studies at San Francisco State University. However, \u003ca href=\"http://ww2.kqed.org/news/2014/06/10/odds-stacked-against-transit-operators-in-talks/\">the process doesn't favor operators\u003c/a>, who are deeply unhappy with what's being offered.\u003c/p>\n\u003cp>\"There's a feeling that under the new contract, the vast majority of drivers would be paid less in real wages over the lifetime of the agreement, compared to what they make now,\" said Logan.\u003c/p>\n\u003cp>Muni operators make anywhere from $18 to $29 an hour. SFMTA officials say the new contract would bump pay to $32 an hour, the second highest in the country for transit operators. But union officials say their own accounting of the contract has operators making $1.10 an hour less.\u003c/p>\n\u003cp>TWU officials had been talking to the SFMTA since Friday through a mediator from the Public Employment Relations Board. But the agency received word late last night that the union was refusing to participate any further, according to Muni spokesman Paul Rose.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Rose said an unusually low number of sick calls was received Monday, one week after the start of a sickout that disrupted the commute for thousands of riders over three days. There has been no indication of any future sickouts, though such wildcat actions are difficult to predict.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"This action will at least allow the possibility that an agreement could be reached,\" Reiskin wrote. He also urged the union to attend an arbitration session June 24. Reiskin said that session, mandated by the City Charter, would give union officials a chance to argue for changes in the contract.\u003c/p>\n\u003cp>Union officials had no immediate comment on Reiskin's letter, but said they were reviewing it with their lawyers.\u003c/p>\n\u003cp>The SFMTA chief's message also includes a warning: If the union fails to agree to a new contract, the economic terms of the current package will continue for the next fiscal year. And if that happens, Reiskin wrote, current grievance procedures, procedures for collecting union dues and other non-economic contract provisions would lapse.\u003c/p>\n\u003cp>That threat could provide some incentive for the union to agree to arbitration, said John Logan, a professor of labor and employment studies at San Francisco State University. However, \u003ca href=\"http://ww2.kqed.org/news/2014/06/10/odds-stacked-against-transit-operators-in-talks/\">the process doesn't favor operators\u003c/a>, who are deeply unhappy with what's being offered.\u003c/p>\n\u003cp>\"There's a feeling that under the new contract, the vast majority of drivers would be paid less in real wages over the lifetime of the agreement, compared to what they make now,\" said Logan.\u003c/p>\n\u003cp>Muni operators make anywhere from $18 to $29 an hour. SFMTA officials say the new contract would bump pay to $32 an hour, the second highest in the country for transit operators. But union officials say their own accounting of the contract has operators making $1.10 an hour less.\u003c/p>\n\u003cp>TWU officials had been talking to the SFMTA since Friday through a mediator from the Public Employment Relations Board. But the agency received word late last night that the union was refusing to participate any further, according to Muni spokesman Paul Rose.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Rose said an unusually low number of sick calls was received Monday, one week after the start of a sickout that disrupted the commute for thousands of riders over three days. There has been no indication of any future sickouts, though such wildcat actions are difficult to predict.\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": "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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"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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"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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"perspectives": {
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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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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
"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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},
"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"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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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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