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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Getting around in the Bay Area is a pain in the butt, especially for marginalized groups like those with low incomes, people with disabilities, the elderly and people of color. Autonomous vehicles could help alleviate our transportation inequities, or they could make them worse. Brian Watt talks to Hana Creger of the Oakland-based \u003ca href=\"http://greenlining.org/\" rel=\"noopener\" target=\"_blank\">Greenlining Institute\u003c/a> about whether we’re headed toward transportation heaven or hell.\u003c/p>\n\u003cp>Read the report Creger co-authored on this question: \u003ca href=\"http://greenlining.org/wp-content/uploads/2019/01/R4_AutonomousVehiclesReportSingle_2019_2.pdf\" rel=\"noopener\" target=\"_blank\">“Autonomous Vehicle Heaven or Hell? Creating a Transportation Revolution that Benefits All”\u003c/a>\u003c/p>\n\u003cp>\u003cem>Q’ed Up is hosted and produced by Ryan Levi. This episode was edited by Queena Kim. Follow Ryan on Twitter at @ryan_levi. Send us a note at qedup@kqed.org. Find more Q’ed Up at kqed.org/qedup.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Like many other cities in California, go nearly anywhere in San Diego and you’re likely to see dockless rental bikes and scooters lying around. Much of the time those bikes and scooters are left on public sidewalks — but they’re also often left sitting on private property.\u003c/p>\n\u003cp>The recently launched company \u003ca href=\"https://www.scootscoop.com/\" rel=\"noopener\" target=\"_blank\">Scooter Removal LLC\u003c/a> lets private property owners report nuisance scooters and bikes. The company hauls them away for free, and makes its money by charging the scooter companies — including Bird and Lime — a fee to get their property back. \u003c/p>\n\u003cp>“I think we’re a part of that check and balance that was never applied in the beginning,” said John Heinkel, co-owner of Scooter Removal. “I think that we’re creating a harmony between the companies that — they provide a service and they do have a right to exist — and that private property owner that doesn’t want them.”\u003c/p>\n\u003cp>https://youtu.be/ZXEBh7GpDxI\u003c/p>\n\u003cp>It’s essentially the same thing that happens when your car gets towed after you leave it parked blocking a private garage. And that’s no accident. \u003c/p>\n\u003cp>Heinkel also owns a towing company. His new company contracts with property owners, posts signs, then notifies scooter operators of areas where their property cannot be.\u003c/p>\n\u003cp>“Understanding that there are private property rights and there are places that those scooters shouldn’t be, and people have a right not to have them,” Heinkel said.\u003c/p>\n\u003cp>Heinkel said since last July more than 6,000 scooters have been impounded with a handful of bikes. Companies have to pay a fee per scooter, plus a daily storage rate to get them back.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>The Oakland Athletics announced more details of their \u003ca href=\"https://www.mlb.com/athletics/oakland-ballpark\" target=\"_blank\" rel=\"noopener\">plan to build a new ballpark\u003c/a> on the city’s waterfront — and create a development in East Oakland that would incorporate the field and the lower bowl of the current Coliseum into green space. The outline of the project \u003ca href=\"https://www.kqed.org/news/11708964/oakland-as-plan-a-jewel-box-of-a-waterfront-ballpark\" target=\"_blank\" rel=\"noopener\">was announced late last year\u003c/a> — and it’s still in the planning stages.\u003c/p>\n\u003cp>The A’s have exclusive negotiating agreements for the Howard Terminal site owned by the Port of Oakland, as well as the Coliseum site jointly held by the city and Alameda County, but have not yet acquired the land.\u003c/p>\n\u003cp>And a newly released study by the Bay Area Council Economic Institute calculates the impact of one of the most memorable components of the Howard Terminal plan — an aerial tram, or gondola, that would whisk people from the heart of downtown Oakland near BART’s 12th Street Oakland City Center Station, over the freeway and train tracks, and deposit them at Jack London Square less than four minutes later. Study authors believe \u003ca href=\"http://www.bayareaeconomy.org/wp-content/uploads/2019/01/Gondola-1.24.pdf\" target=\"_blank\" rel=\"noopener\">this would increase economic activity in Oakland by $685 million in its first 10 years of operation\u003c/a>, based in part on the experience of a similar \u003ca href=\"http://www.gobytram.com/\" target=\"_blank\" rel=\"noopener\">gondola system in Portland, Oregon\u003c/a>. About 16 percent of ballpark visitors are projected to use the tram to get there, but it would also be available to the general public.\u003c/p>\n\u003cp>Oakland A’s President Dave Kaval thinks the gondola could become a symbol of the city for more than baseball fans. “The tower itself could be a monument and a really distinctive feature of Oakland, the gondola itself, since they’re not as common in North America as they are in Europe and South America, could really be an attraction in the same way that when you go to San Francisco you ride the cable car,” he said.\u003c/p>\n\u003cp>The A’s would privately finance the system, estimated to cost $123 million. Kaval said they’re figuring out a fare structure that may include discounts for game day users and commuters. The gondola is part of the \u003ca href=\"https://cao-94612.s3.amazonaws.com/documents/ER18-016-Howard-Terminal-NOP-Final.pdf\" target=\"_blank\" rel=\"noopener\">Howard Terminal environmental impact study\u003c/a> currently underway. It could be constructed concurrently with the stadium and be ready in time for Opening Day 2023. A later phase might extend the gondola to the island of Alameda.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The architect responsible for the entire project is Bjarke Ingels, whose company BIG — the \u003ca href=\"https://big.dk/#projects\" target=\"_blank\" rel=\"noopener\">Bjarke Ingels Group — is based\u003c/a> in New York and his native Denmark. He’s also working on the \u003ca href=\"https://www.architecturaldigest.com/story/bjarke-ingels-group-google-campus-in-sunnyvale-california\" target=\"_blank\" rel=\"noopener\">new Google campus in Sunnyvale\u003c/a>. KQED’s Nina Thorsen spoke with Ingels and started by asking him how he would try to prevent the new ballpark he’s designing from feeling out of date in another 40 years.\u003c/p>\n\u003cp>\u003cem>This interview from Jan. 23, 2019, has been edited for brevity and clarity.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Bjarke Ingels:\u003c/strong> Well, I think actually there is only one way that you can make a building last forever, and that is to design it in such a way that it will remain relevant and loved by the people using it. I had an epiphany some years ago. I went to Kurdistan, in the north of Iraq, to the sort of cradle of civilization. I went into a village, and I went to a synagogue that was 2,575 years old. It was ruined. There were holes in the roof. It was raining. But I noticed that there was metalwork on the walls. It was rusting away. But it was still there. So I asked, when did they stop using this as a synagogue? And he said in the mid-1950s, because the state of Israel had opened, and all the Jews living in that village moved away.\u003c/p>\n\u003cp>So that means that the synagogue had been there for two-and-a-half thousand years, perfectly functioning, in a great state of repair, and then just in 50 years it turns into a ruin, because the moment it stopped being relevant to the community, it fell into ruin.\u003c/p>\n\u003cp>So I think in that sense, what we’re trying to do with the new master plan at the Howard Terminal is to create a ballpark that is not like a big giant elephant in a sea of parking, but actually the green heart, the accessible and open heart of a new community. And here, at the Coliseum site, we’re actually trying to preserve the history and the heritage. So we are actually leaving the lower tiers and the baseball field itself, almost as a Roman ruin, so that five years into the future we would probably be sitting in the middle of a 50-acre green park, with rolling hills that will open up the creeks that are right now piped underneath the parking lot, to become real water elements with green sloping sides.\u003c/p>\n\u003cp>Then you’ll have this amphitheater, which are the old tiers of the park, looking at a baseball field, where the kids can run around and play in the park and play baseball on the same turf that their historical heroes were playing on a decade before. So in that sense, I think what we’re trying to do with a new site is really to make something that will remain relevant to the people of Oakland because it will be rooted in Oakland. And then also with this site (the Coliseum), to transform it into something that actually preserves and celebrates its past.\u003c/p>\n\u003cp>\u003cstrong>Nina Thorsen:\u003c/strong> One of the things you’re known for is thinking about sustainability not as a punishment, not as something you have to do because it’s good for you. And it sounds to me like a lot of aspects of this concept for both these sites have to do with trying to make sustainability that’s joyous?\u003c/p>\n\u003cp>\u003cstrong>Ingels:\u003c/strong> Yeah, we’ve coined the term “hedonistic sustainability” to remind people that sustainable cities and buildings can actually be more enjoyable than the opposite. And I think the first time where I really learned that was actually our first project ever — 17 years ago we did the \u003ca href=\"https://www.archdaily.com/11216/copenhagen-harbour-bath-plot\" target=\"_blank\" rel=\"noopener\">Copenhagen Harbour Bath\u003c/a>. The port of Copenhagen has become so clean that you can swim in it, so you don’t have to sit in your car for hours to get to the beach. You can jump in the port in the middle of the city. That means that a clean port is not only good for the fish, it’s actually amazing for the citizens of that city.\u003c/p>\n\u003cp>If you go to the Oakland Coliseum site today, you could think that the “park” in ballpark means “park-ing,” because it’s really a sea of asphalt, as far as you can see from where we’re sitting here. When you go to the ballpark at the Howard Terminal in the future, you’ll actually be able to see the baseball field itself, the turf. But also the entire perimeter of the ballpark is literally going to be a park where on non-game days everybody’s invited to walk and enjoy the greenery, the cafes, the restaurants and the view of the surrounding neighborhood. So in that sense literally bringing the park back in ballpark.\u003c/p>\n\u003cp>\u003cstrong>Thorsen:\u003c/strong> Both here at the Coliseum and at Howard Terminal we’re dealing with waterfront. We’re dealing with the challenges of sea-level rise and climate change, and also more particularly at Howard Terminal there’s a lot of potential groundwater contamination. It’s been an industrial site, it’s near the old Army base. How is your design addressing these issues and trying to work to remediate things?\u003c/p>\n\u003cp>\u003cstrong>Ingels:\u003c/strong> Well, specifically, at the Coliseum site we are creating what we call resilient park landscapes, reusing some of the demolition of the upper tiers of the Oakland A’s stadium, as well as some of the excavation that necessarily goes into a project like this to actually create hills — rolling hills — landscapes to elevate the ground to above the 100-year storm levels, which is roughly 7 meters, more than 20 feet. At the Howard Terminal, we’re going to conduct much more specific investigations of the ground and the water conditions. But our experience is actually that, for instance in Copenhagen, just by making investments in water drainage, instead of just letting all the water wash from the docks into the harbor, but to take it into the sewage system instead.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>In less than a decade, suddenly the water became so clean that you could swim in it. And in a similar way, I feel fairly confident the transformation of Howard Terminal will help accelerate the cleanliness of the Port of Oakland probably in the near future to make it enjoyable and even swimmable.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Oakland Athletics announced more details of their \u003ca href=\"https://www.mlb.com/athletics/oakland-ballpark\" target=\"_blank\" rel=\"noopener\">plan to build a new ballpark\u003c/a> on the city’s waterfront — and create a development in East Oakland that would incorporate the field and the lower bowl of the current Coliseum into green space. The outline of the project \u003ca href=\"https://www.kqed.org/news/11708964/oakland-as-plan-a-jewel-box-of-a-waterfront-ballpark\" target=\"_blank\" rel=\"noopener\">was announced late last year\u003c/a> — and it’s still in the planning stages.\u003c/p>\n\u003cp>The A’s have exclusive negotiating agreements for the Howard Terminal site owned by the Port of Oakland, as well as the Coliseum site jointly held by the city and Alameda County, but have not yet acquired the land.\u003c/p>\n\u003cp>And a newly released study by the Bay Area Council Economic Institute calculates the impact of one of the most memorable components of the Howard Terminal plan — an aerial tram, or gondola, that would whisk people from the heart of downtown Oakland near BART’s 12th Street Oakland City Center Station, over the freeway and train tracks, and deposit them at Jack London Square less than four minutes later. Study authors believe \u003ca href=\"http://www.bayareaeconomy.org/wp-content/uploads/2019/01/Gondola-1.24.pdf\" target=\"_blank\" rel=\"noopener\">this would increase economic activity in Oakland by $685 million in its first 10 years of operation\u003c/a>, based in part on the experience of a similar \u003ca href=\"http://www.gobytram.com/\" target=\"_blank\" rel=\"noopener\">gondola system in Portland, Oregon\u003c/a>. About 16 percent of ballpark visitors are projected to use the tram to get there, but it would also be available to the general public.\u003c/p>\n\u003cp>Oakland A’s President Dave Kaval thinks the gondola could become a symbol of the city for more than baseball fans. “The tower itself could be a monument and a really distinctive feature of Oakland, the gondola itself, since they’re not as common in North America as they are in Europe and South America, could really be an attraction in the same way that when you go to San Francisco you ride the cable car,” he said.\u003c/p>\n\u003cp>The A’s would privately finance the system, estimated to cost $123 million. Kaval said they’re figuring out a fare structure that may include discounts for game day users and commuters. The gondola is part of the \u003ca href=\"https://cao-94612.s3.amazonaws.com/documents/ER18-016-Howard-Terminal-NOP-Final.pdf\" target=\"_blank\" rel=\"noopener\">Howard Terminal environmental impact study\u003c/a> currently underway. It could be constructed concurrently with the stadium and be ready in time for Opening Day 2023. A later phase might extend the gondola to the island of Alameda.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The architect responsible for the entire project is Bjarke Ingels, whose company BIG — the \u003ca href=\"https://big.dk/#projects\" target=\"_blank\" rel=\"noopener\">Bjarke Ingels Group — is based\u003c/a> in New York and his native Denmark. He’s also working on the \u003ca href=\"https://www.architecturaldigest.com/story/bjarke-ingels-group-google-campus-in-sunnyvale-california\" target=\"_blank\" rel=\"noopener\">new Google campus in Sunnyvale\u003c/a>. KQED’s Nina Thorsen spoke with Ingels and started by asking him how he would try to prevent the new ballpark he’s designing from feeling out of date in another 40 years.\u003c/p>\n\u003cp>\u003cem>This interview from Jan. 23, 2019, has been edited for brevity and clarity.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Bjarke Ingels:\u003c/strong> Well, I think actually there is only one way that you can make a building last forever, and that is to design it in such a way that it will remain relevant and loved by the people using it. I had an epiphany some years ago. I went to Kurdistan, in the north of Iraq, to the sort of cradle of civilization. I went into a village, and I went to a synagogue that was 2,575 years old. It was ruined. There were holes in the roof. It was raining. But I noticed that there was metalwork on the walls. It was rusting away. But it was still there. So I asked, when did they stop using this as a synagogue? And he said in the mid-1950s, because the state of Israel had opened, and all the Jews living in that village moved away.\u003c/p>\n\u003cp>So that means that the synagogue had been there for two-and-a-half thousand years, perfectly functioning, in a great state of repair, and then just in 50 years it turns into a ruin, because the moment it stopped being relevant to the community, it fell into ruin.\u003c/p>\n\u003cp>So I think in that sense, what we’re trying to do with the new master plan at the Howard Terminal is to create a ballpark that is not like a big giant elephant in a sea of parking, but actually the green heart, the accessible and open heart of a new community. And here, at the Coliseum site, we’re actually trying to preserve the history and the heritage. So we are actually leaving the lower tiers and the baseball field itself, almost as a Roman ruin, so that five years into the future we would probably be sitting in the middle of a 50-acre green park, with rolling hills that will open up the creeks that are right now piped underneath the parking lot, to become real water elements with green sloping sides.\u003c/p>\n\u003cp>Then you’ll have this amphitheater, which are the old tiers of the park, looking at a baseball field, where the kids can run around and play in the park and play baseball on the same turf that their historical heroes were playing on a decade before. So in that sense, I think what we’re trying to do with a new site is really to make something that will remain relevant to the people of Oakland because it will be rooted in Oakland. And then also with this site (the Coliseum), to transform it into something that actually preserves and celebrates its past.\u003c/p>\n\u003cp>\u003cstrong>Nina Thorsen:\u003c/strong> One of the things you’re known for is thinking about sustainability not as a punishment, not as something you have to do because it’s good for you. And it sounds to me like a lot of aspects of this concept for both these sites have to do with trying to make sustainability that’s joyous?\u003c/p>\n\u003cp>\u003cstrong>Ingels:\u003c/strong> Yeah, we’ve coined the term “hedonistic sustainability” to remind people that sustainable cities and buildings can actually be more enjoyable than the opposite. And I think the first time where I really learned that was actually our first project ever — 17 years ago we did the \u003ca href=\"https://www.archdaily.com/11216/copenhagen-harbour-bath-plot\" target=\"_blank\" rel=\"noopener\">Copenhagen Harbour Bath\u003c/a>. The port of Copenhagen has become so clean that you can swim in it, so you don’t have to sit in your car for hours to get to the beach. You can jump in the port in the middle of the city. That means that a clean port is not only good for the fish, it’s actually amazing for the citizens of that city.\u003c/p>\n\u003cp>If you go to the Oakland Coliseum site today, you could think that the “park” in ballpark means “park-ing,” because it’s really a sea of asphalt, as far as you can see from where we’re sitting here. When you go to the ballpark at the Howard Terminal in the future, you’ll actually be able to see the baseball field itself, the turf. But also the entire perimeter of the ballpark is literally going to be a park where on non-game days everybody’s invited to walk and enjoy the greenery, the cafes, the restaurants and the view of the surrounding neighborhood. So in that sense literally bringing the park back in ballpark.\u003c/p>\n\u003cp>\u003cstrong>Thorsen:\u003c/strong> Both here at the Coliseum and at Howard Terminal we’re dealing with waterfront. We’re dealing with the challenges of sea-level rise and climate change, and also more particularly at Howard Terminal there’s a lot of potential groundwater contamination. It’s been an industrial site, it’s near the old Army base. How is your design addressing these issues and trying to work to remediate things?\u003c/p>\n\u003cp>\u003cstrong>Ingels:\u003c/strong> Well, specifically, at the Coliseum site we are creating what we call resilient park landscapes, reusing some of the demolition of the upper tiers of the Oakland A’s stadium, as well as some of the excavation that necessarily goes into a project like this to actually create hills — rolling hills — landscapes to elevate the ground to above the 100-year storm levels, which is roughly 7 meters, more than 20 feet. At the Howard Terminal, we’re going to conduct much more specific investigations of the ground and the water conditions. But our experience is actually that, for instance in Copenhagen, just by making investments in water drainage, instead of just letting all the water wash from the docks into the harbor, but to take it into the sewage system instead.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In less than a decade, suddenly the water became so clean that you could swim in it. And in a similar way, I feel fairly confident the transformation of Howard Terminal will help accelerate the cleanliness of the Port of Oakland probably in the near future to make it enjoyable and even swimmable.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Commuters listening to KQED radio have come to know the friendly voices of traffic reporters Joe McConnell and Julie Deppish. They deliver 30-second traffic reports as often as six times an hour on KQED-FM.\u003c/p>\n\u003cp>Over the years, Bay Curious has received a number of questions for Joe and Julie, like this one from Trish Taylor of Redwood City:\u003c/p>\n\u003cp>\u003cstrong>How do traffic reporters receive the info they report as if they can see the incidents in real time, all over the Bay Area?\u003c/strong>\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>Trish is especially curious how they know about the \u003cem>debris\u003c/em> that sometimes winds up blocking a lane — from the expected, like a ladder or mattress, to the less expected, like a porta-potty, boat or even a herd of cows.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>We took the question to McConnell, who laid out how he and other traffic reporters at \u003ca href=\"https://www.ttwnetwork.com/\">Total Traffic & Weather Network\u003c/a> do their work.\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://cad.chp.ca.gov/Traffic.aspx\" target=\"_blank\" rel=\"noopener\">California Highway Patrol Traffic Incident Website\u003c/a>: McConnell tracks incidents happening around the Bay Area by filtering for information coming from the Golden Gate communication center. He finds the specifics about \u003cem>what\u003c/em> is in the road on the details page for each incident.\u003c/li>\n\u003cli>\u003ca href=\"https://www.sigalert.com/map.asp?lat=37.65294&lon=-122.45233&z=1\" target=\"_blank\" rel=\"noopener\">SigAlert\u003c/a>: This interactive map, owned and operated by Total Traffic & Weather Network, shows the approximate speed at which cars are traveling on specific roads. A SigAlert is also a general term used by the California Highway Patrol.\u003c/li>\n\u003cli>\u003ca href=\"http://quickmap.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">Caltrans QuickMap\u003c/a>: Similar to SigAlert, but with finer detail, McConnell says. It's especially good for seeing traffic flow on smaller highways and some local streets, and it allows you to customize what you want to see on an interactive map.\u003c/li>\n\u003cli>\u003ca href=\"http://www.dot.ca.gov/video/index.html\" target=\"_blank\" rel=\"noopener\">Live Traffic Cameras\u003c/a>: Sometimes seeing is still the best way to know how traffic is moving. McConnell monitors a few live cameras in traffic-prone areas.\u003c/li>\n\u003cli>Total Traffic's Internal Software: In addition to the above sources, producers at the Total Traffic & Weather Network use some proprietary programs to track the roadways. Sometimes people on the road will also call in to report the traffic to the traffic reporters.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>But tracking the roadways wasn't always this easy. Read \u003ca href=\"https://www.kqed.org/news/11718629/from-aviators-to-apps-the-evolution-of-traffic-data\" target=\"_blank\" rel=\"noopener\">our explainer\u003c/a> to learn how collecting and disseminating traffic data has gone from helicopters in the sky to apps in our hands.\u003cbr>\n[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Commuters listening to KQED radio have come to know the friendly voices of traffic reporters Joe McConnell and Julie Deppish. They deliver 30-second traffic reports as often as six times an hour on KQED-FM.\u003c/p>\n\u003cp>Over the years, Bay Curious has received a number of questions for Joe and Julie, like this one from Trish Taylor of Redwood City:\u003c/p>\n\u003cp>\u003cstrong>How do traffic reporters receive the info they report as if they can see the incidents in real time, all over the Bay Area?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Trish is especially curious how they know about the \u003cem>debris\u003c/em> that sometimes winds up blocking a lane — from the expected, like a ladder or mattress, to the less expected, like a porta-potty, boat or even a herd of cows.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>We took the question to McConnell, who laid out how he and other traffic reporters at \u003ca href=\"https://www.ttwnetwork.com/\">Total Traffic & Weather Network\u003c/a> do their work.\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://cad.chp.ca.gov/Traffic.aspx\" target=\"_blank\" rel=\"noopener\">California Highway Patrol Traffic Incident Website\u003c/a>: McConnell tracks incidents happening around the Bay Area by filtering for information coming from the Golden Gate communication center. He finds the specifics about \u003cem>what\u003c/em> is in the road on the details page for each incident.\u003c/li>\n\u003cli>\u003ca href=\"https://www.sigalert.com/map.asp?lat=37.65294&lon=-122.45233&z=1\" target=\"_blank\" rel=\"noopener\">SigAlert\u003c/a>: This interactive map, owned and operated by Total Traffic & Weather Network, shows the approximate speed at which cars are traveling on specific roads. A SigAlert is also a general term used by the California Highway Patrol.\u003c/li>\n\u003cli>\u003ca href=\"http://quickmap.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">Caltrans QuickMap\u003c/a>: Similar to SigAlert, but with finer detail, McConnell says. It's especially good for seeing traffic flow on smaller highways and some local streets, and it allows you to customize what you want to see on an interactive map.\u003c/li>\n\u003cli>\u003ca href=\"http://www.dot.ca.gov/video/index.html\" target=\"_blank\" rel=\"noopener\">Live Traffic Cameras\u003c/a>: Sometimes seeing is still the best way to know how traffic is moving. McConnell monitors a few live cameras in traffic-prone areas.\u003c/li>\n\u003cli>Total Traffic's Internal Software: In addition to the above sources, producers at the Total Traffic & Weather Network use some proprietary programs to track the roadways. Sometimes people on the road will also call in to report the traffic to the traffic reporters.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>But tracking the roadways wasn't always this easy. Read \u003ca href=\"https://www.kqed.org/news/11718629/from-aviators-to-apps-the-evolution-of-traffic-data\" target=\"_blank\" rel=\"noopener\">our explainer\u003c/a> to learn how collecting and disseminating traffic data has gone from helicopters in the sky to apps in our hands.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>[dropcap]T[/dropcap]en days after the municipally blessed relaunch of electric standup scooter rentals in San Francisco, riders are rambling all over town on machines provided by the two companies that got operating permits from the city: Scoot and Skip. \u003c/p>\n\u003cp>The permits, granted by the San Francisco Municipal Transportation Agency, give the companies permission to deploy 625 scooters each as part of a 12-month pilot program. If the launch goes well, Skip and Scoot could double their fleets in six months. \u003c/p>\n\u003cp>That sounds nice and neat and, well, resolved.\u003c/p>\n\u003cp>But not all is settled in the city’s scooter wars, touched off last March when scooter firms Lime, Bird and Spin distributed their machines without city authorization.\u003c/p>\n\u003cp>While the scooter pilot has launched, transportation officials are still facing a series of appeals from three companies questioning the city’s process in awarding the permits.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One of the companies has gone further, filing a lawsuit that resulted in SFMTA Director of Transportation Ed Reiskin and a member of the agency board being compelled to give depositions about the permit process. That happened Friday.\u003c/p>\n\u003cp>To recap the scooter conflict for those who haven’t been following every twist and turn: \u003c/p>\n\u003cp>Amid widespread complaints about the Bird, Lime and Spin scooters last spring, the SFMTA drew up regulations and decided on the format of the scooter pilot program.\u003c/p>\n\u003cp>Bird, Spin and Lime were forced to pull their scooters off the streets and get in line with other firms that wanted to operate in the city. A total of a dozen firms eventually applied for pilot program permits. \u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11689546/s-f-launches-scooter-pilot-and-excludes-bird-lime-and-spin\" rel=\"noopener\" target=\"_blank\">SFMTA announced\u003c/a> at the end of August that it was awarding just two permits, to Skip and Scoot, \u003ca href=\"https://www.sfmta.com/blog/sfmta-offers-two-permits-one-year-powered-scooter-pilot\" rel=\"noopener\" target=\"_blank\">explaining\u003c/a> the firms had scored highest among the 12 applicants. \u003c/p>\n\u003cp>But Lime and two other companies that were shut out of the pilot program by the SFMTA — Jump and Spin — have not gone quietly. Each has appealed the agency’s decision and are awaiting hearings in the coming weeks. \u003c/p>\n\u003cp>The appeals are trying different tacks in trying to get the SFMTA to reconsider its permit decision. \u003c/p>\n\u003cp>For instance, Jump — an Uber-owned company known for its bright red electrically boosted dockless rental bikes — raises questions about how permit applications were assessed and why the firm didn’t score higher. The company’s appeal letter ends with a rather restrained request for the city to grant more permits and allow an increase in the number of scooters on the street. \u003c/p>\n\u003cp>Lime has taken a harder line. Lime argued in \u003ca href=\"https://assets.documentcloud.org/documents/5019179/Lime-Appeal-FINAL.pdf\" rel=\"noopener\" target=\"_blank\">its September appeal letter\u003c/a> that SFMTA officials and the application process led to an arbitrary decision to reject Lime’s permit application.\u003c/p>\n\u003cp>Earlier this month, days before Skip and Scoot were scheduled to launch, the company upped the ante. It filed \u003ca href=\"https://assets.documentcloud.org/documents/5019124/Lime-v-Sfmta.pdf\" rel=\"noopener\" target=\"_blank\">a lawsuit\u003c/a> alleging that the permit process was “cloaked … in a veil of secrecy,” lacked clear guidelines and was so biased it denied the company of its constitutional right to due process. \u003c/p>\n\u003cp>The suit argues, in essence, that the transportation agency had it in for Lime and the two other companies that launched in March. The company’s complaint points to a provision added to the city’s new scooter regulations when the SFMTA board adopted the rules at a meeting in early May. \u003c/p>\n\u003cp>Before they voted, several members of the board and audience said they felt the prior behavior of scooter operators ought to be considered in weighing future applications. That was a not-so-veiled reference to Bird, Spin and Lime, which had already been grilled before the Board of Supervisors and had gotten cease-and-desist letters from the city attorney’s office. \u003c/p>\n\u003cp>The most pointed comment at the meeting — which Lime quotes in its suit as evidence of the SFMTA’s prejudice — came from SFMTA board member Art Torres. \u003c/p>\n\u003cp>“These people are bad actors, number one,” Torres said, noting Santa Monica’s struggle to rein in Bird in late 2017. “… So I guess it goes back to what we said earlier about past behavior. We ought not be rewarding people who have stuck their fingers at us when dealing with cease-and-desist orders. Those of us on this panel, I know we believe in the rule of law. What are we going to do? …”\u003c/p>\n\u003cp>San Francisco Superior Court Judge Harold Kahn rejected the company’s motion for a temporary restraining order that would block renewed scooter service to begin in the city Oct. 15.\u003c/p>\n\u003cp>But Kahn surprised the city by giving Lime something the company’s suit had not asked for: He issued an order allowing the company to seek further information from the SFMTA about its permit deliberations. As part of that evidence discovery process, the city initially agreed to let Lime take depositions from five SFMTA officials, including agency chief Reiskin.\u003c/p>\n\u003cp>Upon further consideration, though, the city balked, and filed a motion asking Judge Kahn to reconsider his discovery order. The city’s argument: California law does not allow courts to order the questioning of government officials about their decisions to grant or deny permits.\u003c/p>\n\u003cp>At a hearing earlier this week, Kahn did limit his order, agreeing to reduce the number of depositions to be taken to two: Reiskin and SFMTA board member Lee Hsu. (Hsu’s testimony was sought because of a May email in which he wrote that the transportation agency would “send a compelling message if the first permit for e-scooters is granted to a company that did not jump the gun after being explicitly asked not to … as I see it, the three that deployed early already overplayed their hand out of a desire to gain a first-mover advantage, so it’s up to us now to set a precedent for future purposes that the best-mover advantage is to work with us and not ignore us.”)\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Those depositions were scheduled to be taken Friday in San Francisco. Whether the testimony will help Lime’s case or not likely won’t be known until the next scheduled hearing in the case in mid-November. \u003c/p>\n\n",
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"excerpt": "Companies that were denied permits are still appealing decision -- and one has filed a lawsuit saying the city violated its constitutional rights.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">T\u003c/span>\u003c/p>\u003cp>en days after the municipally blessed relaunch of electric standup scooter rentals in San Francisco, riders are rambling all over town on machines provided by the two companies that got operating permits from the city: Scoot and Skip. \u003c/p>\n\u003cp>The permits, granted by the San Francisco Municipal Transportation Agency, give the companies permission to deploy 625 scooters each as part of a 12-month pilot program. If the launch goes well, Skip and Scoot could double their fleets in six months. \u003c/p>\n\u003cp>That sounds nice and neat and, well, resolved.\u003c/p>\n\u003cp>But not all is settled in the city’s scooter wars, touched off last March when scooter firms Lime, Bird and Spin distributed their machines without city authorization.\u003c/p>\n\u003cp>While the scooter pilot has launched, transportation officials are still facing a series of appeals from three companies questioning the city’s process in awarding the permits.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One of the companies has gone further, filing a lawsuit that resulted in SFMTA Director of Transportation Ed Reiskin and a member of the agency board being compelled to give depositions about the permit process. That happened Friday.\u003c/p>\n\u003cp>To recap the scooter conflict for those who haven’t been following every twist and turn: \u003c/p>\n\u003cp>Amid widespread complaints about the Bird, Lime and Spin scooters last spring, the SFMTA drew up regulations and decided on the format of the scooter pilot program.\u003c/p>\n\u003cp>Bird, Spin and Lime were forced to pull their scooters off the streets and get in line with other firms that wanted to operate in the city. A total of a dozen firms eventually applied for pilot program permits. \u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11689546/s-f-launches-scooter-pilot-and-excludes-bird-lime-and-spin\" rel=\"noopener\" target=\"_blank\">SFMTA announced\u003c/a> at the end of August that it was awarding just two permits, to Skip and Scoot, \u003ca href=\"https://www.sfmta.com/blog/sfmta-offers-two-permits-one-year-powered-scooter-pilot\" rel=\"noopener\" target=\"_blank\">explaining\u003c/a> the firms had scored highest among the 12 applicants. \u003c/p>\n\u003cp>But Lime and two other companies that were shut out of the pilot program by the SFMTA — Jump and Spin — have not gone quietly. Each has appealed the agency’s decision and are awaiting hearings in the coming weeks. \u003c/p>\n\u003cp>The appeals are trying different tacks in trying to get the SFMTA to reconsider its permit decision. \u003c/p>\n\u003cp>For instance, Jump — an Uber-owned company known for its bright red electrically boosted dockless rental bikes — raises questions about how permit applications were assessed and why the firm didn’t score higher. The company’s appeal letter ends with a rather restrained request for the city to grant more permits and allow an increase in the number of scooters on the street. \u003c/p>\n\u003cp>Lime has taken a harder line. Lime argued in \u003ca href=\"https://assets.documentcloud.org/documents/5019179/Lime-Appeal-FINAL.pdf\" rel=\"noopener\" target=\"_blank\">its September appeal letter\u003c/a> that SFMTA officials and the application process led to an arbitrary decision to reject Lime’s permit application.\u003c/p>\n\u003cp>Earlier this month, days before Skip and Scoot were scheduled to launch, the company upped the ante. It filed \u003ca href=\"https://assets.documentcloud.org/documents/5019124/Lime-v-Sfmta.pdf\" rel=\"noopener\" target=\"_blank\">a lawsuit\u003c/a> alleging that the permit process was “cloaked … in a veil of secrecy,” lacked clear guidelines and was so biased it denied the company of its constitutional right to due process. \u003c/p>\n\u003cp>The suit argues, in essence, that the transportation agency had it in for Lime and the two other companies that launched in March. The company’s complaint points to a provision added to the city’s new scooter regulations when the SFMTA board adopted the rules at a meeting in early May. \u003c/p>\n\u003cp>Before they voted, several members of the board and audience said they felt the prior behavior of scooter operators ought to be considered in weighing future applications. That was a not-so-veiled reference to Bird, Spin and Lime, which had already been grilled before the Board of Supervisors and had gotten cease-and-desist letters from the city attorney’s office. \u003c/p>\n\u003cp>The most pointed comment at the meeting — which Lime quotes in its suit as evidence of the SFMTA’s prejudice — came from SFMTA board member Art Torres. \u003c/p>\n\u003cp>“These people are bad actors, number one,” Torres said, noting Santa Monica’s struggle to rein in Bird in late 2017. “… So I guess it goes back to what we said earlier about past behavior. We ought not be rewarding people who have stuck their fingers at us when dealing with cease-and-desist orders. Those of us on this panel, I know we believe in the rule of law. What are we going to do? …”\u003c/p>\n\u003cp>San Francisco Superior Court Judge Harold Kahn rejected the company’s motion for a temporary restraining order that would block renewed scooter service to begin in the city Oct. 15.\u003c/p>\n\u003cp>But Kahn surprised the city by giving Lime something the company’s suit had not asked for: He issued an order allowing the company to seek further information from the SFMTA about its permit deliberations. As part of that evidence discovery process, the city initially agreed to let Lime take depositions from five SFMTA officials, including agency chief Reiskin.\u003c/p>\n\u003cp>Upon further consideration, though, the city balked, and filed a motion asking Judge Kahn to reconsider his discovery order. The city’s argument: California law does not allow courts to order the questioning of government officials about their decisions to grant or deny permits.\u003c/p>\n\u003cp>At a hearing earlier this week, Kahn did limit his order, agreeing to reduce the number of depositions to be taken to two: Reiskin and SFMTA board member Lee Hsu. (Hsu’s testimony was sought because of a May email in which he wrote that the transportation agency would “send a compelling message if the first permit for e-scooters is granted to a company that did not jump the gun after being explicitly asked not to … as I see it, the three that deployed early already overplayed their hand out of a desire to gain a first-mover advantage, so it’s up to us now to set a precedent for future purposes that the best-mover advantage is to work with us and not ignore us.”)\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Those depositions were scheduled to be taken Friday in San Francisco. Whether the testimony will help Lime’s case or not likely won’t be known until the next scheduled hearing in the case in mid-November. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After years of economic boom, voters in San Francisco, East Palo Alto and Mountain View will decide this November if big corporations should be taxed to help pay for issues that have only gotten worse as business has grown: housing and transportation.\u003c/p>\n\u003cp>Business groups against the tax hikes argue the measures would give companies a reason to expand in other cities, or even worse, leave the region altogether.\u003c/p>\n\u003cp>Supporters however, counter that corporate philanthropy has been insufficient to take on the Bay Area’s problems like homelessness and transportation. They argue that a steady funding stream must be created to pay for services.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘There’s two kinds of people in San Francisco. There’s people who are willing to give and always opening their hearts and their wallets to support whatever society needs. And there’s those who won’t give at all no matter what.’\u003ccite>Salesforce CEO Marc Benioff\u003c/cite>\u003c/aside>\n\u003cp>“With all of these business taxes right now, there’s certainly an inspiration to take advantage of the enormous prosperity we have in the region, while we have it,” said Molly Turner, a lecturer at the UC Berkeley Haas School of Business.\u003c/p>\n\u003cp>The debate has touched a nerve in San Francisco, where a proposed tax hike has sparked a clash of tech titans, divided political allies and led the city’s new mayor to make the most controversial decision of her tenure.\u003c/p>\n\u003cp>Proposition C would double the city’s homeless services budget by raising the gross receipts tax on annual revenue above $50 million that companies bring in.\u003c/p>\n\u003cp>The average half-percent increase in the tax would raise roughly $300 million annually to help get homeless San Franciscans off of the street. Half of the money would go toward long-term fixes, like supportive housing, while the other half would go toward more immediate assistance, like shelters, mental health services and rental assistance.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We just got this massive tax break from [President] Trump. The corporate rate went from 35 percent all the way down to 21 percent,” said Jennifer Friedenbach, executive director of the Coalition on Homelessness, which sponsored the measure. “In order to address the systemic crises we need ongoing revenue.”\u003c/p>\n\u003cp>As thousands of people sleep on the street each night, most San Franciscans would be quick to name homelessness as a top issue facing the city. Less clear is what voters are willing to do to address the problem.\u003c/p>\n\u003cp>The last two ballot measures that proposed a tax hike to raise money for the homeless — a 2016 sales tax increase and a real estate tax on the ballot last June — both failed. Proposition C differs because it would dedicate all the revenue it raises to homeless programs.\u003c/p>\n\u003cp>“What we’ve seen in the past is tinkering, and I don’t think voters have a lot of patience for that,” said Friedenbach. “They want to see big change.”\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=JYKxFrMkzKA\u003c/p>\n\u003cp>It’s estimated that 300 to 400 companies would pay the Proposition C tax hike. These corporations already pay 57 percent of the business taxes collected by San Francisco, according to a \u003ca href=\"https://sfcontroller.org/sites/default/files/Documents/Economic%20Analysis/hgrt_economic_impact_final.pdf\" target=\"_blank\" rel=\"noopener\">report\u003c/a> from the Office of Economic Analysis.\u003c/p>\n\u003cp>That’s on top of the increased costs necessary to recruit and retain workers in the region, said Jim Lazarus, senior vice president of public policy at the San Francisco Chamber of Commerce.\u003c/p>\n\u003cp>“At some point the straw breaks the camel’s back and some chief financial officer says, ‘When the lease comes up we’re leaving town,’ ” he said.\u003c/p>\n\u003cp>Similar warnings from Amazon pushed Seattle’s City Council to abandon a newly enacted business tax earlier this year.\u003c/p>\n\u003cp>But San Francisco’s largest private employer, Salesforce, has taken a markedly different stance on Proposition C. The cloud computing giant has donated $4.7 million to the Yes on C campaign, with another $1 million coming from CEO Marc Benioff. This despite Benioff’s assertion that the company stands to pay millions more under the tax proposal.\u003c/p>\n\u003cfigure id=\"attachment_10467228\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10467228\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/457215846-800x528.jpg\" alt=\"\" width=\"800\" height=\"528\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-800x528.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-400x264.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-1440x950.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-1180x779.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-768x507.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-320x211.jpg 320w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Salesforce CEO Marc Benioff pictured at company conference in October 2014. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To Benioff, the debate over Proposition C is black and white, and CEOs who aren’t for the measure aren’t being socially responsible.\u003c/p>\n\u003cp>“What I’ve found is there’s two kinds of people in San Francisco,” he told KQED. “There’s people who are willing to give and always opening their hearts and their wallets to support whatever society needs. And there’s those who won’t give at all no matter what.”\u003c/p>\n\u003cp>Implied in that second group was Twitter CEO Jack Dorsey, who Benioff traded jabs with over Proposition C. Dorsey argued that his company Square will be hurt more by the tax increase than Salesforce.\u003c/p>\n\u003cp>https://twitter.com/jack/status/1053312148317716480\u003c/p>\n\u003cp>Last week, Lyft and Macy’s joined Square to donate to the No on Prop. C campaign. It didn’t make much of a dent. Thanks to Benioff, the “yes” side has raked in four times as much in contributions, according to \u003ca href=\"https://sfethics.org/ethics/2018/03/campaign-finance-dashboards-june-5-2018-and-november-6-2018-elections.html\" target=\"_blank\" rel=\"noopener\">data\u003c/a> from the San Francisco Department of Elections.\u003c/p>\n\u003cp>Benioff’s stance on Proposition C has also caused a fissure with a political ally: San Francisco Mayor London Breed.\u003c/p>\n\u003cp>Benioff said the need for sustained homeless funding is best illustrated by a call he recently got from the mayor. Breed was looking for a donation of $8 million to acquire a site that could be used for affordable housing.\u003c/p>\n\u003cp>“She’s out of money. Her budget was fully maxed,” Benioff said. “The city has these shovel-ready projects ready to go and we can directly address these homeless people if we have more directed funding.”\u003c/p>\n\u003cp>Breed disagrees, not only with the nature of the call — she said she asked Benioff for the immediate donation because a budget supplemental would have taken too long to secure the units — but with the idea that San Francisco can hike taxes for homeless services without consequences.\u003c/p>\n\u003cp>“Can big business pay more to support this? Yes, they can,” Breed told KQED.\u003c/p>\n\u003cp>“But things like a ballot measure need to be handled more responsibly,” she added. “Making sure that as we try and tax, that there aren’t the unintended consequences of job loss for middle-income residents. I mean manufacturing, retail, those are things that are important to San Francisco.”\u003c/p>\n\u003cfigure id=\"attachment_11690711\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11690711\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/LondonBreed-800x552.jpg\" alt=\"San Francisco Mayor London Breed.\" width=\"800\" height=\"552\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-800x552.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-160x110.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-1020x704.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-1200x828.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-1180x814.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-960x663.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-240x166.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-375x259.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-520x359.jpg 520w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Mayor London Breed. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city’s economic analysis of Proposition C finds that retail would be the sector most at risk of job loss, but that the tax’s overall impact on jobs would be insignificant: an estimated loss of 0.1 percent of all jobs in the city.\u003c/p>\n\u003cp>Brimming beneath Breed’s warning of job flight, and her stated desire for the city to get a better handle on how it spends the $300 million already dedicated to homelessness, seems to be a political frustration.\u003c/p>\n\u003cp>The mayor was elected in June on a promise to address the crisis. If Proposition C passes and doubles the city’s homeless budget, it will likely be Breed — not Benioff or the homeless advocates who wrote the measure — who will be judged for its results.\u003c/p>\n\u003cp>“I want to make sure that I’m being held accountable for the decisions I make,” she said. “Not the decisions that other people are making.”\u003c/p>\n\u003cp>And there’s a chance the heated debate over Proposition C could actually stretch past November. Supporters are hoping that a recent state Supreme Court ruling will allow the citizens’ initiative to pass with a majority vote. Historically, local measures that directed funding to a specific source, like homeless services, required a two-thirds vote.\u003c/p>\n\u003cp>The tax measures in Mountain View and East Palo Alto have come with significantly fewer political fireworks, but also reflect a shift toward demanding greater corporate responsibility to take on the Bay Area’s vexing housing and transportation problems.\u003c/p>\n\u003cfigure id=\"attachment_11647955\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11647955 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/RS378_Google_082411-800x504.jpg\" alt=\"\" width=\"800\" height=\"504\">\u003cfigcaption class=\"wp-caption-text\">A sign is posted outside Google headquarters Jan. 21, 2010, in Mountain View, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Measure HH in East Palo Alto would tax large commercial office space at a rate of $2.50 per square foot to pay for affordable housing.\u003c/p>\n\u003cp>Supporters are hoping to capitalize on the recent growth of Amazon in the city, and Facebook’s expansion in nearby Menlo Park.\u003c/p>\n\u003cp>“We’re just trying to protect our community and have a fair share that will improve the lives of more people,” said Mayor Ruben Abrica. “We’re also trying to be proactive because we know that other development is going to take place.”\u003c/p>\n\u003cp>Mountain View’s tax is more heavily directed toward a single company: Google.\u003c/p>\n\u003cp>The proposed “head tax” in Measure P would tax companies for each employee, with larger companies paying higher rates. Revenue from the tax will go to the general fund, with the promise that it will be used for transportation.\u003c/p>\n\u003cp>The tax is expected to raise $6 million annually, with more than half coming from Google.\u003c/p>\n\u003cp>Google is not opposing the tax increase, and Mountain View Mayor Lenny Siegel said the search giant has been quick to assist with issues like homelessness in the past.\u003c/p>\n\u003cp>“They’re a good corporate citizen but we can’t bond against their donations,” he told \u003ca href=\"https://www.kqed.org/forum/2010101866893/election-2018-bay-area-cities-to-vote-on-taxing-big-business\" target=\"_blank\" rel=\"noopener\">KQED’s Forum\u003c/a>. “So the tax will allow us to bond so that we can build the infrastructure that allows Google employees to get from Caltrain to the Googleplex.”\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11700919/sen-feinstein-calls-out-s-f-tech-ceos-for-lack-of-civic-engagement\">Sen. Dianne Feinstein Calls Out S.F. Tech CEOs for Lack of Civic Engagement\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11700919/sen-feinstein-calls-out-s-f-tech-ceos-for-lack-of-civic-engagement\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/RS33368_102318_AW_DianeFeinstein_03-1180x787.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>The demand for more investment from big business, and in particular the region’s thriving tech companies, is a reversal from the policy conversations that took place in Bay Area cities at the beginning of the decade.\u003c/p>\n\u003cp>Then, San Francisco \u003ca href=\"https://www.kqed.org/news/22623/watch-live-sf-supervisors-vote-on-twitter-tax-break\" target=\"_blank\" rel=\"noopener\">changed its tax code\u003c/a> to attract and retain businesses, with particular incentives for growing tech companies.\u003c/p>\n\u003cp>Many supporters of the Bay Area business taxes claim that those thriving corporations did not reciprocate the friendly policies.\u003c/p>\n\u003cp>“I don’t see tech as very civically involved, and I think they have to be,” said Sen. Dianne Feinstein, who told KQED \u003ca href=\"https://www.kqed.org/news/11700919/sen-feinstein-calls-out-s-f-tech-ceos-for-lack-of-civic-engagement\" target=\"_blank\" rel=\"noopener\">she supports Proposition C\u003c/a>.\u003c/p>\n\u003cp>“Like when I was mayor, the CEOs of the big banks — I could go in and ask them to help with any civic cause. Cross my heart. I never got a ‘no.’ Bank of America, Wells [Fargo], all of them said ‘yes.’ ”\u003c/p>\n\u003cp>So instead of asking, the tax measures hope to compel Bay Area corporations to put a greater amount of skin in the game toward local problems.\u003c/p>\n\u003cp>The question remains whether a push like Proposition C has come too late, and is simply setting the stage for a fleeting victory.\u003c/p>\n\u003cp>“There is certainly a risk if we rely on this one tax to fund a huge part of our homeless services,” said Molly Turner of the UC Berkeley Haas School of Business. “If we have a correction or a recession in the near future, that’s going to cut significantly to our ability to fund those programs.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Proposition C in San Francisco, Measure P in Mountain View and Measure HH in East Palo Alto would all raise taxes on businesses.",
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"title": "Should Big Business Pay to Fight Homelessness, Transportation Woes? Voters Will Decide | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After years of economic boom, voters in San Francisco, East Palo Alto and Mountain View will decide this November if big corporations should be taxed to help pay for issues that have only gotten worse as business has grown: housing and transportation.\u003c/p>\n\u003cp>Business groups against the tax hikes argue the measures would give companies a reason to expand in other cities, or even worse, leave the region altogether.\u003c/p>\n\u003cp>Supporters however, counter that corporate philanthropy has been insufficient to take on the Bay Area’s problems like homelessness and transportation. They argue that a steady funding stream must be created to pay for services.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘There’s two kinds of people in San Francisco. There’s people who are willing to give and always opening their hearts and their wallets to support whatever society needs. And there’s those who won’t give at all no matter what.’\u003ccite>Salesforce CEO Marc Benioff\u003c/cite>\u003c/aside>\n\u003cp>“With all of these business taxes right now, there’s certainly an inspiration to take advantage of the enormous prosperity we have in the region, while we have it,” said Molly Turner, a lecturer at the UC Berkeley Haas School of Business.\u003c/p>\n\u003cp>The debate has touched a nerve in San Francisco, where a proposed tax hike has sparked a clash of tech titans, divided political allies and led the city’s new mayor to make the most controversial decision of her tenure.\u003c/p>\n\u003cp>Proposition C would double the city’s homeless services budget by raising the gross receipts tax on annual revenue above $50 million that companies bring in.\u003c/p>\n\u003cp>The average half-percent increase in the tax would raise roughly $300 million annually to help get homeless San Franciscans off of the street. Half of the money would go toward long-term fixes, like supportive housing, while the other half would go toward more immediate assistance, like shelters, mental health services and rental assistance.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We just got this massive tax break from [President] Trump. The corporate rate went from 35 percent all the way down to 21 percent,” said Jennifer Friedenbach, executive director of the Coalition on Homelessness, which sponsored the measure. “In order to address the systemic crises we need ongoing revenue.”\u003c/p>\n\u003cp>As thousands of people sleep on the street each night, most San Franciscans would be quick to name homelessness as a top issue facing the city. Less clear is what voters are willing to do to address the problem.\u003c/p>\n\u003cp>The last two ballot measures that proposed a tax hike to raise money for the homeless — a 2016 sales tax increase and a real estate tax on the ballot last June — both failed. Proposition C differs because it would dedicate all the revenue it raises to homeless programs.\u003c/p>\n\u003cp>“What we’ve seen in the past is tinkering, and I don’t think voters have a lot of patience for that,” said Friedenbach. “They want to see big change.”\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/JYKxFrMkzKA'\n title='//www.youtube.com/embed/JYKxFrMkzKA'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>It’s estimated that 300 to 400 companies would pay the Proposition C tax hike. These corporations already pay 57 percent of the business taxes collected by San Francisco, according to a \u003ca href=\"https://sfcontroller.org/sites/default/files/Documents/Economic%20Analysis/hgrt_economic_impact_final.pdf\" target=\"_blank\" rel=\"noopener\">report\u003c/a> from the Office of Economic Analysis.\u003c/p>\n\u003cp>That’s on top of the increased costs necessary to recruit and retain workers in the region, said Jim Lazarus, senior vice president of public policy at the San Francisco Chamber of Commerce.\u003c/p>\n\u003cp>“At some point the straw breaks the camel’s back and some chief financial officer says, ‘When the lease comes up we’re leaving town,’ ” he said.\u003c/p>\n\u003cp>Similar warnings from Amazon pushed Seattle’s City Council to abandon a newly enacted business tax earlier this year.\u003c/p>\n\u003cp>But San Francisco’s largest private employer, Salesforce, has taken a markedly different stance on Proposition C. The cloud computing giant has donated $4.7 million to the Yes on C campaign, with another $1 million coming from CEO Marc Benioff. This despite Benioff’s assertion that the company stands to pay millions more under the tax proposal.\u003c/p>\n\u003cfigure id=\"attachment_10467228\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10467228\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/457215846-800x528.jpg\" alt=\"\" width=\"800\" height=\"528\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-800x528.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-400x264.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-1440x950.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-1180x779.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-768x507.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/457215846-320x211.jpg 320w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Salesforce CEO Marc Benioff pictured at company conference in October 2014. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To Benioff, the debate over Proposition C is black and white, and CEOs who aren’t for the measure aren’t being socially responsible.\u003c/p>\n\u003cp>“What I’ve found is there’s two kinds of people in San Francisco,” he told KQED. “There’s people who are willing to give and always opening their hearts and their wallets to support whatever society needs. And there’s those who won’t give at all no matter what.”\u003c/p>\n\u003cp>Implied in that second group was Twitter CEO Jack Dorsey, who Benioff traded jabs with over Proposition C. Dorsey argued that his company Square will be hurt more by the tax increase than Salesforce.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Last week, Lyft and Macy’s joined Square to donate to the No on Prop. C campaign. It didn’t make much of a dent. Thanks to Benioff, the “yes” side has raked in four times as much in contributions, according to \u003ca href=\"https://sfethics.org/ethics/2018/03/campaign-finance-dashboards-june-5-2018-and-november-6-2018-elections.html\" target=\"_blank\" rel=\"noopener\">data\u003c/a> from the San Francisco Department of Elections.\u003c/p>\n\u003cp>Benioff’s stance on Proposition C has also caused a fissure with a political ally: San Francisco Mayor London Breed.\u003c/p>\n\u003cp>Benioff said the need for sustained homeless funding is best illustrated by a call he recently got from the mayor. Breed was looking for a donation of $8 million to acquire a site that could be used for affordable housing.\u003c/p>\n\u003cp>“She’s out of money. Her budget was fully maxed,” Benioff said. “The city has these shovel-ready projects ready to go and we can directly address these homeless people if we have more directed funding.”\u003c/p>\n\u003cp>Breed disagrees, not only with the nature of the call — she said she asked Benioff for the immediate donation because a budget supplemental would have taken too long to secure the units — but with the idea that San Francisco can hike taxes for homeless services without consequences.\u003c/p>\n\u003cp>“Can big business pay more to support this? Yes, they can,” Breed told KQED.\u003c/p>\n\u003cp>“But things like a ballot measure need to be handled more responsibly,” she added. “Making sure that as we try and tax, that there aren’t the unintended consequences of job loss for middle-income residents. I mean manufacturing, retail, those are things that are important to San Francisco.”\u003c/p>\n\u003cfigure id=\"attachment_11690711\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11690711\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/LondonBreed-800x552.jpg\" alt=\"San Francisco Mayor London Breed.\" width=\"800\" height=\"552\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-800x552.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-160x110.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-1020x704.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-1200x828.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-1180x814.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-960x663.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-240x166.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-375x259.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/LondonBreed-520x359.jpg 520w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Mayor London Breed. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city’s economic analysis of Proposition C finds that retail would be the sector most at risk of job loss, but that the tax’s overall impact on jobs would be insignificant: an estimated loss of 0.1 percent of all jobs in the city.\u003c/p>\n\u003cp>Brimming beneath Breed’s warning of job flight, and her stated desire for the city to get a better handle on how it spends the $300 million already dedicated to homelessness, seems to be a political frustration.\u003c/p>\n\u003cp>The mayor was elected in June on a promise to address the crisis. If Proposition C passes and doubles the city’s homeless budget, it will likely be Breed — not Benioff or the homeless advocates who wrote the measure — who will be judged for its results.\u003c/p>\n\u003cp>“I want to make sure that I’m being held accountable for the decisions I make,” she said. “Not the decisions that other people are making.”\u003c/p>\n\u003cp>And there’s a chance the heated debate over Proposition C could actually stretch past November. Supporters are hoping that a recent state Supreme Court ruling will allow the citizens’ initiative to pass with a majority vote. Historically, local measures that directed funding to a specific source, like homeless services, required a two-thirds vote.\u003c/p>\n\u003cp>The tax measures in Mountain View and East Palo Alto have come with significantly fewer political fireworks, but also reflect a shift toward demanding greater corporate responsibility to take on the Bay Area’s vexing housing and transportation problems.\u003c/p>\n\u003cfigure id=\"attachment_11647955\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11647955 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/RS378_Google_082411-800x504.jpg\" alt=\"\" width=\"800\" height=\"504\">\u003cfigcaption class=\"wp-caption-text\">A sign is posted outside Google headquarters Jan. 21, 2010, in Mountain View, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Measure HH in East Palo Alto would tax large commercial office space at a rate of $2.50 per square foot to pay for affordable housing.\u003c/p>\n\u003cp>Supporters are hoping to capitalize on the recent growth of Amazon in the city, and Facebook’s expansion in nearby Menlo Park.\u003c/p>\n\u003cp>“We’re just trying to protect our community and have a fair share that will improve the lives of more people,” said Mayor Ruben Abrica. “We’re also trying to be proactive because we know that other development is going to take place.”\u003c/p>\n\u003cp>Mountain View’s tax is more heavily directed toward a single company: Google.\u003c/p>\n\u003cp>The proposed “head tax” in Measure P would tax companies for each employee, with larger companies paying higher rates. Revenue from the tax will go to the general fund, with the promise that it will be used for transportation.\u003c/p>\n\u003cp>The tax is expected to raise $6 million annually, with more than half coming from Google.\u003c/p>\n\u003cp>Google is not opposing the tax increase, and Mountain View Mayor Lenny Siegel said the search giant has been quick to assist with issues like homelessness in the past.\u003c/p>\n\u003cp>“They’re a good corporate citizen but we can’t bond against their donations,” he told \u003ca href=\"https://www.kqed.org/forum/2010101866893/election-2018-bay-area-cities-to-vote-on-taxing-big-business\" target=\"_blank\" rel=\"noopener\">KQED’s Forum\u003c/a>. “So the tax will allow us to bond so that we can build the infrastructure that allows Google employees to get from Caltrain to the Googleplex.”\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11700919/sen-feinstein-calls-out-s-f-tech-ceos-for-lack-of-civic-engagement\">Sen. Dianne Feinstein Calls Out S.F. 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Dianne Feinstein, who told KQED \u003ca href=\"https://www.kqed.org/news/11700919/sen-feinstein-calls-out-s-f-tech-ceos-for-lack-of-civic-engagement\" target=\"_blank\" rel=\"noopener\">she supports Proposition C\u003c/a>.\u003c/p>\n\u003cp>“Like when I was mayor, the CEOs of the big banks — I could go in and ask them to help with any civic cause. Cross my heart. I never got a ‘no.’ Bank of America, Wells [Fargo], all of them said ‘yes.’ ”\u003c/p>\n\u003cp>So instead of asking, the tax measures hope to compel Bay Area corporations to put a greater amount of skin in the game toward local problems.\u003c/p>\n\u003cp>The question remains whether a push like Proposition C has come too late, and is simply setting the stage for a fleeting victory.\u003c/p>\n\u003cp>“There is certainly a risk if we rely on this one tax to fund a huge part of our homeless services,” said Molly Turner of the UC Berkeley Haas School of Business. “If we have a correction or a recession in the near future, that’s going to cut significantly to our ability to fund those programs.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>It’s been a rough month for San Francisco cab drivers.\u003c/p>\n\u003cp>Last week, most of the city’s drivers lost their right to pick up passengers at San Francisco International Airport. Now, they’re all losing their right to organize at the airport.\u003c/p>\n\u003cp>SFO officials this week said they planned to ban drivers from participating in “free speech” activities at most places in the airport, citing concerns with increased congestion and public safety that could result from organizing activities.\u003c/p>\n\u003cp>The rules would prohibit drivers from organizing activities in the garage and staging lot, the main areas taxi drivers have organized in the past. A representative of SFO said that drivers would be able to conduct free speech activities at a picnic table in the lot.\u003c/p>\n\u003cp>“The Airport was not designed and is not intended for use as a public forum for free speech activities,” SFO’s announcement stated. Cab drivers say that SFO is infringing on their First Amendment rights.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>SFO has long been a central location for taxicab organizing, particularly since the arrival and proliferation of Uber and Lyft in 2012.\u003c/p>\n\u003cp>Mark Gruberg is a driver in the San Francisco Taxi Workers Alliance. “The airport is essential for organizing,” he said, noting that it’s particularly important right now after the Municipal Transportation Agency’s \u003ca href=\"https://www.kqed.org/news/11699586/many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck\">vote last week to prohibit\u003c/a> more than half of San Francisco’s licensed cab drivers from picking up passengers up at the airport. “It’s the only common area that cab drivers have.”\u003c/p>\n\u003cp>Under the new regulations, only cab drivers who bought their $250,000 taxi medallions after 2010 — as opposed to those who received them through the prior seniority system — will be allowed to give rides to customers at the airport.\u003c/p>\n\u003cp>The MTA said the move is an effort to help the drivers who have taken the biggest financial hit from the medallion meltdown. But that gain is coming at the loss of their fellow drivers.\u003c/p>\n\u003cp>Under the new rules, only about 550 cabs would be eligible to pick up passengers at the airport. This means that, although all taxis could still drop off passengers at SFO, two-thirds of the entire fleet would be barred from pickup.\u003c/p>\n\u003cp>It’s still unclear how this new rule will be enforced. SFO said it was reviewing the rule and will respond to the MTA by mid-November, a spokesperson said.\u003c/p>\n\u003cp>The airport is one of the last bastions for cab drivers in San Francisco to reliably make a buck and compete with the overwhelming number of Uber and Lyft cars on the road. In response to the MTA’s decision, many drivers said that if they couldn’t go to the airport, it wouldn’t be financially feasible for them to go out at all.\u003c/p>\n\u003cp>Gruberg is one of the cab drivers who received his medallion through the seniority system and who will now be barred from picking up passengers at the airport. Losing airport access may push them to stop driving altogether, Gruberg said. He also worried that not being able to distribute leaflets at the airport would be detrimental to organizing efforts.\u003c/p>\n\u003cp>He called the MTA airport ban and the SFO anti-organizing rule a one-two punch against the taxi industry.\u003c/p>\n\u003cp>“These two things are related,” Gruberg said. “And they’re trying to stifle cab drivers organizing and having any way to effectively combat the MTA’s decision.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Under SFO’s new rule, Lyft and Uber drivers will not be able to organize at most places in the airport either. But unlike taxicabs, all those drivers can still continue to pick up passengers at the airport. \u003c/span>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s been a rough month for San Francisco cab drivers.\u003c/p>\n\u003cp>Last week, most of the city’s drivers lost their right to pick up passengers at San Francisco International Airport. Now, they’re all losing their right to organize at the airport.\u003c/p>\n\u003cp>SFO officials this week said they planned to ban drivers from participating in “free speech” activities at most places in the airport, citing concerns with increased congestion and public safety that could result from organizing activities.\u003c/p>\n\u003cp>The rules would prohibit drivers from organizing activities in the garage and staging lot, the main areas taxi drivers have organized in the past. A representative of SFO said that drivers would be able to conduct free speech activities at a picnic table in the lot.\u003c/p>\n\u003cp>“The Airport was not designed and is not intended for use as a public forum for free speech activities,” SFO’s announcement stated. Cab drivers say that SFO is infringing on their First Amendment rights.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SFO has long been a central location for taxicab organizing, particularly since the arrival and proliferation of Uber and Lyft in 2012.\u003c/p>\n\u003cp>Mark Gruberg is a driver in the San Francisco Taxi Workers Alliance. “The airport is essential for organizing,” he said, noting that it’s particularly important right now after the Municipal Transportation Agency’s \u003ca href=\"https://www.kqed.org/news/11699586/many-s-f-cabbies-are-losing-one-of-the-last-places-they-might-make-a-buck\">vote last week to prohibit\u003c/a> more than half of San Francisco’s licensed cab drivers from picking up passengers up at the airport. “It’s the only common area that cab drivers have.”\u003c/p>\n\u003cp>Under the new regulations, only cab drivers who bought their $250,000 taxi medallions after 2010 — as opposed to those who received them through the prior seniority system — will be allowed to give rides to customers at the airport.\u003c/p>\n\u003cp>The MTA said the move is an effort to help the drivers who have taken the biggest financial hit from the medallion meltdown. But that gain is coming at the loss of their fellow drivers.\u003c/p>\n\u003cp>Under the new rules, only about 550 cabs would be eligible to pick up passengers at the airport. This means that, although all taxis could still drop off passengers at SFO, two-thirds of the entire fleet would be barred from pickup.\u003c/p>\n\u003cp>It’s still unclear how this new rule will be enforced. SFO said it was reviewing the rule and will respond to the MTA by mid-November, a spokesperson said.\u003c/p>\n\u003cp>The airport is one of the last bastions for cab drivers in San Francisco to reliably make a buck and compete with the overwhelming number of Uber and Lyft cars on the road. In response to the MTA’s decision, many drivers said that if they couldn’t go to the airport, it wouldn’t be financially feasible for them to go out at all.\u003c/p>\n\u003cp>Gruberg is one of the cab drivers who received his medallion through the seniority system and who will now be barred from picking up passengers at the airport. Losing airport access may push them to stop driving altogether, Gruberg said. He also worried that not being able to distribute leaflets at the airport would be detrimental to organizing efforts.\u003c/p>\n\u003cp>He called the MTA airport ban and the SFO anti-organizing rule a one-two punch against the taxi industry.\u003c/p>\n\u003cp>“These two things are related,” Gruberg said. “And they’re trying to stifle cab drivers organizing and having any way to effectively combat the MTA’s decision.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Under SFO’s new rule, Lyft and Uber drivers will not be able to organize at most places in the airport either. But unlike taxicabs, all those drivers can still continue to pick up passengers at the airport. \u003c/span>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>California Attorney General Xavier Becerra, Air Resources Board Chairwoman Mary Nichols and California EPA Secretary Matthew Rodriquez confronted federal officials at a contentious public hearing in downtown Fresno on Monday.\u003c/p>\n\u003cp>At the hearing, representatives of the federal EPA and National Highway Traffic Safety Administration (NHTSA) sat at a panel on one side of a stage, while dozens of officials, electric car proponents, public health experts and members of the public filed in and out throughout the day to testify.\u003c/p>\n\u003cp>Most expressed opposition to the Trump administration’s proposed changes to federal fuel economy standards.\u003c/p>\n\u003cp>The hearing was part of a 60-day public comment period on the proposed changes.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘What the administration is proposing goes way beyond anything that the auto industry has asked for, and really amounts to a form of ideological opposition to anything that might benefit the fight against climate change.’\u003ccite>Mary Nichols, chairwoman of the California Air Resources Board\u003c/cite>\u003c/aside>\n\u003cp>The \u003ca href=\"https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P100V26O.pdf\" target=\"_blank\" rel=\"noopener\">Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule\u003c/a> for Model Years 2021-2026 Passenger Cars and Light Trucks — proposed by the EPA and the National Highway Traffic Safety Administration — would freeze fuel efficiency standards for cars, trucks and SUVs at the 2020 level through 2026.\u003c/p>\n\u003cp>Earlier this year, former EPA Administrator Scott Pruitt called fuel efficiency rules established by the Obama administration “\u003ca href=\"https://www.kqed.org/science/1921972/epa-moves-to-weaken-landmark-fuel-efficiency-rules\" target=\"_blank\" rel=\"noopener\">too high\u003c/a>.”\u003c/p>\n\u003cp>Federal officials argue the new standards would save consumers money and \u003ca href=\"https://www.govinfo.gov/content/pkg/FR-2018-08-24/pdf/2018-16820.pdf\">reduce highway fatalities\u003c/a>. Critics say the rule would undermine California’s efforts to decrease tailpipe emissions.\u003c/p>\n\u003ch2>California Would Lose Ability to Set Stricter Standards\u003c/h2>\n\u003cp>The Trump administration’s SAFE proposal would also revoke California’s waiver of the Clean Air Act, a long-held special authority that lets the state enact stricter air pollution standards for motor vehicles than those set by the federal government. At least 12 other states and the District of Columbia follow California’s lead.\u003c/p>\n\u003cp>California officials called on the Trump administration to withdraw the SAFE proposal — and state EPA Secretary Matthew Rodriquez called the administration’s challenge to California’s Clean Air Act waiver “illegal.”\u003c/p>\n\u003cp>“The challenge to California’s authority to develop vehicle emissions standards is illegal, and disregards a successful decades-long federal-state partnership,” he said.\u003c/p>\n\u003cp>After delivering their testimony, the California delegation, including Becerra, Nichols and Rodriquez, made statements and took questions from media.\u003c/p>\n\u003cp>“What is being proposed by the federal government is a non-starter for us. We’re moving forward, whether it’s in court, where we can win, or in the court of public opinion. We’re moving forward,” Attorney General Xavier Becerra said, vowing to take further legal action.\u003c/p>\n\u003cfigure id=\"attachment_11694585\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11694585\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/InsideProtesters-800x562.jpg\" alt=\"Inside the public hearing in Fresno on Monday, audience members listen to speakers and wait for their turn to testify. More hearings on the Trump administration's proposed fuel standards rollback are scheduled to take place in Pittsburg and Dearborn, Michigan.\" width=\"800\" height=\"562\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-800x562.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-160x112.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-1020x716.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-1200x843.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-1180x828.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-960x674.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-240x169.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-375x263.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-520x365.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Inside the public hearing in Fresno on Monday, audience members listen to speakers and wait for their turn to testify. More hearings on the Trump administration’s proposed fuel standards rollback are scheduled to take place in Pittsburg and Dearborn, Michigan. \u003ccite>(Alexandra Hall/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California and 16 other states have already \u003ca href=\"https://www.kqed.org/science/1923269/california-sues-over-plan-to-scrap-car-emission-standards\">filed a lawsuit\u003c/a> against the Trump administration’s move.\u003c/p>\n\u003cp>“What the administration is proposing goes way beyond anything that the auto industry has asked for, and really amounts to a form of ideological opposition to anything that might benefit the fight against climate change,” said Air Resources Board Chairwoman Mary Nichols.\u003c/p>\n\u003cp>“We will not sit idly by as you propose to flatline our efforts. We must continue to insist on cars that produce fewer emissions, including millions more zero emissions vehicles,” she said.\u003c/p>\n\u003cp>Outside the hearing, protesters held signs and chanted, “What do we want? Clean cars! When do want ‘em? Now!”\u003c/p>\n\u003cp>Bakersfield, Los Angeles, Visalia and Fresno top the American Lung Association’s list of the \u003ca href=\"http://www.lung.org/our-initiatives/healthy-air/sota/city-rankings/most-polluted-cities.html\">most polluted cities\u003c/a> in the country.\u003c/p>\n\u003cp>“There’s some days I can’t ride my bicycle because the air pollution is so bad,” said Paul Gipe, who drove up from Bakersfield with his wife in the couple’s electric car.\u003c/p>\n\u003cp>“California is a wonderful place to live. It’s like paradise. And one of the reasons why people live here is so they can do things outdoors. If you can’t go outdoors because the air pollution is so severe, one of the great attributes of California is lost. It’s given up.”\u003c/p>\n\u003cp>Additional public comment hearings on the SAFE Vehicles Rule will take place in Pittsburg and Dearborn, Michigan, this week. The public comment period ends in late October.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California Attorney General Xavier Becerra, Air Resources Board Chairwoman Mary Nichols and California EPA Secretary Matthew Rodriquez confronted federal officials at a contentious public hearing in downtown Fresno on Monday.\u003c/p>\n\u003cp>At the hearing, representatives of the federal EPA and National Highway Traffic Safety Administration (NHTSA) sat at a panel on one side of a stage, while dozens of officials, electric car proponents, public health experts and members of the public filed in and out throughout the day to testify.\u003c/p>\n\u003cp>Most expressed opposition to the Trump administration’s proposed changes to federal fuel economy standards.\u003c/p>\n\u003cp>The hearing was part of a 60-day public comment period on the proposed changes.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘What the administration is proposing goes way beyond anything that the auto industry has asked for, and really amounts to a form of ideological opposition to anything that might benefit the fight against climate change.’\u003ccite>Mary Nichols, chairwoman of the California Air Resources Board\u003c/cite>\u003c/aside>\n\u003cp>The \u003ca href=\"https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P100V26O.pdf\" target=\"_blank\" rel=\"noopener\">Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule\u003c/a> for Model Years 2021-2026 Passenger Cars and Light Trucks — proposed by the EPA and the National Highway Traffic Safety Administration — would freeze fuel efficiency standards for cars, trucks and SUVs at the 2020 level through 2026.\u003c/p>\n\u003cp>Earlier this year, former EPA Administrator Scott Pruitt called fuel efficiency rules established by the Obama administration “\u003ca href=\"https://www.kqed.org/science/1921972/epa-moves-to-weaken-landmark-fuel-efficiency-rules\" target=\"_blank\" rel=\"noopener\">too high\u003c/a>.”\u003c/p>\n\u003cp>Federal officials argue the new standards would save consumers money and \u003ca href=\"https://www.govinfo.gov/content/pkg/FR-2018-08-24/pdf/2018-16820.pdf\">reduce highway fatalities\u003c/a>. Critics say the rule would undermine California’s efforts to decrease tailpipe emissions.\u003c/p>\n\u003ch2>California Would Lose Ability to Set Stricter Standards\u003c/h2>\n\u003cp>The Trump administration’s SAFE proposal would also revoke California’s waiver of the Clean Air Act, a long-held special authority that lets the state enact stricter air pollution standards for motor vehicles than those set by the federal government. At least 12 other states and the District of Columbia follow California’s lead.\u003c/p>\n\u003cp>California officials called on the Trump administration to withdraw the SAFE proposal — and state EPA Secretary Matthew Rodriquez called the administration’s challenge to California’s Clean Air Act waiver “illegal.”\u003c/p>\n\u003cp>“The challenge to California’s authority to develop vehicle emissions standards is illegal, and disregards a successful decades-long federal-state partnership,” he said.\u003c/p>\n\u003cp>After delivering their testimony, the California delegation, including Becerra, Nichols and Rodriquez, made statements and took questions from media.\u003c/p>\n\u003cp>“What is being proposed by the federal government is a non-starter for us. We’re moving forward, whether it’s in court, where we can win, or in the court of public opinion. 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More hearings on the Trump administration's proposed fuel standards rollback are scheduled to take place in Pittsburg and Dearborn, Michigan.\" width=\"800\" height=\"562\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-800x562.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-160x112.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-1020x716.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-1200x843.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-1180x828.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-960x674.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-240x169.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-375x263.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/09/InsideProtesters-520x365.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Inside the public hearing in Fresno on Monday, audience members listen to speakers and wait for their turn to testify. 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"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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},
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
},
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},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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}
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"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"id": "fresh-air",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "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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