California May Chop Late Fees That Add Hundreds of Dollars to Traffic Tickets
The Beautiful Bay Bridge Frank Lloyd Wright Never Got to Build
CHARTS: Traffic Is Still Way Down Across the Bay Area — But It's Making a Comeback
Happy Birthday, Bay Bridge: Here's How You Looked in the 1970s
Surveying in the Gridlock
Bay Area Polls: Housing and Traffic Misery Abound — But Many Are Ready to Help Pay for (Part of) the Fix
From Aviators to Apps: The Evolution of Traffic Data
Have Ride-Hailing Apps Made Traffic Worse?
How Much Truth Is There to Those 'Speed Enforced by Aircraft' Signs?
Sponsored
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He was chosen for a spring 2017 residency at the Mesa Refuge to advance his research on California salmon.\r\n\r\nEmail Dan at: \u003ca href=\"mailto:dbrekke@kqed.org\">dbrekke@kqed.org\u003c/a>\r\n\r\n\u003cstrong>Twitter:\u003c/strong> \u003ca href=\"https://twitter.com/danbrekke\" rel=\"noopener noreferrer\">twitter.com/danbrekke\u003c/a>\r\n\u003cstrong>Facebook:\u003c/strong> \u003ca href=\"https://www.facebook.com/danbrekke\" rel=\"noopener noreferrer\">www.facebook.com/danbrekke\u003c/a>\r\n\u003cstrong>LinkedIn:\u003c/strong> \u003ca href=\"https://www.linkedin.com/in/danbrekke\" rel=\"noopener noreferrer\">www.linkedin.com/in/danbrekke\u003c/a>","avatar":"https://secure.gravatar.com/avatar/c8126230345efca3f7aa89b1a402be45?s=600&d=mm&r=g","twitter":"danbrekke","facebook":null,"instagram":"https://www.instagram.com/dan.brekke/","linkedin":"https://www.linkedin.com/in/danbrekke/","sites":[{"site":"news","roles":["administrator","create_posts"]},{"site":"stateofhealth","roles":["editor"]},{"site":"science","roles":["editor"]},{"site":"quest","roles":["contributor"]},{"site":"food","roles":["contributor"]},{"site":"forum","roles":["contributor"]},{"site":"liveblog","roles":["editor"]}],"headData":{"title":"Dan Brekke | KQED","description":"KQED Editor and Reporter","ogImgSrc":"https://secure.gravatar.com/avatar/c8126230345efca3f7aa89b1a402be45?s=600&d=mm&r=g","twImgSrc":"https://secure.gravatar.com/avatar/c8126230345efca3f7aa89b1a402be45?s=600&d=mm&r=g"},"isLoading":false,"link":"/author/danbrekke"},"gmarzorati":{"type":"authors","id":"227","meta":{"index":"authors_1591205172","id":"227","found":true},"name":"Guy Marzorati","firstName":"Guy","lastName":"Marzorati","slug":"gmarzorati","email":"gmarzorati@KQED.org","display_author_email":true,"staff_mastheads":["news"],"title":"Correspondent","bio":"Guy Marzorati is a correspondent on KQED's California Politics and Government Desk, based in San Jose. 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You can hear her work on \u003ca href=\"https://www.npr.org/search?query=Rachael%20Myrow&page=1\">NPR\u003c/a>, \u003ca href=\"https://theworld.org/people/rachael-myrow\">The World\u003c/a>, WBUR's \u003ca href=\"https://www.wbur.org/search?q=Rachael%20Myrow\">\u003ci>Here & Now\u003c/i>\u003c/a> and the BBC. \u003c/i>She also guest hosts for KQED's \u003ci>\u003ca href=\"https://www.kqed.org/forum/tag/rachael-myrow\">Forum\u003c/a>\u003c/i>. Over the years, she's talked with Kamau Bell, David Byrne, Kamala Harris, Tony Kushner, Armistead Maupin, Van Dyke Parks, Arnold Schwarzenegger and Tommie Smith, among others.\r\n\r\nBefore all this, she hosted \u003cem>The California Report\u003c/em> for 7+ years, reporting on topics like \u003ca href=\"https://soundcloud.com/rmyrow/on-a-mission-to-reform-assisted-living\">assisted living facilities\u003c/a>, the \u003ca href=\"https://www.npr.org/sections/alltechconsidered/2014/12/01/367703789/amazon-unleashes-robot-army-to-send-your-holiday-packages-faster\">robot takeover\u003c/a> of Amazon, and \u003ca href=\"https://www.kqed.org/bayareabites/50822/in-search-of-the-chocolate-persimmon\" rel=\"noopener noreferrer\">chocolate persimmons\u003c/a>.\r\n\r\nAwards? Sure: Peabody, Edward R. Murrow, Regional Edward R. Murrow, RTNDA, Northern California RTNDA, SPJ Northern California Chapter, LA Press Club, Golden Mic. Prior to joining KQED, Rachael worked in Los Angeles at KPCC and Marketplace. 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Follow Kelly on Twitter \u003ca href=\"https://twitter.com/kellydomara\">@kellydomara\u003c/a>.","avatar":"https://secure.gravatar.com/avatar/768fec7412028b72f13bdd0f5f9d8186?s=600&d=blank&r=g","twitter":null,"facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"arts","roles":["author"]},{"site":"news","roles":["editor"]},{"site":"futureofyou","roles":["editor"]},{"site":"bayareabites","roles":["administrator"]},{"site":"stateofhealth","roles":["editor"]},{"site":"science","roles":["editor"]},{"site":"checkplease","roles":["editor"]},{"site":"food","roles":["administrator"]},{"site":"forum","roles":["editor"]},{"site":"liveblog","roles":["editor"]}],"headData":{"title":"Kelly O'Mara | KQED","description":"KQED Contributor","ogImgSrc":"https://secure.gravatar.com/avatar/768fec7412028b72f13bdd0f5f9d8186?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/768fec7412028b72f13bdd0f5f9d8186?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/kdomara"},"markfiore":{"type":"authors","id":"3236","meta":{"index":"authors_1591205172","id":"3236","found":true},"name":"Mark Fiore","firstName":"Mark","lastName":"Fiore","slug":"markfiore","email":"mark@markfiore.com","display_author_email":false,"staff_mastheads":["news"],"title":"KQED News Cartoonist","bio":"\u003ca href=\"http://www.MarkFiore.com\">MarkFiore.com\u003c/a> | \u003ca href=\"https://twitter.com/markfiore\">Follow on Twitter\u003c/a> | \u003ca href=\"https://www.facebook.com/pages/Mark-Fiore-Animated-Political-Cartoons/94451707396?ref=bookmarks\">Facebook\u003c/a> | \u003ca href=\"mailto:mark@markfiore.com\">email\u003c/a>\r\n\r\nPulitzer Prize-winner, Mark Fiore, who the Wall Street Journal has called “the undisputed guru of the form,” creates animated political cartoons in San Francisco, where his work has been featured regularly on the San Francisco Chronicle’s web site, SFGate.com. His work has appeared on Newsweek.com, Slate.com, CBSNews.com, MotherJones.com, DailyKos.com and NPR’s web site. Fiore’s political animation has appeared on CNN, Frontline, Bill Moyers Journal, Salon.com and cable and broadcast outlets across the globe.\r\n\r\nBeginning his professional life by drawing traditional political cartoons for newspapers, Fiore’s work appeared in publications ranging from the Washington Post to the Los Angeles Times. In the late 1990s, he began to experiment with animating political cartoons and, after a short stint at the San Jose Mercury News as their staff cartoonist, Fiore devoted all his energies to animation.\r\nGrowing up in California, Fiore also spent a good portion of his life in the backwoods of Idaho. It was this combination that shaped him politically. Mark majored in political science at Colorado College, where, in a perfect send-off for a cartoonist, he received his diploma in 1991 as commencement speaker Dick Cheney smiled approvingly.\r\nMark Fiore was awarded the Pulitzer Prize for political cartooning in 2010, a Robert F. Kennedy Journalism Award in 2004 and has twice received an Online Journalism Award for commentary from the Online News Association (2002, 2008). Fiore has received two awards for his work in new media from the National Cartoonists Society (2001, 2002), and in 2006 received The James Madison Freedom of Information Award from The Society of Professional Journalists.","avatar":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g","twitter":"MarkFiore","facebook":null,"instagram":"https://www.instagram.com/markfiore/?hl=en","linkedin":null,"sites":[{"site":"arts","roles":["contributor"]},{"site":"news","roles":["editor"]},{"site":"futureofyou","roles":["editor"]},{"site":"science","roles":["editor"]}],"headData":{"title":"Mark Fiore | KQED","description":"KQED News Cartoonist","ogImgSrc":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/markfiore"},"carlysevern":{"type":"authors","id":"3243","meta":{"index":"authors_1591205172","id":"3243","found":true},"name":"Carly Severn","firstName":"Carly","lastName":"Severn","slug":"carlysevern","email":"csevern@kqed.org","display_author_email":false,"staff_mastheads":["news"],"title":"Senior Editor, Audience News ","bio":"Carly is KQED's Senior Editor of Audience News on the Digital News team, and has reported for the California Report Magazine, Bay Curious and KQED Arts. 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He worked on \u003ca href=\"https://www.kqed.org/news/series/baycurious\">Bay Curious\u003c/a>, \u003ca href=\"https://www.kqed.org/news/tag/the-bay/\">The Bay, \u003c/a>and \u003ca href=\"https://podcasts.apple.com/us/podcast/the-california-report-magazine/id1314750545\">The California Report Magazine\u003c/a>, as well as hosting and producing the weekly \u003ca href=\"https://www.kqed.org/news/program/qedup/\">Q'ed Up podcast. \u003c/a>He also helped inaugurate KQED's weekend news coverage in 2017 as one of two original digital producers. 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But so far, state officials disagree on how far to go.\u003c/p>\n\u003cp>Known as civil assessments, the fees are imposed on hundreds of thousands of Californians as a penalty for failing to pay a ticket by a deadline or failing to appear in court on a charge.\u003c/p>\n\u003cp>The vast majority of the fees are issued in traffic or infraction cases. A fine can be imposed each time a deadline is missed.\u003c/p>\n\u003cp>A $300 maximum fine can be added for violations as minor as jaywalking and on tickets that originally cost as little as $35, according to Debt Free Justice California, a coalition of organizations, policy experts and legal advocates opposing “unfair ways the criminal legal system drains wealth from vulnerable communities.”[aside label=\"More Stories on Traffic Fees\" postID=\"news_11913570,news_11895338\"]California has one of the highest late fees in the nation, the coalition says. The group says the fees trap lower-income Californians in a cycle of ballooning debt to the courts.\u003c/p>\n\u003cp>Money collected from the extra charges bolsters court coffers, leading advocates to accuse the state of paying for its judicial system by charging those who can least afford it.\u003c/p>\n\u003cp>The fees generate nearly $100 million annually, and the courts retain more than half.\u003c/p>\n\u003cp>In Riverside County, the fees that the court system kept made up 14% of its budget, according to a report published by the coalition this year.\u003c/p>\n\u003cp>The report gave as an example a San Lorenzo resident who is a CalWorks recipient and mother who could not afford to pay for traffic violations. She was charged late fees on traffic citations five times since 2009, amounting to more than $1,500 of debt, about double the cost of the original tickets.\u003c/p>\n\u003cp>It made her ineligible for a driver’s license for 13 years, the report said.\u003c/p>\n\u003cp>“They were trying to take all of this money away from us,” she said, “but we didn’t have any in the first place.”\u003c/p>\n\u003cp>Civil assessment fees are disproportionately borne by people of color, who are overrepresented in traffic stops compared to their share of the population, the report said.\u003c/p>\n\u003cp>In January advocates sued San Mateo County Superior Court, challenging its practice of automatically charging the $300 maximum fee in all traffic cases with a missed deadline.\u003c/p>\n\u003cp>Gov. Gavin Newsom in his January budget proposed halving the fees, to a maximum of $150, and spending $50 million to backfill court budgets.\u003c/p>\n\u003cp>The proposal by some lawmakers and the Debt Free Justice coalition to eliminate the fees entirely could cost about twice as much. Senate leaders endorsed that plan in their budget proposals last month, as they announced an unprecedented $68 billion projected budget surplus.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>Too poor for tickets\u003c/h2>\n\u003cp>The coalition said it hopes Newsom will back full elimination of fees when he unveils his revised budget proposal this week. H.D. Palmer, a spokesperson for Newsom’s Department of Finance, declined to comment.\u003c/p>\n\u003cp>The Judicial Council, which governs the court system, has supported making changes to civil assessments. In a 2017 report, a commission of court officials recommended limiting the use of civil assessments or letting fines be converted to community service.\u003c/p>\n\u003cp>“We’re grateful for the efforts of both the Governor’s administration and the Legislature to reform the system and provide necessary backfill funding for the judicial branch,” said Martin Hoshino, administrative director of the Judicial Council, in an email. “We support the Governor’s proposal and are committed to working with him and with legislative leaders in the coming weeks as they finalize the state budget.”\u003c/p>\n\u003cp>The proposals come after the state eliminated dozens of court fines and fees over the past two years that advocates said disproportionately affected lower-income criminal defendants. The state repealed charges such as the cost of a public defender, drug testing, and probation and supervision services.\u003c/p>\n\u003cp>Newsom also signed a law last year that limits the state’s use of wage garnishments to claw back those debts and another that expanded a pilot program allowing Californians to ask the courts to reduce ticket fines they can’t afford to pay.\u003c/p>\n\u003cp>Last year a bill to eliminate civil assessments passed the state Senate but was gutted in the Assembly. The Debt Free Justice coalition said at the time it couldn’t get Newsom to agree to a deal to eliminate the fees.\u003c/p>\n\u003cp>Newsom's administration told lawmakers the fee should be reduced but remain to motivate defendants to come to court.\u003c/p>\n\u003cp>“We feel the 50% reduction strikes a balance of providing immediate fiscal relief for all Californians and also preserving the viability of the civil assessment being used as a tool to keep individuals accountable, to compel individuals to appear in court proceedings,” Mark Jimenez, principal program budget analyst at the Department of Finance, told a Senate budget subcommittee in February.\u003c/p>\n\u003cp>Jimenez said the penalties are an alternative to issuing warrants to demand court attendance.[pullquote size=\"medium\" align=\"right\" citation=\"San José Sen. Dave Cortese\"]'If they don’t have the money … how is that any incentive to come in?'[/pullquote]But senators were unconvinced that the fees were an effective motivator for those too poor to pay traffic tickets.\u003c/p>\n\u003cp>“If they don’t have the money … how is that any incentive to come in?” said Sen. Dave Cortese, a Democrat representing San José. “You either have it or you don’t.”\u003c/p>\n\u003cp>The coalition surveyed 200 Californians with recent traffic citations for its report; seventy-three percent said they did not know they would be issued a late fee for failing to appear or to pay, and 38% said extra fees would not have helped them make a timely payment.\u003c/p>\n\u003cp>Advocates suggested text messages would be more effective at getting defendants with demanding work schedules to court.\u003c/p>\n\u003cp>\u003cem>This article is part of the California Divide project, a collaboration among newsrooms examining income inequality and economic survival in California.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Gov. Gavin Newsom wants to reduce by half a $300 penalty California courts tack onto traffic and minor citations — but lawmakers want it gone completely.","status":"publish","parent":0,"modified":1652233477,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":29,"wordCount":1046},"headData":{"title":"California May Chop Late Fees That Add Hundreds of Dollars to Traffic Tickets | KQED","description":"Gov. Gavin Newsom wants to reduce by half a $300 penalty California courts tack onto traffic and minor citations — but lawmakers want it gone completely.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"California May Chop Late Fees That Add Hundreds of Dollars to Traffic Tickets","datePublished":"2022-05-10T20:30:48.000Z","dateModified":"2022-05-11T01:44:37.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11913701 https://ww2.kqed.org/news/?p=11913701","disqusUrl":"https://ww2.kqed.org/news/2022/05/10/california-may-chop-late-fees-that-add-hundreds-of-dollars-to-traffic-tickets/","disqusTitle":"California May Chop Late Fees That Add Hundreds of Dollars to Traffic Tickets","source":"CALMATTERS","sourceUrl":"https://calmatters.org/","nprByline":"\u003ca>Jeanne Kuang\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","path":"/news/11913701/california-may-chop-late-fees-that-add-hundreds-of-dollars-to-traffic-tickets","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>California is poised this year to make changes to what some call “hidden” court fees: hundreds of dollars often tacked onto traffic tickets and minor violations that can increase their cost nearly tenfold. But so far, state officials disagree on how far to go.\u003c/p>\n\u003cp>Known as civil assessments, the fees are imposed on hundreds of thousands of Californians as a penalty for failing to pay a ticket by a deadline or failing to appear in court on a charge.\u003c/p>\n\u003cp>The vast majority of the fees are issued in traffic or infraction cases. A fine can be imposed each time a deadline is missed.\u003c/p>\n\u003cp>A $300 maximum fine can be added for violations as minor as jaywalking and on tickets that originally cost as little as $35, according to Debt Free Justice California, a coalition of organizations, policy experts and legal advocates opposing “unfair ways the criminal legal system drains wealth from vulnerable communities.”\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"More Stories on Traffic Fees ","postid":"news_11913570,news_11895338"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>California has one of the highest late fees in the nation, the coalition says. The group says the fees trap lower-income Californians in a cycle of ballooning debt to the courts.\u003c/p>\n\u003cp>Money collected from the extra charges bolsters court coffers, leading advocates to accuse the state of paying for its judicial system by charging those who can least afford it.\u003c/p>\n\u003cp>The fees generate nearly $100 million annually, and the courts retain more than half.\u003c/p>\n\u003cp>In Riverside County, the fees that the court system kept made up 14% of its budget, according to a report published by the coalition this year.\u003c/p>\n\u003cp>The report gave as an example a San Lorenzo resident who is a CalWorks recipient and mother who could not afford to pay for traffic violations. She was charged late fees on traffic citations five times since 2009, amounting to more than $1,500 of debt, about double the cost of the original tickets.\u003c/p>\n\u003cp>It made her ineligible for a driver’s license for 13 years, the report said.\u003c/p>\n\u003cp>“They were trying to take all of this money away from us,” she said, “but we didn’t have any in the first place.”\u003c/p>\n\u003cp>Civil assessment fees are disproportionately borne by people of color, who are overrepresented in traffic stops compared to their share of the population, the report said.\u003c/p>\n\u003cp>In January advocates sued San Mateo County Superior Court, challenging its practice of automatically charging the $300 maximum fee in all traffic cases with a missed deadline.\u003c/p>\n\u003cp>Gov. Gavin Newsom in his January budget proposed halving the fees, to a maximum of $150, and spending $50 million to backfill court budgets.\u003c/p>\n\u003cp>The proposal by some lawmakers and the Debt Free Justice coalition to eliminate the fees entirely could cost about twice as much. Senate leaders endorsed that plan in their budget proposals last month, as they announced an unprecedented $68 billion projected budget surplus.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>Too poor for tickets\u003c/h2>\n\u003cp>The coalition said it hopes Newsom will back full elimination of fees when he unveils his revised budget proposal this week. H.D. Palmer, a spokesperson for Newsom’s Department of Finance, declined to comment.\u003c/p>\n\u003cp>The Judicial Council, which governs the court system, has supported making changes to civil assessments. In a 2017 report, a commission of court officials recommended limiting the use of civil assessments or letting fines be converted to community service.\u003c/p>\n\u003cp>“We’re grateful for the efforts of both the Governor’s administration and the Legislature to reform the system and provide necessary backfill funding for the judicial branch,” said Martin Hoshino, administrative director of the Judicial Council, in an email. “We support the Governor’s proposal and are committed to working with him and with legislative leaders in the coming weeks as they finalize the state budget.”\u003c/p>\n\u003cp>The proposals come after the state eliminated dozens of court fines and fees over the past two years that advocates said disproportionately affected lower-income criminal defendants. The state repealed charges such as the cost of a public defender, drug testing, and probation and supervision services.\u003c/p>\n\u003cp>Newsom also signed a law last year that limits the state’s use of wage garnishments to claw back those debts and another that expanded a pilot program allowing Californians to ask the courts to reduce ticket fines they can’t afford to pay.\u003c/p>\n\u003cp>Last year a bill to eliminate civil assessments passed the state Senate but was gutted in the Assembly. The Debt Free Justice coalition said at the time it couldn’t get Newsom to agree to a deal to eliminate the fees.\u003c/p>\n\u003cp>Newsom's administration told lawmakers the fee should be reduced but remain to motivate defendants to come to court.\u003c/p>\n\u003cp>“We feel the 50% reduction strikes a balance of providing immediate fiscal relief for all Californians and also preserving the viability of the civil assessment being used as a tool to keep individuals accountable, to compel individuals to appear in court proceedings,” Mark Jimenez, principal program budget analyst at the Department of Finance, told a Senate budget subcommittee in February.\u003c/p>\n\u003cp>Jimenez said the penalties are an alternative to issuing warrants to demand court attendance.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'If they don’t have the money … how is that any incentive to come in?'","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"San José Sen. Dave Cortese","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>But senators were unconvinced that the fees were an effective motivator for those too poor to pay traffic tickets.\u003c/p>\n\u003cp>“If they don’t have the money … how is that any incentive to come in?” said Sen. Dave Cortese, a Democrat representing San José. “You either have it or you don’t.”\u003c/p>\n\u003cp>The coalition surveyed 200 Californians with recent traffic citations for its report; seventy-three percent said they did not know they would be issued a late fee for failing to appear or to pay, and 38% said extra fees would not have helped them make a timely payment.\u003c/p>\n\u003cp>Advocates suggested text messages would be more effective at getting defendants with demanding work schedules to court.\u003c/p>\n\u003cp>\u003cem>This article is part of the California Divide project, a collaboration among newsrooms examining income inequality and economic survival in California.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11913701/california-may-chop-late-fees-that-add-hundreds-of-dollars-to-traffic-tickets","authors":["byline_news_11913701"],"categories":["news_8"],"tags":["news_4090","news_22772","news_6412","news_16","news_28265"],"affiliates":["news_18481"],"featImg":"news_11913702","label":"source_news_11913701"},"news_11642644":{"type":"posts","id":"news_11642644","meta":{"index":"posts_1591205157","site":"news","id":"11642644","score":null,"sort":[1623319255000]},"guestAuthors":[],"slug":"the-beautiful-bay-bridge-frank-lloyd-wright-never-got-to-build","title":"The Beautiful Bay Bridge Frank Lloyd Wright Never Got to Build","publishDate":1623319255,"format":"standard","headTitle":"The Beautiful Bay Bridge Frank Lloyd Wright Never Got to Build | KQED","labelTerm":{},"content":"\u003cp>\u003cem>This article was first published on Jan. 25, 2018. \u003c/em>\u003c/p>\n\u003cp>Did you know the great American architect Frank Lloyd Wright wanted to build a bridge across the San Francisco Bay?\u003c/p>\n\u003cp>Bay Curious question-asker Duncan Keefe of San Jose did. He studied architecture in school.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“It would have been brilliant, and I think it would have been very influential — and possibly changed the course of how other bridges subsequent to it would have been designed,” he says.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Frank Lloyd Wright loved the San Francisco Bay Area. But you wouldn’t know it, because there just aren’t a lot of his buildings around here.\u003c/p>\n\u003cp>“Seven or eight, depending on how you count them, including the houses,” says \u003ca href=\"https://art.stanford.edu/people/paul-v-turner\" target=\"_blank\" rel=\"noopener noreferrer\">Paul Turner\u003c/a>, a professor emeritus in architectural history at Stanford. He’s the author of “Frank Lloyd Wright and San Francisco,” a book that’s as much about the projects that \u003ci>didn’t\u003c/i> get built as the ones that did.\u003c/p>\n\u003cp>“Frank Lloyd Wright actually designed close to 30 projects for the Bay Area, and they include some of his most unusual and really amazing buildings,” Turner says.\u003c/p>\n\u003cfigure id=\"attachment_11642709\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11642709 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28908_wright-qut-800x992.jpg\" alt=\"Master architect Frank Lloyd Wright in 1956, looking over his drawing of the Butterfly Bridge.\" width=\"800\" height=\"992\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-800x992.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-160x198.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-1020x1265.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-1180x1463.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-960x1191.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-240x298.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-375x465.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-520x645.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Master architect Frank Lloyd Wright in 1956, looking over his drawing of the ‘Butterfly Bridge’. \u003ccite>(Photo: Courtesy of Gordon Peters/San Francisco Chronicle)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Why did Wright’s proposals fail to get the go-ahead? A lot of times he was just dreaming too big (read: expensive) for the client. But that didn’t stop him from dreaming big.\u003c/p>\n\u003cp>“For example, his first skyscraper was designed for Market Street in San Francisco,” Turner says. “If there were some project that he found interesting, he would do the design and just hope that it would get built.”\u003c/p>\n\u003cp>Wright never got the commission for a San Francisco skyscraper. Just as he never got a commission to design another Bay Bridge.\u003c/p>\n\u003cp>There was talk of a second span \u003ca href=\"http://www.sfgate.com/thetake/article/Another-Bay-Bridge-70-years-of-absurd-crazy-and-12420536.php?t=8ed45000dc#photo-14668490\">almost as soon as the Bay Bridge was completed\u003c/a> in the 1930s. That’s right: Traffic was that bad, that early.\u003c/p>\n\u003cp>In the late 1940s, Wright was competing for projects all across the country. Jaroslav Joseph Polivka, a San Francisco Bay Area engineer and fan of Wright’s, suggested he throw his hat in the ring for the proposed second Bay Bridge.\u003c/p>\n\u003cfigure id=\"attachment_11642654\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11642654 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-800x337.jpg\" alt=\"Frank Lloyd Wright's proposed "Butterfly Bridge." It would have stretched between San Francisco and Oakland, somewhere south of the Bay Bridge.\" width=\"800\" height=\"337\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-800x337.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-160x67.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1020x430.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1920x810.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1180x498.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-960x405.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-240x101.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-375x158.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-520x219.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Frank Lloyd Wright’s proposed ‘Butterfly Bridge.’ It would have stretched between San Francisco and Oakland, somewhere south of the Bay Bridge. \u003ccite>(Photo: Courtesy of the Frank Lloyd Wright Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was in 1949, and Wright would spend the last decade of his life trying to win over decision-makers in California. Essentially, he fell in love with his own proposal, which he called the “Butterfly Bridge.”\u003c/p>\n\u003cp>“The structure had the form of a thorax and wings of a butterfly in reinforced concrete. It’s a beautiful sculptural form when you look at the drawings that he did of it,” Turner says.\u003c/p>\n\u003cp>The Butterfly Bridge would have started on the San Francisco end of the bridge, at the terminus of Army Street, now Cesar Chavez. Long, curved, concrete arms stretch across the water toward Oakland, carrying six lanes of traffic and two pedestrian walkways.\u003c/p>\n\u003cp>The literal centerpiece of the bridge: a hanging garden.\u003c/p>\n\u003cp>“People driving across the bridge could pull off into this landscape park and enjoy the views from high above over the bay. It’s kind of a crazy idea that traffic going across the bay could stop and there would be enough room for parking and everything, but that was the idea,” Turner says.\u003c/p>\n\u003cp>[youtube https://www.youtube.com/watch?v=ZpPZVKMODqs]\u003c/p>\n\u003cp>The idea doesn’t sound too crazy to me. After all, the Golden Gate Bridge is a tourist destination as well as a throughput for traffic. The proposal for the Butterfly Bridge was received enthusiastically by the San Francisco press. But the state Assembly committee rejected the plan, influenced by consulting engineers dubious about the details.\u003c/p>\n\u003cp>“The engineers in Sacramento were able to say, ‘Well, it’s just not worked out in enough detail. We don’t think it’s going to work. It’s too radical,’ ” Turner says.\u003c/p>\n\u003cp>To be fair to the pencil pushers in the state Capitol, Turner adds we have to imagine how things looked back in the mid-20th century.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>“The idea was so unusual, was so radical, it was unlike any earlier bridge that had been designed,” he says. “And because Wright had not gotten a commission to do it, wasn’t being paid anything, they weren’t able to design the bridge in the kind of detail that would really be required, with all of the structural analysis and everything. That would have to come later.”\u003c/p>\n\u003cp>Ultimately, they decided it wasn’t necessary, because a few years later people started talking about BART under the bay, and so that became the solution to this traffic problem.\u003c/p>\n\u003cp>Wright called that idea “suicidal,” which turns out to be an overstatement as the Transbay Tube is still going strong after nearly 50 years.\u003c/p>\n\u003cp>In the end, Wright died, and with it, serious thoughts of doing something with his plans. Especially after the new, expanded San Mateo Bridge opened in 1967.\u003c/p>\n\u003cfigure id=\"attachment_11642655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11642655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-800x448.jpg\" alt=\"The Bazett House in Hillsborough, drawing by Wright, 1939. This was one of the few Wright commissions that got built in the San Francisco Bay Area.\" width=\"800\" height=\"448\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-800x448.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1020x571.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1920x1075.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1180x661.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-960x538.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-240x134.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-375x210.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-520x291.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Bazett House in Hillsborough, drawing by Wright, 1939. This was one of the few Wright commissions that got built in the San Francisco Bay Area. \u003ccite>(Photo: Courtesy of the Frank Lloyd Wright Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>People still talk of building another bridge to span the bay. Just a few years ago, Sen. Dianne Feinstein and East Bay Rep. Mark DeSaulnier \u003ca href=\"https://ww2.kqed.org/news/2017/12/18/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it/\" target=\"_blank\" rel=\"noopener noreferrer\">called for another bay bridge\u003c/a>, a so-called Southern Crossing south of the Bay Bridge.\u003c/p>\n\u003cp>“Every now and then, people talk about an extra possible bridge and there’ll be stories in the newspapers. So it still captivates the imagination of the public because it is so beautiful,” Turner says, sighing.\u003c/p>\n\u003cp>So what does Duncan Keefe of San Jose think? Should we resurrect Frank Lloyd Wright’s Butterfly Bridge?\u003c/p>\n\u003cp>“As much as I would have liked to see this bridge have been built, it was for a different time. These days, if we’re going to make any investment, it ought to be in getting trains across the bay, not cars. We have enough cars already, and you know, throwing more cars across the bay is only going to make the traffic situation on the Peninsula and in San Francisco even worse,” Keefe says.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n","blocks":[],"excerpt":"What would San Francisco Bay look like if Frank Lloyd Wright got to build the bridge he proposed in 1949?","status":"publish","parent":0,"modified":1700588273,"stats":{"hasAudio":false,"hasVideo":true,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":true,"hasPolis":false,"paragraphCount":34,"wordCount":1123},"headData":{"title":"The Beautiful Bay Bridge Frank Lloyd Wright Never Got to Build | KQED","description":"What would San Francisco Bay look like if Frank Lloyd Wright got to build the bridge he proposed in 1949?","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"The Beautiful Bay Bridge Frank Lloyd Wright Never Got to Build","datePublished":"2021-06-10T10:00:55.000Z","dateModified":"2023-11-21T17:37:53.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"Bay Curious","sourceUrl":"https://www.kqed.org/podcasts/baycurious","audioUrl":"https://www.kqed.org/.stream/anon/radio/bay-curious/2018/01/BayCuriousButterflyBridge.mp3","path":"/news/11642644/the-beautiful-bay-bridge-frank-lloyd-wright-never-got-to-build","audioDuration":464000,"audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This article was first published on Jan. 25, 2018. \u003c/em>\u003c/p>\n\u003cp>Did you know the great American architect Frank Lloyd Wright wanted to build a bridge across the San Francisco Bay?\u003c/p>\n\u003cp>Bay Curious question-asker Duncan Keefe of San Jose did. He studied architecture in school.\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\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“It would have been brilliant, and I think it would have been very influential — and possibly changed the course of how other bridges subsequent to it would have been designed,” he says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Frank Lloyd Wright loved the San Francisco Bay Area. But you wouldn’t know it, because there just aren’t a lot of his buildings around here.\u003c/p>\n\u003cp>“Seven or eight, depending on how you count them, including the houses,” says \u003ca href=\"https://art.stanford.edu/people/paul-v-turner\" target=\"_blank\" rel=\"noopener noreferrer\">Paul Turner\u003c/a>, a professor emeritus in architectural history at Stanford. He’s the author of “Frank Lloyd Wright and San Francisco,” a book that’s as much about the projects that \u003ci>didn’t\u003c/i> get built as the ones that did.\u003c/p>\n\u003cp>“Frank Lloyd Wright actually designed close to 30 projects for the Bay Area, and they include some of his most unusual and really amazing buildings,” Turner says.\u003c/p>\n\u003cfigure id=\"attachment_11642709\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11642709 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28908_wright-qut-800x992.jpg\" alt=\"Master architect Frank Lloyd Wright in 1956, looking over his drawing of the Butterfly Bridge.\" width=\"800\" height=\"992\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-800x992.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-160x198.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-1020x1265.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-1180x1463.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-960x1191.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-240x298.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-375x465.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-520x645.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Master architect Frank Lloyd Wright in 1956, looking over his drawing of the ‘Butterfly Bridge’. \u003ccite>(Photo: Courtesy of Gordon Peters/San Francisco Chronicle)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Why did Wright’s proposals fail to get the go-ahead? A lot of times he was just dreaming too big (read: expensive) for the client. But that didn’t stop him from dreaming big.\u003c/p>\n\u003cp>“For example, his first skyscraper was designed for Market Street in San Francisco,” Turner says. “If there were some project that he found interesting, he would do the design and just hope that it would get built.”\u003c/p>\n\u003cp>Wright never got the commission for a San Francisco skyscraper. Just as he never got a commission to design another Bay Bridge.\u003c/p>\n\u003cp>There was talk of a second span \u003ca href=\"http://www.sfgate.com/thetake/article/Another-Bay-Bridge-70-years-of-absurd-crazy-and-12420536.php?t=8ed45000dc#photo-14668490\">almost as soon as the Bay Bridge was completed\u003c/a> in the 1930s. That’s right: Traffic was that bad, that early.\u003c/p>\n\u003cp>In the late 1940s, Wright was competing for projects all across the country. Jaroslav Joseph Polivka, a San Francisco Bay Area engineer and fan of Wright’s, suggested he throw his hat in the ring for the proposed second Bay Bridge.\u003c/p>\n\u003cfigure id=\"attachment_11642654\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11642654 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-800x337.jpg\" alt=\"Frank Lloyd Wright's proposed "Butterfly Bridge." It would have stretched between San Francisco and Oakland, somewhere south of the Bay Bridge.\" width=\"800\" height=\"337\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-800x337.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-160x67.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1020x430.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1920x810.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1180x498.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-960x405.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-240x101.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-375x158.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-520x219.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Frank Lloyd Wright’s proposed ‘Butterfly Bridge.’ It would have stretched between San Francisco and Oakland, somewhere south of the Bay Bridge. \u003ccite>(Photo: Courtesy of the Frank Lloyd Wright Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was in 1949, and Wright would spend the last decade of his life trying to win over decision-makers in California. Essentially, he fell in love with his own proposal, which he called the “Butterfly Bridge.”\u003c/p>\n\u003cp>“The structure had the form of a thorax and wings of a butterfly in reinforced concrete. It’s a beautiful sculptural form when you look at the drawings that he did of it,” Turner says.\u003c/p>\n\u003cp>The Butterfly Bridge would have started on the San Francisco end of the bridge, at the terminus of Army Street, now Cesar Chavez. Long, curved, concrete arms stretch across the water toward Oakland, carrying six lanes of traffic and two pedestrian walkways.\u003c/p>\n\u003cp>The literal centerpiece of the bridge: a hanging garden.\u003c/p>\n\u003cp>“People driving across the bridge could pull off into this landscape park and enjoy the views from high above over the bay. It’s kind of a crazy idea that traffic going across the bay could stop and there would be enough room for parking and everything, but that was the idea,” Turner says.\u003c/p>\n\u003cp>\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/ZpPZVKMODqs'\n title='//www.youtube.com/embed/ZpPZVKMODqs'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The idea doesn’t sound too crazy to me. After all, the Golden Gate Bridge is a tourist destination as well as a throughput for traffic. The proposal for the Butterfly Bridge was received enthusiastically by the San Francisco press. But the state Assembly committee rejected the plan, influenced by consulting engineers dubious about the details.\u003c/p>\n\u003cp>“The engineers in Sacramento were able to say, ‘Well, it’s just not worked out in enough detail. We don’t think it’s going to work. It’s too radical,’ ” Turner says.\u003c/p>\n\u003cp>To be fair to the pencil pushers in the state Capitol, Turner adds we have to imagine how things looked back in the mid-20th century.\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\" />\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>“The idea was so unusual, was so radical, it was unlike any earlier bridge that had been designed,” he says. “And because Wright had not gotten a commission to do it, wasn’t being paid anything, they weren’t able to design the bridge in the kind of detail that would really be required, with all of the structural analysis and everything. That would have to come later.”\u003c/p>\n\u003cp>Ultimately, they decided it wasn’t necessary, because a few years later people started talking about BART under the bay, and so that became the solution to this traffic problem.\u003c/p>\n\u003cp>Wright called that idea “suicidal,” which turns out to be an overstatement as the Transbay Tube is still going strong after nearly 50 years.\u003c/p>\n\u003cp>In the end, Wright died, and with it, serious thoughts of doing something with his plans. Especially after the new, expanded San Mateo Bridge opened in 1967.\u003c/p>\n\u003cfigure id=\"attachment_11642655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11642655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-800x448.jpg\" alt=\"The Bazett House in Hillsborough, drawing by Wright, 1939. This was one of the few Wright commissions that got built in the San Francisco Bay Area.\" width=\"800\" height=\"448\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-800x448.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1020x571.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1920x1075.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1180x661.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-960x538.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-240x134.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-375x210.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-520x291.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Bazett House in Hillsborough, drawing by Wright, 1939. This was one of the few Wright commissions that got built in the San Francisco Bay Area. \u003ccite>(Photo: Courtesy of the Frank Lloyd Wright Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>People still talk of building another bridge to span the bay. Just a few years ago, Sen. Dianne Feinstein and East Bay Rep. Mark DeSaulnier \u003ca href=\"https://ww2.kqed.org/news/2017/12/18/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it/\" target=\"_blank\" rel=\"noopener noreferrer\">called for another bay bridge\u003c/a>, a so-called Southern Crossing south of the Bay Bridge.\u003c/p>\n\u003cp>“Every now and then, people talk about an extra possible bridge and there’ll be stories in the newspapers. So it still captivates the imagination of the public because it is so beautiful,” Turner says, sighing.\u003c/p>\n\u003cp>So what does Duncan Keefe of San Jose think? Should we resurrect Frank Lloyd Wright’s Butterfly Bridge?\u003c/p>\n\u003cp>“As much as I would have liked to see this bridge have been built, it was for a different time. These days, if we’re going to make any investment, it ought to be in getting trains across the bay, not cars. We have enough cars already, and you know, throwing more cars across the bay is only going to make the traffic situation on the Peninsula and in San Francisco even worse,” Keefe says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"baycuriousquestion","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11642644/the-beautiful-bay-bridge-frank-lloyd-wright-never-got-to-build","authors":["251"],"programs":["news_33523"],"series":["news_17986"],"categories":["news_223","news_28250","news_8","news_33520","news_1397"],"tags":["news_17657","news_4090","news_231","news_18426","news_22148"],"featImg":"news_11644119","label":"source_news_11642644"},"news_11820003":{"type":"posts","id":"news_11820003","meta":{"index":"posts_1591205157","site":"news","id":"11820003","score":null,"sort":[1590130890000]},"guestAuthors":[],"slug":"charts-traffic-is-still-way-down-across-the-bay-area-but-its-making-a-comeback","title":"CHARTS: Traffic Is Still Way Down Across the Bay Area — But It's Making a Comeback","publishDate":1590130890,"format":"standard","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>[dropcap]M[/dropcap]ost traffic on streets and highways around the Bay Area — and around most of the rest of California, for that matter — vanished in a matter of days in early March as the coronavirus pandemic arrived here and health authorities imposed shelter-at-home orders.\u003c/p>\n\u003cp>But data on our travel habits bears out what we're seeing on traffic maps and on the streets around us: Slowly but surely, traffic is building again throughout the Bay Area.\u003c/p>\n\u003cp>Analysts have worked out \u003ca href=\"https://www.kqed.org/news/11815037/six-ways-to-view-bay-area-compliance-with-coronavirus-shelter-orders\" target=\"_blank\" rel=\"noopener noreferrer\">a variety of ways\u003c/a> to use location information captured by our mobile devices to watch travel patterns and assess the impact of the shelter orders.\u003c/p>\n\u003cp>One basic metric derived from the mobile data is the total number of vehicle miles traveled, or VMT, in communities across the country. San Francisco's StreetLight Data has partnered with another data firm, New York-based Cuebiq, and put together \u003ca href=\"https://www.streetlightdata.com/VMT-monitor-by-county/#emergency-map-response\" target=\"_blank\" rel=\"noopener noreferrer\">an interactive map\u003c/a> tracking how VMT has changed during the pandemic compared to a January baseline.\u003c/p>\n\u003cp>The first chart below shows VMT for all nine Bay Area counties between Sunday, March 1, and Friday, May 15. Highlights:\u003c/p>\n\u003cul>\n\u003cli>Traffic across the region in those first few days of March was at or above that recorded in January, which StreetLight is using as a baseline month.\u003c/li>\n\u003cli>As businesses began adopting telecommuting, travel dropped precipitously in the second week of the month.\u003c/li>\n\u003cli>Travel plummeted further on March 17 when shelter orders forced the closure of \"non-essential\" businesses.\u003c/li>\n\u003cli>All nine counties recorded their lowest traffic days between April 8 and April 12. Travel has begun a slow rebound since then.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"Getting Off Of and Back Onto the Road\" aria-label=\"Interactive line chart\" id=\"datawrapper-chart-J62v0\" src=\"https://datawrapper.dwcdn.net/J62v0/1/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"800\" height=\"700\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The chart below gives a snapshot of the extent to which Bay Area VMT has recovered since the April low point. The chart reports Friday traffic for five consecutive Fridays starting April 10. Highlights:\u003c/p>\n\u003cul>\n\u003cli>Overall, traffic in the nine counties has surged 61% from its nadir.\u003c/li>\n\u003cli>However, traffic in the nine counties is still 73% \u003cstrong>below\u003c/strong> its March 1 level.\u003c/li>\n\u003cli>The counties with the highest percentage increases since April 10: Contra Costa (85), Santa Clara (75) and Napa (66).\u003c/li>\n\u003cli>The counties with the lowest percentage increases since April 10: Sonoma (38), Alameda (43) and San Francisco (45).\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"Moving Out From Shelter at Home\" aria-label=\"Interactive line chart\" id=\"datawrapper-chart-TJ0Xo\" src=\"https://datawrapper.dwcdn.net/TJ0Xo/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>And finally: A look at per capita driving numbers across the region. Solano County has consistently recorded by far the highest numbers. San Francisco and Marin have had the lowest numbers. \u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"Bay Area Pandemic Traffic: Per Capita VMT\" aria-label=\"Interactive line chart\" id=\"datawrapper-chart-WPU6Z\" src=\"https://datawrapper.dwcdn.net/WPU6Z/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"800\" height=\"800\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Location data from mobile devices shows how Bay Area traffic volumes plummeted at the outset of coronavirus shelter-at-home orders — and documents how it's slowly but surely returning.","status":"publish","parent":0,"modified":1590178369,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":12,"wordCount":398},"headData":{"title":"CHARTS: Traffic Is Still Way Down Across the Bay Area — But It's Making a Comeback | KQED","description":"Location data from mobile devices shows how Bay Area traffic volumes plummeted at the outset of coronavirus shelter-at-home orders — and documents how it's slowly but surely returning.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"CHARTS: Traffic Is Still Way Down Across the Bay Area — But It's Making a Comeback","datePublished":"2020-05-22T07:01:30.000Z","dateModified":"2020-05-22T20:12:49.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11820003 https://ww2.kqed.org/news/?p=11820003","disqusUrl":"https://ww2.kqed.org/news/2020/05/22/charts-traffic-is-still-way-down-across-the-bay-area-but-its-making-a-comeback/","disqusTitle":"CHARTS: Traffic Is Still Way Down Across the Bay Area — But It's Making a Comeback","path":"/news/11820003/charts-traffic-is-still-way-down-across-the-bay-area-but-its-making-a-comeback","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">M\u003c/span>\u003c/p>\u003cp>ost traffic on streets and highways around the Bay Area — and around most of the rest of California, for that matter — vanished in a matter of days in early March as the coronavirus pandemic arrived here and health authorities imposed shelter-at-home orders.\u003c/p>\n\u003cp>But data on our travel habits bears out what we're seeing on traffic maps and on the streets around us: Slowly but surely, traffic is building again throughout the Bay Area.\u003c/p>\n\u003cp>Analysts have worked out \u003ca href=\"https://www.kqed.org/news/11815037/six-ways-to-view-bay-area-compliance-with-coronavirus-shelter-orders\" target=\"_blank\" rel=\"noopener noreferrer\">a variety of ways\u003c/a> to use location information captured by our mobile devices to watch travel patterns and assess the impact of the shelter orders.\u003c/p>\n\u003cp>One basic metric derived from the mobile data is the total number of vehicle miles traveled, or VMT, in communities across the country. San Francisco's StreetLight Data has partnered with another data firm, New York-based Cuebiq, and put together \u003ca href=\"https://www.streetlightdata.com/VMT-monitor-by-county/#emergency-map-response\" target=\"_blank\" rel=\"noopener noreferrer\">an interactive map\u003c/a> tracking how VMT has changed during the pandemic compared to a January baseline.\u003c/p>\n\u003cp>The first chart below shows VMT for all nine Bay Area counties between Sunday, March 1, and Friday, May 15. Highlights:\u003c/p>\n\u003cul>\n\u003cli>Traffic across the region in those first few days of March was at or above that recorded in January, which StreetLight is using as a baseline month.\u003c/li>\n\u003cli>As businesses began adopting telecommuting, travel dropped precipitously in the second week of the month.\u003c/li>\n\u003cli>Travel plummeted further on March 17 when shelter orders forced the closure of \"non-essential\" businesses.\u003c/li>\n\u003cli>All nine counties recorded their lowest traffic days between April 8 and April 12. Travel has begun a slow rebound since then.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"Getting Off Of and Back Onto the Road\" aria-label=\"Interactive line chart\" id=\"datawrapper-chart-J62v0\" src=\"https://datawrapper.dwcdn.net/J62v0/1/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"800\" height=\"700\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The chart below gives a snapshot of the extent to which Bay Area VMT has recovered since the April low point. The chart reports Friday traffic for five consecutive Fridays starting April 10. Highlights:\u003c/p>\n\u003cul>\n\u003cli>Overall, traffic in the nine counties has surged 61% from its nadir.\u003c/li>\n\u003cli>However, traffic in the nine counties is still 73% \u003cstrong>below\u003c/strong> its March 1 level.\u003c/li>\n\u003cli>The counties with the highest percentage increases since April 10: Contra Costa (85), Santa Clara (75) and Napa (66).\u003c/li>\n\u003cli>The counties with the lowest percentage increases since April 10: Sonoma (38), Alameda (43) and San Francisco (45).\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"Moving Out From Shelter at Home\" aria-label=\"Interactive line chart\" id=\"datawrapper-chart-TJ0Xo\" src=\"https://datawrapper.dwcdn.net/TJ0Xo/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>And finally: A look at per capita driving numbers across the region. Solano County has consistently recorded by far the highest numbers. San Francisco and Marin have had the lowest numbers. \u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"Bay Area Pandemic Traffic: Per Capita VMT\" aria-label=\"Interactive line chart\" id=\"datawrapper-chart-WPU6Z\" src=\"https://datawrapper.dwcdn.net/WPU6Z/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"800\" height=\"800\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11820003/charts-traffic-is-still-way-down-across-the-bay-area-but-its-making-a-comeback","authors":["222"],"categories":["news_8","news_356","news_1397"],"tags":["news_4090","news_27350","news_27504","news_92"],"featImg":"news_11820073","label":"news"},"news_11786163":{"type":"posts","id":"news_11786163","meta":{"index":"posts_1591205157","site":"news","id":"11786163","score":null,"sort":[1573599314000]},"guestAuthors":[],"slug":"happy-birthday-bay-bridge-heres-how-you-looked-in-the-1970s","title":"Happy Birthday, Bay Bridge: Here's How You Looked in the 1970s","publishDate":1573599314,"format":"image","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>Daily commuters may \u003ca href=\"https://www.kqed.org/news/11700881/the-10-best-places-to-watch-the-worst-bay-area-traffic-congestion\">extend their well wishes through gritted teeth\u003c/a>, but congratulations are nonetheless in order: The Bay Bridge was first opened to traffic 83 years ago today.\u003c/p>\n\u003cp>After three years of construction, \u003ca href=\"https://www.baybridgeinfo.org/history\">the Bay Bridge greeted its public on Nov. 12, 1936\u003c/a> — a whole six months before its glitzier sibling, the Golden Gate Bridge, debuted on May 27, 1937.\u003c/p>\n\u003cp>For the next quarter-century, until 1962, trucks and trains traveled in both directions on the lower deck of the Bay Bridge, with cars driving in both directions on the deck above them.\u003c/p>\n\u003cp>https://youtu.be/QO6s0quF0i8\u003c/p>\n\u003cp>To mark the occasion, we reached into our archives to bring you this short video showing what the Bay Bridge (and its traffic) looked like in the 1970s, when the span was merely in its 40s and those trains had been gone a decade or so.\u003c/p>\n\u003cp>The clips are from 1971, 1973 (color) and 1979, so watch and transport yourself back to a time when markedly fewer cars made the bay crossing, and the toll was a whole 75 cents.\u003c/p>\n\u003cp>(We're always turning up gems like this in the KQED archives, from \u003ca href=\"https://www.kqed.org/arts/13835832/kqed-unearths-rare-video-of-san-francisco-drag-in-the-60s\">rare footage of a 1968 San Francisco drag ball\u003c/a> to \u003ca href=\"https://www.kqed.org/arts/13868380/watch-vintage-kqed-footage-from-the-1970s-castro-district\">glimpses of the Castro District in the 1970s\u003c/a>. Follow KQED on \u003ca href=\"http://www.facebook.com/KQED/\">Facebook\u003c/a>, \u003ca href=\"https://twitter.com/KQED\">Twitter\u003c/a> and \u003ca href=\"https://www.instagram.com/kqed/\">Instagram\u003c/a> to see them first.)\u003c/p>\n\u003cp>If you're a Bay Bridge fan, take a look at its \u003ca href=\"https://www.kqed.org/news/138692/reliving-the-glory-days-of-the-bay-bridge-through-hollywood-movies\">starring role in Hollywood movies like \"The Graduate,\u003c/a>\" and the \u003ca href=\"https://www.kqed.org/news/11642644/the-beautiful-bay-bridge-frank-lloyd-wright-never-got-to-build\">prototype for a new Bay Bridge that Frank Lloyd Wright never got to build. \u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"The bridge opened to commuters on Nov. 12, 1936 — so we're celebrating with archive footage from the KQED vaults.","status":"publish","parent":0,"modified":1573602094,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":9,"wordCount":262},"headData":{"title":"Happy Birthday, Bay Bridge: Here's How You Looked in the 1970s | KQED","description":"The bridge opened to commuters on Nov. 12, 1936 — so we're celebrating with archive footage from the KQED vaults.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Happy Birthday, Bay Bridge: Here's How You Looked in the 1970s","datePublished":"2019-11-12T22:55:14.000Z","dateModified":"2019-11-12T23:41:34.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11786163 https://ww2.kqed.org/news/?p=11786163","disqusUrl":"https://ww2.kqed.org/news/2019/11/12/happy-birthday-bay-bridge-heres-how-you-looked-in-the-1970s/","disqusTitle":"Happy Birthday, Bay Bridge: Here's How You Looked in the 1970s","path":"/news/11786163/happy-birthday-bay-bridge-heres-how-you-looked-in-the-1970s","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Daily commuters may \u003ca href=\"https://www.kqed.org/news/11700881/the-10-best-places-to-watch-the-worst-bay-area-traffic-congestion\">extend their well wishes through gritted teeth\u003c/a>, but congratulations are nonetheless in order: The Bay Bridge was first opened to traffic 83 years ago today.\u003c/p>\n\u003cp>After three years of construction, \u003ca href=\"https://www.baybridgeinfo.org/history\">the Bay Bridge greeted its public on Nov. 12, 1936\u003c/a> — a whole six months before its glitzier sibling, the Golden Gate Bridge, debuted on May 27, 1937.\u003c/p>\n\u003cp>For the next quarter-century, until 1962, trucks and trains traveled in both directions on the lower deck of the Bay Bridge, with cars driving in both directions on the deck above them.\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/QO6s0quF0i8'\n title='//www.youtube.com/embed/QO6s0quF0i8'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>To mark the occasion, we reached into our archives to bring you this short video showing what the Bay Bridge (and its traffic) looked like in the 1970s, when the span was merely in its 40s and those trains had been gone a decade or so.\u003c/p>\n\u003cp>The clips are from 1971, 1973 (color) and 1979, so watch and transport yourself back to a time when markedly fewer cars made the bay crossing, and the toll was a whole 75 cents.\u003c/p>\n\u003cp>(We're always turning up gems like this in the KQED archives, from \u003ca href=\"https://www.kqed.org/arts/13835832/kqed-unearths-rare-video-of-san-francisco-drag-in-the-60s\">rare footage of a 1968 San Francisco drag ball\u003c/a> to \u003ca href=\"https://www.kqed.org/arts/13868380/watch-vintage-kqed-footage-from-the-1970s-castro-district\">glimpses of the Castro District in the 1970s\u003c/a>. Follow KQED on \u003ca href=\"http://www.facebook.com/KQED/\">Facebook\u003c/a>, \u003ca href=\"https://twitter.com/KQED\">Twitter\u003c/a> and \u003ca href=\"https://www.instagram.com/kqed/\">Instagram\u003c/a> to see them first.)\u003c/p>\n\u003cp>If you're a Bay Bridge fan, take a look at its \u003ca href=\"https://www.kqed.org/news/138692/reliving-the-glory-days-of-the-bay-bridge-through-hollywood-movies\">starring role in Hollywood movies like \"The Graduate,\u003c/a>\" and the \u003ca href=\"https://www.kqed.org/news/11642644/the-beautiful-bay-bridge-frank-lloyd-wright-never-got-to-build\">prototype for a new Bay Bridge that Frank Lloyd Wright never got to build. \u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11786163/happy-birthday-bay-bridge-heres-how-you-looked-in-the-1970s","authors":["3243"],"categories":["news_8","news_1397"],"tags":["news_4090","news_231","news_23368","news_25998","news_4520"],"featImg":"news_11786170","label":"news"},"news_11735541":{"type":"posts","id":"news_11735541","meta":{"index":"posts_1591205157","site":"news","id":"11735541","score":null,"sort":[1553637027000]},"guestAuthors":[],"slug":"surveying-in-the-gridlock","title":"Surveying in the Gridlock","publishDate":1553637027,"format":"standard","headTitle":"Mark Fiore: Drawn to the Bay | KQED News","labelTerm":{"term":18515,"site":"news"},"content":"\u003cp>Traffic misery ranks high in a \u003ca href=\"http://bit.ly/fioretrafficsurvey\" target=\"_blank\" rel=\"noopener\">survey about life in the Bay Area\u003c/a>. Another survey shows that people are willing to tax themselves to fix it.\u003c/p>\n\u003cp>The second survey found that two-thirds of respondents would support funding a major initiative to drastically improve transportation infrastructure.\u003c/p>\n\u003cp>As housing gets more expensive, people are commuting from farther away to jobs in booming Bay Area cities.\u003c/p>\n\u003cp>Every time I sit in traffic in my car I count my lucky stars I am able to \u003ca href=\"https://www.kqed.org/news/11667566/happy-bike-to-work-day\" target=\"_blank\" rel=\"noopener\">commute by bike\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Traffic misery ranks high in a survey about life in the Bay Area. Another survey shows that people are willing to tax themselves to fix it.","status":"publish","parent":0,"modified":1553637027,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":6,"wordCount":87},"headData":{"title":"Surveying in the Gridlock | KQED","description":"Traffic misery ranks high in a survey about life in the Bay Area. Another survey shows that people are willing to tax themselves to fix it.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Surveying in the Gridlock","datePublished":"2019-03-26T21:50:27.000Z","dateModified":"2019-03-26T21:50:27.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11735541 https://ww2.kqed.org/news/?p=11735541","disqusUrl":"https://ww2.kqed.org/news/2019/03/26/surveying-in-the-gridlock/","disqusTitle":"Surveying in the Gridlock","path":"/news/11735541/surveying-in-the-gridlock","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Traffic misery ranks high in a \u003ca href=\"http://bit.ly/fioretrafficsurvey\" target=\"_blank\" rel=\"noopener\">survey about life in the Bay Area\u003c/a>. Another survey shows that people are willing to tax themselves to fix it.\u003c/p>\n\u003cp>The second survey found that two-thirds of respondents would support funding a major initiative to drastically improve transportation infrastructure.\u003c/p>\n\u003cp>As housing gets more expensive, people are commuting from farther away to jobs in booming Bay Area cities.\u003c/p>\n\u003cp>Every time I sit in traffic in my car I count my lucky stars I am able to \u003ca href=\"https://www.kqed.org/news/11667566/happy-bike-to-work-day\" target=\"_blank\" rel=\"noopener\">commute by bike\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11735541/surveying-in-the-gridlock","authors":["3236"],"series":["news_18515"],"categories":["news_1758","news_19906","news_8","news_13","news_1397"],"tags":["news_3921","news_2118","news_4090","news_20949","news_3552","news_92"],"featImg":"news_11735559","label":"news_18515"},"news_11735138":{"type":"posts","id":"news_11735138","meta":{"index":"posts_1591205157","site":"news","id":"11735138","score":null,"sort":[1553584308000]},"guestAuthors":[],"slug":"silicon-valley-leadership-group-polls-housing-traffic-taxes","title":"Bay Area Polls: Housing and Traffic Misery Abound — But Many Are Ready to Help Pay for (Part of) the Fix","publishDate":1553584308,"format":"audio","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>[dropcap]N[/dropcap]ew surveys weighing local voters' attitudes on some of the region’s most painful challenges suggest lots of our neighbors are thinking about leaving the Bay Area for good — but that many others are ready to dig into their wallets to help heal at least part of what ails us.\u003c/p>\n\u003cp>The first of two new surveys found that 65 percent of respondents in the five most populous Bay Area counties say the quality of life in the region has gotten worse in the last five years. And 44 percent say they're considering leaving the area in the next few years. Some 6 percent say they've had it and plan to depart the region this year.\u003c/p>\n\u003cp>The sheer expense of getting by in the Bay Area topped the list of reasons residents see life here getting tougher, with 83 percent citing the cost of housing as an \"extremely serious\" or \"very serious\" problem, and 81 percent pointing to the cost of living as a major problem.\u003c/p>\n\u003cp>Also high on the list of grievances were two longstanding issues: homelessness, which 79 percent named as extremely or very serious; and traffic congestion, cited by 76 percent.\u003c/p>\n\u003cp>The poll, produced by the \u003ca href=\"https://svlg.org/bay-area-voters-ready-to-pull-out-pocketbooks-to-solve-traffic-problems-but-not-as-likely-when-it-comes-to-the-housing-crisis/\" target=\"_blank\" rel=\"noopener\">Silicon Valley Leadership Group\u003c/a> and Bay Area News Group, surveyed more than 1,500 people in Alameda, Contra Costa, San Francisco, San Mateo and Santa Clara counties.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"We should all be concerned because that means we're going to have a brain drain of talent and families that contribute to our communities that have simply given up and are going away,\" said Carl Guardino, president and CEO of the Silicon Valley Leadership Group.\u003c/p>\n\u003cp>\"Even if you can afford a home, it's so often not anywhere near your job or your school or where you're trying to get. People are so sick of it that they're willing to make a U-turn right out of the area,\" he said.\u003c/p>\n\u003cp>Discontent crossed all political, racial, ethnic, geographic and socioeconomic divides, according to the survey. But African-Americans (71 percent), renters (58 percent) and people younger than 40 (55 percent) were the most likely to say they were looking to move out of the Bay Area in coming years.\u003c/p>\n\u003cp>\u003cstrong>A Willingness to Pay for Transportation Solutions\u003c/strong>\u003c/p>\n\u003cp>A second survey tested sentiments about two other issues: voters' willingness to tax themselves further to pay for major transportation infrastructure projects and whether they'd be willing to get behind a complex package to address the region's housing affordability crisis.\u003c/p>\n\u003cp>About two-thirds of the 1,900 respondents — this time from all nine Bay Area counties — said they'd support some major funding initiative to pay for a \"world-class\" transit system, modernizing highways and investing in bike and pedestrian pathways.\u003c/p>\n\u003cp>The survey found that 71 percent of respondents asked about a 1-cent regional sales tax for transportation said they'd support the levy; 64 percent backed the idea of a $50 billion bond measure to be paid for by a new tax on businesses.\u003c/p>\n\u003cp>The idea of a new regional transportation levy — which backers have been quietly promoting for the past 15 months or so as a \"\u003ca href=\"https://www.kqed.org/news/11637275/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it\" target=\"_blank\" rel=\"noopener\">mega-measure\u003c/a>\" for a future ballot — won large margins of support from all age groups, from both renters and homeowners, and Democratic and independent voters. Among Republican respondents, 52 percent opposed a levy and 38 percent were in favor of it.\u003c/p>\n\u003cp>There were some regional variations in the response, too, with the most populous Bay Area counties all giving an enthusiastic thumbs up to a transportation tax. The survey found 79 percent of San Francisco voters supported the idea, with 76 percent support in Alameda County, 68 percent in San Mateo and 66 percent in Santa Clara. Just 46 percent of respondents in Napa County and 49 percent in Solano County supported a new tax.\u003c/p>\n\u003cp>The Silicon Valley Leadership Group's Guardino said his organization — along with the \u003ca href=\"https://www.bayareacouncil.org/\" target=\"_blank\" rel=\"noopener\">Bay Area Council\u003c/a>, which represents more than 300 businesses, public agencies and media companies, and \u003ca href=\"https://www.spur.org/\" target=\"_blank\" rel=\"noopener\">SPUR\u003c/a>, a regional urban planning group — is responding to Los Angeles County's success in passing a 1-cent sales tax measure to fund major transportation initiatives.\u003c/p>\n\u003cp>\"We've had L.A. envy in that Los Angeles in 2016 passed a permanent 1-cent sales tax that will generate around $120 billion for transit in its first couple decades,\" he said. \"So we continue to see if that’s possible. ... It’s pretty darn clear that the climate seems right, so it’s time to get to work and find out specifically what voters are willing to invest in.\"\u003c/p>\n\u003cp>\u003cstrong>Limited Support for Regional Housing Plan\u003c/strong>\u003c/p>\n\u003cp>While voters acknowledged the region’s crippling housing costs in the first of the new surveys, the second poll found a lukewarm response to an ambitious regional housing plan known as the \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/casa-committee-house-bay-area\" target=\"_blank\" rel=\"noopener\">CASA Compact\u003c/a>. It includes an array of housing proposals, like a cap on rent increases and mandates for more dense housing around transit, and it would require approval from the state Legislature, not voters.\u003c/p>\n\u003cp>Nonetheless, the poll asked voters if they would support the “proposed wide-ranging plan to include revised development rules to make it easier to build housing, a region-wide rent cap and tighter limits on evictions.”\u003c/p>\n\u003cp>Just 43 percent of respondents supported the plan, with 42 percent opposed.\u003c/p>\n\u003cp>“What our pollster was trying to do was to best describe the CASA compact to find out how taxpayers feel,” Guardino said. “Over the months ahead, voters will inform us, rather than the other way around, on what they’re willing to tax themselves on. They’ll tell us if it’s a regional transportation measure or steps to address our housing crisis, or neither, or both.”\u003c/p>\n\u003cp>Specific parts of the CASA plan would need voter approval — namely, any tax that would fund a proposed regional housing agency. That agency would use the money to provide emergency rent assistance to tenants, help cities plan for development and purchase land for affordable housing.\u003c/p>\n\u003cp>Michael Covarrubias, CEO of the real estate developer TMG Partners and a co-chair of the CASA coalition, said it would have made more sense to only poll voters on the housing ideas that could end up on the ballot.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I would argue the poll didn’t ask the right question or was somewhat misleading,\" he said. \"It’s not that the Bay Area doesn’t support housing; in fact it does. It also supports transportation. Pitting them against each other, I think, is the wrong way to look at the regional challenges we have.”\u003c/p>\n\n","blocks":[],"excerpt":"Traffic congestion, lack of affordable housing, the high cost of living and homelessness were the top causes of discontent among survey respondents.","status":"publish","parent":0,"modified":1553966578,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":26,"wordCount":1131},"headData":{"title":"Bay Area Polls: Housing and Traffic Misery Abound — But Many Are Ready to Help Pay for (Part of) the Fix | KQED","description":"Traffic congestion, lack of affordable housing, the high cost of living and homelessness were the top causes of discontent among survey respondents.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Bay Area Polls: Housing and Traffic Misery Abound — But Many Are Ready to Help Pay for (Part of) the Fix","datePublished":"2019-03-26T07:11:48.000Z","dateModified":"2019-03-30T17:22:58.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11735138 https://ww2.kqed.org/news/?p=11735138","disqusUrl":"https://ww2.kqed.org/news/2019/03/26/silicon-valley-leadership-group-polls-housing-traffic-taxes/","disqusTitle":"Bay Area Polls: Housing and Traffic Misery Abound — But Many Are Ready to Help Pay for (Part of) the Fix","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/2019/03/BayAreaLifeQualityPoll.mp3","audioTrackLength":243,"path":"/news/11735138/silicon-valley-leadership-group-polls-housing-traffic-taxes","parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">N\u003c/span>\u003c/p>\u003cp>ew surveys weighing local voters' attitudes on some of the region’s most painful challenges suggest lots of our neighbors are thinking about leaving the Bay Area for good — but that many others are ready to dig into their wallets to help heal at least part of what ails us.\u003c/p>\n\u003cp>The first of two new surveys found that 65 percent of respondents in the five most populous Bay Area counties say the quality of life in the region has gotten worse in the last five years. And 44 percent say they're considering leaving the area in the next few years. Some 6 percent say they've had it and plan to depart the region this year.\u003c/p>\n\u003cp>The sheer expense of getting by in the Bay Area topped the list of reasons residents see life here getting tougher, with 83 percent citing the cost of housing as an \"extremely serious\" or \"very serious\" problem, and 81 percent pointing to the cost of living as a major problem.\u003c/p>\n\u003cp>Also high on the list of grievances were two longstanding issues: homelessness, which 79 percent named as extremely or very serious; and traffic congestion, cited by 76 percent.\u003c/p>\n\u003cp>The poll, produced by the \u003ca href=\"https://svlg.org/bay-area-voters-ready-to-pull-out-pocketbooks-to-solve-traffic-problems-but-not-as-likely-when-it-comes-to-the-housing-crisis/\" target=\"_blank\" rel=\"noopener\">Silicon Valley Leadership Group\u003c/a> and Bay Area News Group, surveyed more than 1,500 people in Alameda, Contra Costa, San Francisco, San Mateo and Santa Clara counties.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We should all be concerned because that means we're going to have a brain drain of talent and families that contribute to our communities that have simply given up and are going away,\" said Carl Guardino, president and CEO of the Silicon Valley Leadership Group.\u003c/p>\n\u003cp>\"Even if you can afford a home, it's so often not anywhere near your job or your school or where you're trying to get. People are so sick of it that they're willing to make a U-turn right out of the area,\" he said.\u003c/p>\n\u003cp>Discontent crossed all political, racial, ethnic, geographic and socioeconomic divides, according to the survey. But African-Americans (71 percent), renters (58 percent) and people younger than 40 (55 percent) were the most likely to say they were looking to move out of the Bay Area in coming years.\u003c/p>\n\u003cp>\u003cstrong>A Willingness to Pay for Transportation Solutions\u003c/strong>\u003c/p>\n\u003cp>A second survey tested sentiments about two other issues: voters' willingness to tax themselves further to pay for major transportation infrastructure projects and whether they'd be willing to get behind a complex package to address the region's housing affordability crisis.\u003c/p>\n\u003cp>About two-thirds of the 1,900 respondents — this time from all nine Bay Area counties — said they'd support some major funding initiative to pay for a \"world-class\" transit system, modernizing highways and investing in bike and pedestrian pathways.\u003c/p>\n\u003cp>The survey found that 71 percent of respondents asked about a 1-cent regional sales tax for transportation said they'd support the levy; 64 percent backed the idea of a $50 billion bond measure to be paid for by a new tax on businesses.\u003c/p>\n\u003cp>The idea of a new regional transportation levy — which backers have been quietly promoting for the past 15 months or so as a \"\u003ca href=\"https://www.kqed.org/news/11637275/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it\" target=\"_blank\" rel=\"noopener\">mega-measure\u003c/a>\" for a future ballot — won large margins of support from all age groups, from both renters and homeowners, and Democratic and independent voters. Among Republican respondents, 52 percent opposed a levy and 38 percent were in favor of it.\u003c/p>\n\u003cp>There were some regional variations in the response, too, with the most populous Bay Area counties all giving an enthusiastic thumbs up to a transportation tax. The survey found 79 percent of San Francisco voters supported the idea, with 76 percent support in Alameda County, 68 percent in San Mateo and 66 percent in Santa Clara. Just 46 percent of respondents in Napa County and 49 percent in Solano County supported a new tax.\u003c/p>\n\u003cp>The Silicon Valley Leadership Group's Guardino said his organization — along with the \u003ca href=\"https://www.bayareacouncil.org/\" target=\"_blank\" rel=\"noopener\">Bay Area Council\u003c/a>, which represents more than 300 businesses, public agencies and media companies, and \u003ca href=\"https://www.spur.org/\" target=\"_blank\" rel=\"noopener\">SPUR\u003c/a>, a regional urban planning group — is responding to Los Angeles County's success in passing a 1-cent sales tax measure to fund major transportation initiatives.\u003c/p>\n\u003cp>\"We've had L.A. envy in that Los Angeles in 2016 passed a permanent 1-cent sales tax that will generate around $120 billion for transit in its first couple decades,\" he said. \"So we continue to see if that’s possible. ... It’s pretty darn clear that the climate seems right, so it’s time to get to work and find out specifically what voters are willing to invest in.\"\u003c/p>\n\u003cp>\u003cstrong>Limited Support for Regional Housing Plan\u003c/strong>\u003c/p>\n\u003cp>While voters acknowledged the region’s crippling housing costs in the first of the new surveys, the second poll found a lukewarm response to an ambitious regional housing plan known as the \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/casa-committee-house-bay-area\" target=\"_blank\" rel=\"noopener\">CASA Compact\u003c/a>. It includes an array of housing proposals, like a cap on rent increases and mandates for more dense housing around transit, and it would require approval from the state Legislature, not voters.\u003c/p>\n\u003cp>Nonetheless, the poll asked voters if they would support the “proposed wide-ranging plan to include revised development rules to make it easier to build housing, a region-wide rent cap and tighter limits on evictions.”\u003c/p>\n\u003cp>Just 43 percent of respondents supported the plan, with 42 percent opposed.\u003c/p>\n\u003cp>“What our pollster was trying to do was to best describe the CASA compact to find out how taxpayers feel,” Guardino said. “Over the months ahead, voters will inform us, rather than the other way around, on what they’re willing to tax themselves on. They’ll tell us if it’s a regional transportation measure or steps to address our housing crisis, or neither, or both.”\u003c/p>\n\u003cp>Specific parts of the CASA plan would need voter approval — namely, any tax that would fund a proposed regional housing agency. That agency would use the money to provide emergency rent assistance to tenants, help cities plan for development and purchase land for affordable housing.\u003c/p>\n\u003cp>Michael Covarrubias, CEO of the real estate developer TMG Partners and a co-chair of the CASA coalition, said it would have made more sense to only poll voters on the housing ideas that could end up on the ballot.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I would argue the poll didn’t ask the right question or was somewhat misleading,\" he said. \"It’s not that the Bay Area doesn’t support housing; in fact it does. It also supports transportation. Pitting them against each other, I think, is the wrong way to look at the regional challenges we have.”\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11735138/silicon-valley-leadership-group-polls-housing-traffic-taxes","authors":["11260","227","222"],"categories":["news_1758","news_6266","news_8","news_1397"],"tags":["news_3921","news_4090","news_24869","news_19542"],"featImg":"news_11671429","label":"news"},"news_11718629":{"type":"posts","id":"news_11718629","meta":{"index":"posts_1591205157","site":"news","id":"11718629","score":null,"sort":[1547722848000]},"guestAuthors":[],"slug":"from-aviators-to-apps-the-evolution-of-traffic-data","title":"From Aviators to Apps: The Evolution of Traffic Data","publishDate":1547722848,"format":"standard","headTitle":"From Aviators to Apps: The Evolution of Traffic Data | KQED","labelTerm":{},"content":"\u003cp>Commuting on Bay Area roads is a pretty awful experience. Personal finance site \u003ca href=\"https://wallethub.com/edu/best-worst-cities-to-drive-in/13964/\">WalletHub recently ranked it\u003c/a> as the second worst place to drive in the country. \u003c/p>\n\u003cp>Many have turned to using GPS-powered apps like Google Maps or Waze to prepare for slowdowns or find detours.\u003c/p>\n\u003cp>But \u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">tracking the roadways\u003c/a> wasn’t always this easy.\u003c/p>\n\u003ch2>The Early Days of Traffic Reporting\u003c/h2>\n\u003cp>After World War II, the Bay Area became a much more sprawling place as rural areas were transformed into suburbs. A network of freeways sprouted up, and by the 1950s, a lot more people were driving cars to get around. \u003c/p>\n\u003cp>A new demand arose for traffic information, and the easiest way to keep watch on the roadways was from the sky.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Helicopter pilots were coming back from their time in the military, whether they were serving here in the States, or in Korea, or later Vietnam,” says John Goodwin, a public information officer with the Metropolitan Transportation Commission. “Traffic helicopters would fly over the freeways and report back to the ground. The drivers would receive this information via their in-dash radio.”\u003c/p>\n\u003cp>News stations also hired traffic reporters to do a more grueling job: actually sit in traffic.\u003c/p>\n\u003cp>https://youtu.be/oL9PNDGvhj0\u003c/p>\n\u003cp>“Various stations would have a fleet, or sometimes a single car, that was radio-equipped,” says Goodwin. “They would have a reporter travel a prescribed loop and report back how long it took.”\u003c/p>\n\u003cp>Most news stations could afford their own helicopter and traffic reporters, but those days were numbered.\u003c/p>\n\u003cp>During the 1970s energy crisis, it became too expensive for news stations to operate a fleet of helicopters to monitor the freeway.\u003c/p>\n\u003cp>“That led to a sharing of information,” Goodwin says. “Rather than each individual station having its own helicopter, you could have a traffic service, and that would provide information to multiple radio or television stations.”\u003c/p>\n\u003cfigure id=\"attachment_11718849\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11718849\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-800x581.png\" alt=\"\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-800x581.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-160x116.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1020x740.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1200x871.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1920x1393.png 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Traffic reporters once used white boards to track the commute. \u003ccite>(KRON)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>FasTrak Changes the Game\u003c/h2>\n\u003cp>Between 1999 and 2000, traffic data made a quantum leap.\u003c/p>\n\u003cp>“The FasTrak system introduced first at the Golden Gate Bridge, and then ultimately on the rest of the bridges, became a way to gather information,” Goodwin says.\u003c/p>\n\u003cp>As part of its deployment of the 511 traffic information system, the MTC set up over-the-road antennae around the Bay Area that could track how long it took a car with a FasTrak transponder to get from Point A to Point B. They’d then aggregate and anonymize the data, and provide precise point-to-point travel times throughout the region.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=qUx5B7S6Vic\u003c/p>\n\u003cp>“That became more effective, and more efficient, and consequently the number of traffic helicopters declined,” Goodwin says.\u003c/p>\n\u003cp>The system had a flaw, though. Because it depended on cars having FasTrak tags, it worked better where more residents had FasTrak — usually in the communities closest to the toll bridges. \u003c/p>\n\u003cp>Travel times were least accurate in places like eastern Contra Costa County, eastern Alameda County or in the South Bay, Goodwin says.\u003c/p>\n\u003cp>The FasTrak method of traffic monitoring would stick around only for a short time. By 2007, cellphones started to become increasingly outfitted with GPS capability.\u003c/p>\n\u003ch2>The Problems Navigation Apps Cause\u003c/h2>\n\u003cp>These days, GPS data powers most of the sources that commuters and traffic reporters use.\u003c/p>\n\u003cp>“Any app that you have turned on that has some form of geolocation — whether it’s a navigation app, whether it’s an app such as a social network, whether it’s a game — it has the ability to collect GPS data and potentially to send it to a third party,” says Alex Bayen, a UC Berkeley professor and the director of its Institute of Transportation Studies.\u003c/p>\n\u003cp>Your wireless service provider could be sharing your location data or even the company that makes your car. Chances are good if you’ve got a phone in the car, you are a data point — perhaps many times over — simultaneously a provider and consumer of traffic data.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>How Do KQED’s Traffic Reporters Get Their Information?\u003c/h3>\n\u003cp>Ever wonder how traffic reporters like \u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">Joe McConnell and Julie Deppish\u003c/a> have so much traffic information at their fingertips? These sources are their go-tos:\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>\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>\u003c/li>\n\u003cli>\u003ca href=\"http://quickmap.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">Caltrans QuickMap\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.dot.ca.gov/video/index.html\" target=\"_blank\" rel=\"noopener\">Live Traffic Cameras\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">WATCH\u003c/a>\u003c/strong>: Go behind the mic with McConnell and Deppish to see how their jobs have changed over the years.\u003cbr>\n\u003cbr>\n\u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">\u003cimg decoding=\"async\" loading=\"lazy\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/featured_image-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" class=\"aligncenter size-medium wp-image-11718963\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-1020x574.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-1200x675.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>The move to GPS data has vastly improved the quality of traffic data. But studies show there is a downside.\u003c/p>\n\u003cp>“The number one problem it has created is the emergence of new traffic jams in residential areas that didn’t used to be there before,” says Berkeley’s Alex Bayen. “That’s a big problem in California and all around the world.”\u003c/p>\n\u003cp>You know the scenario. There’s a wreck up ahead, and the app says you can save seven minutes by taking a detour through some small town. You exit the highway … along with a lot of other drivers.\u003c/p>\n\u003cp>Suddenly there’s a new traffic jam on a street not equipped to handle such a high volume of cars.\u003c/p>\n\u003cp>These apps’ lack of predictive routing is the source of the problem. They don’t think ahead to the traffic jam they’ll create by sending 200 cars down a residential street.\u003c/p>\n\u003cp>Some cities have started to fight back by taking steps to make their town a less appealing detour. They’ve intentionally slowed traffic by adding stop signs or changing the timing of traffic lights.\u003c/p>\n\u003cp>“We’re at the beginning of a war between cities and these apps,” Bayen says.\u003c/p>\n\u003cp>He’d like to see cities and app developers come together to solve some of these problems.\u003c/p>\n\u003cp>“I think the only way it can [get] better is if we have the proper institutional framework for these apps and services to work in coordination with public agencies,” he says.\u003c/p>\n\u003cp>One idea? Specify how many cars that apps can route along certain roads.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=OTYHrozkazg\u003c/p>\n\n","blocks":[],"excerpt":"From flying high in the 1950s to the tech-powered tools today, there's always been a need for information about traffic on the roads.","status":"publish","parent":0,"modified":1700591463,"stats":{"hasAudio":false,"hasVideo":true,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":35,"wordCount":1047},"headData":{"title":"From Aviators to Apps: The Evolution of Traffic Data | KQED","description":"From flying high in the 1950s to the tech-powered tools today, there's always been a need for information about traffic on the roads.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"From Aviators to Apps: The Evolution of Traffic Data","datePublished":"2019-01-17T11:00:48.000Z","dateModified":"2023-11-21T18:31:03.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"videoEmbed":"https://youtu.be/oL9PNDGvhj0","source":"Bay Curious","sourceUrl":"https://www.kqed.org/news/series/baycurious","audioTrackLength":627,"path":"/news/11718629/from-aviators-to-apps-the-evolution-of-traffic-data","audioUrl":"https://www.kqed.org/.stream/anon/radio/new-bay-curious/2019/01/TrafficData.mp3","audioDuration":628000,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Commuting on Bay Area roads is a pretty awful experience. Personal finance site \u003ca href=\"https://wallethub.com/edu/best-worst-cities-to-drive-in/13964/\">WalletHub recently ranked it\u003c/a> as the second worst place to drive in the country. \u003c/p>\n\u003cp>Many have turned to using GPS-powered apps like Google Maps or Waze to prepare for slowdowns or find detours.\u003c/p>\n\u003cp>But \u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">tracking the roadways\u003c/a> wasn’t always this easy.\u003c/p>\n\u003ch2>The Early Days of Traffic Reporting\u003c/h2>\n\u003cp>After World War II, the Bay Area became a much more sprawling place as rural areas were transformed into suburbs. A network of freeways sprouted up, and by the 1950s, a lot more people were driving cars to get around. \u003c/p>\n\u003cp>A new demand arose for traffic information, and the easiest way to keep watch on the roadways was from the sky.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Helicopter pilots were coming back from their time in the military, whether they were serving here in the States, or in Korea, or later Vietnam,” says John Goodwin, a public information officer with the Metropolitan Transportation Commission. “Traffic helicopters would fly over the freeways and report back to the ground. The drivers would receive this information via their in-dash radio.”\u003c/p>\n\u003cp>News stations also hired traffic reporters to do a more grueling job: actually sit in traffic.\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/oL9PNDGvhj0'\n title='//www.youtube.com/embed/oL9PNDGvhj0'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>“Various stations would have a fleet, or sometimes a single car, that was radio-equipped,” says Goodwin. “They would have a reporter travel a prescribed loop and report back how long it took.”\u003c/p>\n\u003cp>Most news stations could afford their own helicopter and traffic reporters, but those days were numbered.\u003c/p>\n\u003cp>During the 1970s energy crisis, it became too expensive for news stations to operate a fleet of helicopters to monitor the freeway.\u003c/p>\n\u003cp>“That led to a sharing of information,” Goodwin says. “Rather than each individual station having its own helicopter, you could have a traffic service, and that would provide information to multiple radio or television stations.”\u003c/p>\n\u003cfigure id=\"attachment_11718849\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11718849\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-800x581.png\" alt=\"\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-800x581.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-160x116.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1020x740.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1200x871.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1920x1393.png 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Traffic reporters once used white boards to track the commute. \u003ccite>(KRON)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>FasTrak Changes the Game\u003c/h2>\n\u003cp>Between 1999 and 2000, traffic data made a quantum leap.\u003c/p>\n\u003cp>“The FasTrak system introduced first at the Golden Gate Bridge, and then ultimately on the rest of the bridges, became a way to gather information,” Goodwin says.\u003c/p>\n\u003cp>As part of its deployment of the 511 traffic information system, the MTC set up over-the-road antennae around the Bay Area that could track how long it took a car with a FasTrak transponder to get from Point A to Point B. They’d then aggregate and anonymize the data, and provide precise point-to-point travel times throughout the region.\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/qUx5B7S6Vic'\n title='//www.youtube.com/embed/qUx5B7S6Vic'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>“That became more effective, and more efficient, and consequently the number of traffic helicopters declined,” Goodwin says.\u003c/p>\n\u003cp>The system had a flaw, though. Because it depended on cars having FasTrak tags, it worked better where more residents had FasTrak — usually in the communities closest to the toll bridges. \u003c/p>\n\u003cp>Travel times were least accurate in places like eastern Contra Costa County, eastern Alameda County or in the South Bay, Goodwin says.\u003c/p>\n\u003cp>The FasTrak method of traffic monitoring would stick around only for a short time. By 2007, cellphones started to become increasingly outfitted with GPS capability.\u003c/p>\n\u003ch2>The Problems Navigation Apps Cause\u003c/h2>\n\u003cp>These days, GPS data powers most of the sources that commuters and traffic reporters use.\u003c/p>\n\u003cp>“Any app that you have turned on that has some form of geolocation — whether it’s a navigation app, whether it’s an app such as a social network, whether it’s a game — it has the ability to collect GPS data and potentially to send it to a third party,” says Alex Bayen, a UC Berkeley professor and the director of its Institute of Transportation Studies.\u003c/p>\n\u003cp>Your wireless service provider could be sharing your location data or even the company that makes your car. Chances are good if you’ve got a phone in the car, you are a data point — perhaps many times over — simultaneously a provider and consumer of traffic data.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>How Do KQED’s Traffic Reporters Get Their Information?\u003c/h3>\n\u003cp>Ever wonder how traffic reporters like \u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">Joe McConnell and Julie Deppish\u003c/a> have so much traffic information at their fingertips? These sources are their go-tos:\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>\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>\u003c/li>\n\u003cli>\u003ca href=\"http://quickmap.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">Caltrans QuickMap\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.dot.ca.gov/video/index.html\" target=\"_blank\" rel=\"noopener\">Live Traffic Cameras\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">WATCH\u003c/a>\u003c/strong>: Go behind the mic with McConnell and Deppish to see how their jobs have changed over the years.\u003cbr>\n\u003cbr>\n\u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">\u003cimg decoding=\"async\" loading=\"lazy\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/featured_image-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" class=\"aligncenter size-medium wp-image-11718963\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-1020x574.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-1200x675.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>The move to GPS data has vastly improved the quality of traffic data. But studies show there is a downside.\u003c/p>\n\u003cp>“The number one problem it has created is the emergence of new traffic jams in residential areas that didn’t used to be there before,” says Berkeley’s Alex Bayen. “That’s a big problem in California and all around the world.”\u003c/p>\n\u003cp>You know the scenario. There’s a wreck up ahead, and the app says you can save seven minutes by taking a detour through some small town. You exit the highway … along with a lot of other drivers.\u003c/p>\n\u003cp>Suddenly there’s a new traffic jam on a street not equipped to handle such a high volume of cars.\u003c/p>\n\u003cp>These apps’ lack of predictive routing is the source of the problem. They don’t think ahead to the traffic jam they’ll create by sending 200 cars down a residential street.\u003c/p>\n\u003cp>Some cities have started to fight back by taking steps to make their town a less appealing detour. They’ve intentionally slowed traffic by adding stop signs or changing the timing of traffic lights.\u003c/p>\n\u003cp>“We’re at the beginning of a war between cities and these apps,” Bayen says.\u003c/p>\n\u003cp>He’d like to see cities and app developers come together to solve some of these problems.\u003c/p>\n\u003cp>“I think the only way it can [get] better is if we have the proper institutional framework for these apps and services to work in coordination with public agencies,” he says.\u003c/p>\n\u003cp>One idea? Specify how many cars that apps can route along certain roads.\u003c/p>\n\u003cp>\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/OTYHrozkazg'\n title='//www.youtube.com/embed/OTYHrozkazg'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11718629/from-aviators-to-apps-the-evolution-of-traffic-data","authors":["102"],"programs":["news_33523"],"series":["news_17986"],"categories":["news_8","news_33520"],"tags":["news_4090","news_18426","news_24374","news_92"],"featImg":"news_11718953","label":"source_news_11718629"},"news_11657999":{"type":"posts","id":"news_11657999","meta":{"index":"posts_1591205157","site":"news","id":"11657999","score":null,"sort":[1523527206000]},"guestAuthors":[],"slug":"have-ride-hailing-apps-made-traffic-worse","title":"Have Ride-Hailing Apps Made Traffic Worse?","publishDate":1523527206,"format":"audio","headTitle":"Have Ride-Hailing Apps Made Traffic Worse? | KQED","labelTerm":{},"content":"\u003cp>\u003cem>Bay Curious Host Olivia Allen-Price sat down with KALW transportation reporter Eli Wirtschafter to see if our Bay Area traffic woes can be blamed on ride-hailing apps. The following is a lightly edited transcript.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>OAP: Is traffic actually getting worse and could Lyft and Uber be to blame?\u003c/strong>\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>EW: Big question. First of all, we know for sure that traffic has gotten worse in the Bay Area. We live it, and we see it every day. But there’s a lot of other reasons why traffic has increased. The Bay Area is becoming a lot more dense. In the last couple years the economy has been doing really well so people are going to jobs, people are going out at night, a lot of people are moving around. Gas is cheaper than it used to be. So there’s various things that we would expect to increase traffic. But at the same time these two services that started in San Francisco, Uber and Lyft, have become really popular. And there’s a lot of reasons to think that they could be increasing traffic as well.\u003c/p>\n\u003cp>\u003cstrong>OAP: So how might Uber and Lyft be creating more traffic?\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>EW: Well, the first thing is the amount of time those cars are traveling without a passenger. So, when you drive your own car from one place to another, that’s just Point A to Point B. Lyft is going to take you from Point A to Point B and then is going to drive around waiting for someone else to join. So that looks like something that could add to miles traveled on the road.\u003c/p>\n\u003cp>\u003cstrong>OAP: Are there more cars on the road because of services like Uber and Lyft?\u003c/strong>\u003c/p>\n\u003cp>EW: Well, San Francisco was never a major taxi town. Even in 2012, before these services got big, taxis made up only around 1 percent of rides within San Francisco. Now a study by the county of San Francisco estimates 15 percent of trips inside the city are made through Uber and Lyft. That’s huge. That’s much bigger than taxis used to be.\u003c/p>\n\u003cfigure id=\"attachment_11658016\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658016\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-696041472-1020x704.jpg\" alt=\"Is Uber making traffic worse?\" width=\"640\" height=\"442\">\u003cfigcaption class=\"wp-caption-text\">Is Uber making traffic worse? \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: How many Uber and Lyft cars are actually on our streets?\u003c/strong>\u003c/p>\n\u003cp>EW: According to data gathered by the county of San Francisco, on an average weekday there are more than 5,700 Uber or Lyft vehicles in San Francisco during peak hours. On Friday, that goes up to 6,500.\u003c/p>\n\u003cp>\u003cstrong>OAP: What kind of rides are Lyft and Uber replacing? Are people using public transit or their personal cars less?\u003c/strong>\u003c/p>\n\u003cp>EW: The impact on transit is pretty complicated. It seems from a couple of studies, if you’re talking about a shorter trip, people are now more likely to choose not to take the bus and choose to take an Uber or Lyft instead. For a longer trip, it may be that some people are choosing to take public transit more and take Uber and Lyft towards the end of the trip.\u003c/p>\n\u003cp>BART actually did a study of their own riders who use Uber and Lyft, and about the same number said it made them more likely to ride BART as the number who said it made them less likely to ride BART. But I think a more key thing to look at is whether Uber and Lyft are creating rides where before someone wouldn’t have done a ride at all. And we don’t have data on that for San Francisco. But a study based out of UC Davis found that 49 to 61 percent of ride-hailing trips would not have been made by a car at all.\u003c/p>\n\u003cp>\u003cstrong>OAP: Wow. So that would be a lot more cars on the road.\u003c/strong>\u003c/p>\n\u003cp>EW: That would be a lot more cars.\u003c/p>\n\u003cp>\u003cstrong>OAP: And is there a scenario in which Uber and Lyft actually help reduce traffic? Because I imagine you could get to a point where so many people are relying on these services that they wouldn’t have cars of their own, and that could be a good thing.\u003c/strong>\u003c/p>\n\u003cp>EW: Yes, it’s possible. You can imagine ways that they would reduce traffic. If people are circling for parking less and taking those services more, and they’re so efficient that they’re always picking somebody up, that could reduce traffic. If people are taking public transit more and using Uber and Lyft for just the last bit of the journey, that could reduce traffic. The biggest way they could potentially reduce traffic is if people start to use it more as a carpooling service. So both Uber and Lyft have a carpool version of the service. For now they’re not as popular, but both Uber and Lyft are saying they want to increase the number of rides that happen through carpooling. … But you still have to remember, if you take three people out of a bus and put them into an Uber, that’s still increasing the number of vehicles on the road.\u003c/p>\n\u003cfigure id=\"attachment_11658006\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658006\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-71345268-1020x680.jpg\" alt=\"Traffic in the Bay Area\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Traffic in the Bay Area \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: And what can governments do? Can our cities actually help with this problem?\u003c/strong>\u003c/p>\n\u003cp>EW: A lot of transportation planners say if you really want to decrease traffic, the way to do that is to charge people for driving. So right now there’s some talk in San Francisco of imposing some sort of charge for cars entering the city. Another way to do that could be to charge for every mile that people drive and you could put that kind of tax specifically on Uber or Lyft. Right now individual cities don’t have the authority to do that. In California, authority to regulate these companies is held by the state, and they’re not making moves like that. They’re not under the same kind of pressure of traffic as San Francisco.\u003c/p>\n\u003cp>\u003cstrong>OAP: So is there any hope for our listeners who just want some traffic relief? Is there anything that they can look forward to?\u003c/strong>\u003c/p>\n\u003cp>Well, I hope they have lots of things they can look forward to, but for traffic relief they’re going to have to hold out for a world where people are carpooling more. There is a hopeful case for when driverless cars come along, our whole network is going to be so smart that people are going to be carpooling all the time and there aren’t going to be more cars on the road than there have to be. I’m worried that the reality is going to be the opposite. As driverless cars come in, it costs even less to have a car out on the road than it does now. I wish I had good news for listeners, but I don’t feel like I do.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n","blocks":[],"excerpt":"Traffic is worse in the Bay Area. Are Lyft and Uber making it worse? Or could they be our salvation?","status":"publish","parent":0,"modified":1700596899,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":true,"hasPolis":false,"paragraphCount":24,"wordCount":1169},"headData":{"title":"Have Ride-Hailing Apps Made Traffic Worse? | KQED","description":"Traffic is worse in the Bay Area. Are Lyft and Uber making it worse? Or could they be our salvation?","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Have Ride-Hailing Apps Made Traffic Worse?","datePublished":"2018-04-12T10:00:06.000Z","dateModified":"2023-11-21T20:01:39.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"Bay Curious","sourceUrl":"https://www.kqed.org/news/series/baycurious","audioUrl":"https://www.kqed.org/.stream/anon/radio/bay-curious/2018/04/bc_lyftuber.mp3","path":"/news/11657999/have-ride-hailing-apps-made-traffic-worse","audioDuration":391000,"audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Bay Curious Host Olivia Allen-Price sat down with KALW transportation reporter Eli Wirtschafter to see if our Bay Area traffic woes can be blamed on ride-hailing apps. The following is a lightly edited transcript.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>OAP: Is traffic actually getting worse and could Lyft and Uber be to blame?\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\" />\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>EW: Big question. First of all, we know for sure that traffic has gotten worse in the Bay Area. We live it, and we see it every day. But there’s a lot of other reasons why traffic has increased. The Bay Area is becoming a lot more dense. In the last couple years the economy has been doing really well so people are going to jobs, people are going out at night, a lot of people are moving around. Gas is cheaper than it used to be. So there’s various things that we would expect to increase traffic. But at the same time these two services that started in San Francisco, Uber and Lyft, have become really popular. And there’s a lot of reasons to think that they could be increasing traffic as well.\u003c/p>\n\u003cp>\u003cstrong>OAP: So how might Uber and Lyft be creating more traffic?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>EW: Well, the first thing is the amount of time those cars are traveling without a passenger. So, when you drive your own car from one place to another, that’s just Point A to Point B. Lyft is going to take you from Point A to Point B and then is going to drive around waiting for someone else to join. So that looks like something that could add to miles traveled on the road.\u003c/p>\n\u003cp>\u003cstrong>OAP: Are there more cars on the road because of services like Uber and Lyft?\u003c/strong>\u003c/p>\n\u003cp>EW: Well, San Francisco was never a major taxi town. Even in 2012, before these services got big, taxis made up only around 1 percent of rides within San Francisco. Now a study by the county of San Francisco estimates 15 percent of trips inside the city are made through Uber and Lyft. That’s huge. That’s much bigger than taxis used to be.\u003c/p>\n\u003cfigure id=\"attachment_11658016\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658016\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-696041472-1020x704.jpg\" alt=\"Is Uber making traffic worse?\" width=\"640\" height=\"442\">\u003cfigcaption class=\"wp-caption-text\">Is Uber making traffic worse? \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: How many Uber and Lyft cars are actually on our streets?\u003c/strong>\u003c/p>\n\u003cp>EW: According to data gathered by the county of San Francisco, on an average weekday there are more than 5,700 Uber or Lyft vehicles in San Francisco during peak hours. On Friday, that goes up to 6,500.\u003c/p>\n\u003cp>\u003cstrong>OAP: What kind of rides are Lyft and Uber replacing? Are people using public transit or their personal cars less?\u003c/strong>\u003c/p>\n\u003cp>EW: The impact on transit is pretty complicated. It seems from a couple of studies, if you’re talking about a shorter trip, people are now more likely to choose not to take the bus and choose to take an Uber or Lyft instead. For a longer trip, it may be that some people are choosing to take public transit more and take Uber and Lyft towards the end of the trip.\u003c/p>\n\u003cp>BART actually did a study of their own riders who use Uber and Lyft, and about the same number said it made them more likely to ride BART as the number who said it made them less likely to ride BART. But I think a more key thing to look at is whether Uber and Lyft are creating rides where before someone wouldn’t have done a ride at all. And we don’t have data on that for San Francisco. But a study based out of UC Davis found that 49 to 61 percent of ride-hailing trips would not have been made by a car at all.\u003c/p>\n\u003cp>\u003cstrong>OAP: Wow. So that would be a lot more cars on the road.\u003c/strong>\u003c/p>\n\u003cp>EW: That would be a lot more cars.\u003c/p>\n\u003cp>\u003cstrong>OAP: And is there a scenario in which Uber and Lyft actually help reduce traffic? Because I imagine you could get to a point where so many people are relying on these services that they wouldn’t have cars of their own, and that could be a good thing.\u003c/strong>\u003c/p>\n\u003cp>EW: Yes, it’s possible. You can imagine ways that they would reduce traffic. If people are circling for parking less and taking those services more, and they’re so efficient that they’re always picking somebody up, that could reduce traffic. If people are taking public transit more and using Uber and Lyft for just the last bit of the journey, that could reduce traffic. The biggest way they could potentially reduce traffic is if people start to use it more as a carpooling service. So both Uber and Lyft have a carpool version of the service. For now they’re not as popular, but both Uber and Lyft are saying they want to increase the number of rides that happen through carpooling. … But you still have to remember, if you take three people out of a bus and put them into an Uber, that’s still increasing the number of vehicles on the road.\u003c/p>\n\u003cfigure id=\"attachment_11658006\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658006\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-71345268-1020x680.jpg\" alt=\"Traffic in the Bay Area\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Traffic in the Bay Area \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: And what can governments do? Can our cities actually help with this problem?\u003c/strong>\u003c/p>\n\u003cp>EW: A lot of transportation planners say if you really want to decrease traffic, the way to do that is to charge people for driving. So right now there’s some talk in San Francisco of imposing some sort of charge for cars entering the city. Another way to do that could be to charge for every mile that people drive and you could put that kind of tax specifically on Uber or Lyft. Right now individual cities don’t have the authority to do that. In California, authority to regulate these companies is held by the state, and they’re not making moves like that. They’re not under the same kind of pressure of traffic as San Francisco.\u003c/p>\n\u003cp>\u003cstrong>OAP: So is there any hope for our listeners who just want some traffic relief? Is there anything that they can look forward to?\u003c/strong>\u003c/p>\n\u003cp>Well, I hope they have lots of things they can look forward to, but for traffic relief they’re going to have to hold out for a world where people are carpooling more. There is a hopeful case for when driverless cars come along, our whole network is going to be so smart that people are going to be carpooling all the time and there aren’t going to be more cars on the road than there have to be. I’m worried that the reality is going to be the opposite. As driverless cars come in, it costs even less to have a car out on the road than it does now. I wish I had good news for listeners, but I don’t feel like I do.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"baycuriousquestion","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11657999/have-ride-hailing-apps-made-traffic-worse","authors":["102"],"programs":["news_6944","news_33523"],"series":["news_17986"],"categories":["news_8","news_33520","news_1397"],"tags":["news_4090","news_18426","news_4524","news_4523"],"featImg":"news_11658021","label":"source_news_11657999"},"news_10953748":{"type":"posts","id":"news_10953748","meta":{"index":"posts_1591205157","site":"news","id":"10953748","score":null,"sort":[1482422436000]},"guestAuthors":[],"slug":"how-much-truth-is-there-to-those-speed-enforced-by-aircraft-signs","title":"How Much Truth Is There to Those 'Speed Enforced by Aircraft' Signs?","publishDate":1482422436,"format":"audio","headTitle":"How Much Truth Is There to Those ‘Speed Enforced by Aircraft’ Signs? | KQED","labelTerm":{"term":33523,"site":"news"},"content":"\u003cp>\u003cem>We’ve all seen the signs along the freeway warning us of eyes in the sky looking for speeders. A Bay Curious listener wanted to find out if someone really was up there ready to hand out tickets.\u003c/em>\u003c/p>\n\u003cp>[dropcap]E[/dropcap]very time Aaron Perry-Zucker drives down I-5 between San Francisco and Los Angeles, he sees the signs: “Speed enforced by aircraft.” But he’s never seen an aircraft issue a ticket, and he can’t imagine how that even would work.\u003c/p>\n\u003cp>“It never really made sense,” he said. “It didn’t seem believable.”\u003c/p>\n\u003cp>So Perry-Zucker asked \u003ca href=\"https://ww2.kqed.org/news/series/baycurious\" target=\"_blank\" rel=\"noopener\">Bay Curious\u003c/a>:\u003c/p>\n\u003cp>\u003cstrong>Are there \u003cem>really\u003c/em> helicopters and airplanes patrolling Bay Area traffic? How do they ticket someone from the air?\u003c/strong>\u003c/p>\n\u003cp>[audio src=\"https://www.kqed.org/.stream/anon/radio/bay-curious/2016/12/SpeedLimitpodcastmastered.mp3\" Image=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2016/06/helicopter-1920x1280.jpg\" Title=\"How Much Truth Is There to Those 'Speed Enforced by Aircraft' Signs?\" program=\"Bay Curious\"]\u003c/p>\n\u003cp>Or, he speculated, are the signs simply an exaggeration meant to deter speeding motorists — without any real aircraft on patrol?\u003c/p>\n\u003cp>Jim Andrews says those signs are \u003cem>definitely\u003c/em> real. And he should know. He’s been a California Highway Patrol pilot for decades.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>“We don’t necessarily set up as many specific speed enforcement details as we did 10 or 15 years ago, predominantly because of the advent of Lidar,” said Andrews. (Lidar lets officers use lasers to pinpoint the speed of a vehicle.) “But there are still circumstances where we are definitely valuable, where traditional ground enforcement may not work.”\u003c/p>\n\u003cp>It’s easier from above, for example, to see drag racing or drivers crossing the double yellow.\u003c/p>\n\u003ch3>Patrolling from Above\u003c/h3>\n\u003cp>To find out how it all works, I climbed into one of the two helicopters that serve the CHP Golden Gate Division, which oversees all nine Bay Area counties. The air enforcement office also has two small airplanes at its headquarters at Napa County Airport — but that’s it for the fleet.\u003c/p>\n\u003cfigure id=\"attachment_10975832\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter5.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-10975832 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter5-800x533.jpg\" alt=\"Things are cramped inside the helicopter.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-960x640.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Things are cramped inside the helicopter. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Each aircraft has a pilot and paramedic on board, both CHP officers. That makes for cramped quarters in the back, where I stuff myself in between emergency equipment: oxygen tanks, a stretcher and medical supplies.\u003c/p>\n\u003cp>But as soon as we’re flying over I-580, it’s easy to see that Andrews is right. From up high, you can quickly get the lay of the land and spot speeding cars.\u003c/p>\n\u003cp>You can also get nauseous really quickly.\u003c/p>\n\u003cp>While we fly, radio calls come in from different voices and agencies. I can’t decipher them all, but Andrews points out a red car that officers have identified over the radio.\u003c/p>\n\u003cp>“It’s very easy to see. It stands out when someone’s going considerably faster,” he said. Pilots once used binoculars to spot the cars, but now the aircraft are equipped with high-definition cameras. Despite the technology, they still rely first and foremost on their eyes.\u003c/p>\n\u003cp>After spotting a suspected speeder, Andrews has to confirm that the car is, in fact, speeding. It’s not a high-tech process. He simply flies low above the car at either the same speed or slower.\u003c/p>\n\u003cp>On most freeways in the state, Caltrans has measured and painted perpendicular white lines every mile on the side of the road. You can see them from the helicopter window, or if you look closely when you drive by. Those are used to calculate speed.\u003c/p>\n\u003cp>Andrews starts his stopwatch when he flies over one and stops it when he hits the next. He knows the helicopter’s ground speed. And, since he’s flying the same speed or slower than the car below, he can tell if the car is speeding.\u003c/p>\n\u003cfigure id=\"attachment_10975829\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter2.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-10975829\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter2.png\" alt=\"CHP helicopters fly low over the roadways to spot lawbreakers.\" width=\"1920\" height=\"1218\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-400x254.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-800x508.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-1180x749.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-960x609.png 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">CHP helicopters fly low over the roadways to spot lawbreakers. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The officers in the air don’t actually land and issue tickets. That might cause a traffic accident. Instead, they radio down to another officer in a more ground-friendly vehicle, who then pulls over the offender. Typically, that officer is waiting and ready to go at a predetermined location. Both officers’ names are on the ticket and both must appear in court.\u003c/p>\n\u003cp>CHP press officer Daniel Hill said they once ticketed a motorcyclist who was caught racing through the streets. He got all the way home and was then surprised when an officer knocked on his door 20 minutes later. Helicopters had been watching him from the air and captured him on camera.\u003c/p>\n\u003ch3>But How Common Is It … Really?\u003c/h3>\n\u003cp>The California Highway Patrol used to rely heavily on this system of helicopters and small airplanes to monitor traffic, but these days aircraft enforcement has gone out of style. Budget cuts have rolled back the number of CHP aircraft and their total flying time. The small planes used to go on speed patrol once or twice a day. Now, they simply monitor speed while on general patrol for other things.\u003c/p>\n\u003cp>“It never was cost-effective for [helicopters] to go out and loiter over a section of freeway,” said Andrews.\u003c/p>\n\u003cp>Speed enforcement by aircraft has become especially rare in the last decade, since radar and Lidar devices made it possible for officers on the ground to catch speeders more efficiently.\u003c/p>\n\u003cp>Radar, which uses Doppler waves, sends that signal out across all lanes of traffic — feeding back whatever are the fastest and slowest speeds on the road. But it’s the relatively new precision of Lidar, or Light Detection and Ranging, utilizing laser technology, that has truly been a game changer.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Hill said it is impossible to say exactly how many tickets are issued each year by aircraft. That kind of data isn’t tracked in their database. But he admits it’s not many.\u003c/p>\n\u003cp>There are around 1 million traffic tickets issued annually in the Golden Gate District, so I asked: Is the number that comes from aircraft 10 or 10,000?\u003c/p>\n\u003cp>“It’s closer to 10,” said Hill.\u003c/p>\n\u003cp>And as long as there’s any chance it could happen, those “speed enforced by aircraft” signs aren’t just a scare tactic. They legally have to be posted, no matter how remote the possibility.\u003c/p>\n\u003ch3>Fighting Back\u003c/h3>\n\u003cp>“In the Bay Area, the only place I’ve ever dealt with it is out on 280,” said John Stanko, a traffic defense attorney in the Bay Area for the last 20 years. He’s defended a few clients who were ticketed by aircraft in that area, and said it’s most common in rural areas.\u003c/p>\n\u003cp>It’s possible to fight an aircraft-issued ticket, just as it’s possible to fight a regular one.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch2>Things That Must Happen for a Ticket to Hold Up in Court\u003c/h2>\n\u003cul>\n\u003cli>The speedometers in CHP cars must be calibrated every three months. Radar and Lidar devices must also be checked before each patrol.\u003c/li>\n\u003cli>Officers must complete three days of radar training, in addition to Lidar and visual estimation training. To be certified, they have to accurately estimate within 5 mph the speed of multiple cars during a test.\u003c/li>\n\u003cli>To use radar or Lidar for ticketing on non-highway roads, there also must be an up-to-date traffic and engineering survey for that road on file. Those surveys determine the 85th percentile of speed for all cars driving on that road. The speed limit then has to be set within the nearest 5 mph increment of that 85th percentile. You can see how on surface roads, where almost everyone drives significantly faster than the current posted speed limit, this can be problematic, Stanko pointed out.\u003c/li>\n\u003cli>If officials want to set the speed limit higher than the 85th percentile, they have to “justify where they set the speed,” said Stanko, meaning arguments must be made for unique or unsafe conditions.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>Again, both the air and ground officers have to appear in court if you choose to take the issue to court. Stanko also objects to the calculation of speed using a stopwatch from the helicopter and believes it’s more challenging for officers to identify a driver from the air, or to prove that they have the right person once the officer on the ground writes the ticket.\u003c/p>\n\u003cp>“There are a lot of arguments against these tickets,” he said, though he acknowledges they can be hard to win.\u003c/p>\n\u003cp>There also have to be signs posted at specific heights and sizes — those signs that our question-asker, Aaron Perry-Zucker, sees on Highway 5.\u003c/p>\n\u003ch3>Why Fly At All?\u003c/h3>\n\u003cp>If budgets are tight and speed enforcement by air is rare, then why use the aircraft at all?\u003c/p>\n\u003cp>“We’re patrolling the whole Bay Area,” Andrews said in the helicopter. “We’re available 24 hours a day, seven days a week.” The CHP aircraft can respond to incidents that local police or agencies don’t have the resources for.\u003c/p>\n\u003cp>The entire time we’re in the helicopter, Andrews keeps saying “anything can happen” when he’s on patrol, and you never know what’s coming.\u003c/p>\n\u003cp>I’m skeptical. How much can happen on a brief speed enforcement helicopter ride? What can they \u003cem>really \u003c/em>do on patrol from up here?\u003c/p>\n\u003cp>But then a call comes in over the radio. It involves codes and numbers and the stilted shorthand of emergency personnel and law enforcement, but I do catch a few details: 10-year-old male down, possible hit-and-run, juvenile on bike hit by a car, med-evac requested, someone is en route.\u003c/p>\n\u003cfigure id=\"attachment_10975831\" class=\"wp-caption alignleft\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter4.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-10975831 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter4-800x530.png\" alt=\"Andrews and a hospital medic discuss the situation on the roof of John Muir Medical Center.\" width=\"800\" height=\"530\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-800x530.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-400x265.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-1180x781.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-960x636.png 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Andrews and a hospital medic discuss the situation on the roof of John Muir Medical Center. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrews responds: This is CHP, we’re closer than whoever’s already been called, one minute out and available. Wave us in if needed.\u003c/p>\n\u003cp>Suddenly we’re descending into a parking lot in Richmond as the paramedic leans out the open helicopter door to guide Andrews into the painted asphalt circle that serves as a landing pad — while I try not to throw up and make things worse.\u003c/p>\n\u003cp>The chairs and equipment are quickly pulled out and rearranged, and a boy — conscious and without any obvious major injuries — is strapped to a stretcher across the floor of the helicopter. I wedge myself back behind the pilot’s seat and within 25 minutes from when the call came in, we’ve delivered him to the roof of the John Muir Medical Center in Walnut Creek.\u003c/p>\n\u003cp>After it’s over and we’re back at the CHP’s air enforcement office at Napa County Airport, I ask about a sign on the wall: “Speed enforced by drone.” It was a joke made by a Marin resident and gifted to the office. But don’t worry, said Andrews: “I don’t believe that’s ever going to happen.”\u003c/p>\n\u003cp>Drones capable of monitoring traffic would be even less cost-effective than helicopters, he said, and a drone wouldn’t be able to med-evac anyone.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"You can still get a speeding ticket via helicopter -- even if the likelihood these days is low.","status":"publish","parent":0,"modified":1700598537,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":46,"wordCount":1946},"headData":{"title":"How Much Truth Is There to Those 'Speed Enforced by Aircraft' Signs? | KQED","description":"You can still get a speeding ticket via helicopter -- even if the likelihood these days is low.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"How Much Truth Is There to Those 'Speed Enforced by Aircraft' Signs?","datePublished":"2016-12-22T16:00:36.000Z","dateModified":"2023-11-21T20:28:57.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"audioUrl":"https://www.kqed.org/.stream/anon/radio/bay-curious/2016/12/SpeedLimitpodcastmastered.mp3","customPermalink":"2016/06/30/how-much-truth-is-there-to-those-speed-enforced-by-aircraft-signs/","audioTrackLength":240,"path":"/news/10953748/how-much-truth-is-there-to-those-speed-enforced-by-aircraft-signs","audioDuration":254000,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>We’ve all seen the signs along the freeway warning us of eyes in the sky looking for speeders. A Bay Curious listener wanted to find out if someone really was up there ready to hand out tickets.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">E\u003c/span>\u003c/p>\u003cp>very time Aaron Perry-Zucker drives down I-5 between San Francisco and Los Angeles, he sees the signs: “Speed enforced by aircraft.” But he’s never seen an aircraft issue a ticket, and he can’t imagine how that even would work.\u003c/p>\n\u003cp>“It never really made sense,” he said. “It didn’t seem believable.”\u003c/p>\n\u003cp>So Perry-Zucker asked \u003ca href=\"https://ww2.kqed.org/news/series/baycurious\" target=\"_blank\" rel=\"noopener\">Bay Curious\u003c/a>:\u003c/p>\n\u003cp>\u003cstrong>Are there \u003cem>really\u003c/em> helicopters and airplanes patrolling Bay Area traffic? How do they ticket someone from the air?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"audio","attributes":{"named":{"src":"https://www.kqed.org/.stream/anon/radio/bay-curious/2016/12/SpeedLimitpodcastmastered.mp3","image":"https://ww2.kqed.org/wp-content/uploads/sites/10/2016/06/helicopter-1920x1280.jpg","title":"How Much Truth Is There to Those 'Speed Enforced by Aircraft' Signs?","program":"Bay Curious","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Or, he speculated, are the signs simply an exaggeration meant to deter speeding motorists — without any real aircraft on patrol?\u003c/p>\n\u003cp>Jim Andrews says those signs are \u003cem>definitely\u003c/em> real. And he should know. He’s been a California Highway Patrol pilot for decades.\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\" />\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>“We don’t necessarily set up as many specific speed enforcement details as we did 10 or 15 years ago, predominantly because of the advent of Lidar,” said Andrews. (Lidar lets officers use lasers to pinpoint the speed of a vehicle.) “But there are still circumstances where we are definitely valuable, where traditional ground enforcement may not work.”\u003c/p>\n\u003cp>It’s easier from above, for example, to see drag racing or drivers crossing the double yellow.\u003c/p>\n\u003ch3>Patrolling from Above\u003c/h3>\n\u003cp>To find out how it all works, I climbed into one of the two helicopters that serve the CHP Golden Gate Division, which oversees all nine Bay Area counties. The air enforcement office also has two small airplanes at its headquarters at Napa County Airport — but that’s it for the fleet.\u003c/p>\n\u003cfigure id=\"attachment_10975832\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter5.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-10975832 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter5-800x533.jpg\" alt=\"Things are cramped inside the helicopter.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-960x640.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Things are cramped inside the helicopter. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Each aircraft has a pilot and paramedic on board, both CHP officers. That makes for cramped quarters in the back, where I stuff myself in between emergency equipment: oxygen tanks, a stretcher and medical supplies.\u003c/p>\n\u003cp>But as soon as we’re flying over I-580, it’s easy to see that Andrews is right. From up high, you can quickly get the lay of the land and spot speeding cars.\u003c/p>\n\u003cp>You can also get nauseous really quickly.\u003c/p>\n\u003cp>While we fly, radio calls come in from different voices and agencies. I can’t decipher them all, but Andrews points out a red car that officers have identified over the radio.\u003c/p>\n\u003cp>“It’s very easy to see. It stands out when someone’s going considerably faster,” he said. Pilots once used binoculars to spot the cars, but now the aircraft are equipped with high-definition cameras. Despite the technology, they still rely first and foremost on their eyes.\u003c/p>\n\u003cp>After spotting a suspected speeder, Andrews has to confirm that the car is, in fact, speeding. It’s not a high-tech process. He simply flies low above the car at either the same speed or slower.\u003c/p>\n\u003cp>On most freeways in the state, Caltrans has measured and painted perpendicular white lines every mile on the side of the road. You can see them from the helicopter window, or if you look closely when you drive by. Those are used to calculate speed.\u003c/p>\n\u003cp>Andrews starts his stopwatch when he flies over one and stops it when he hits the next. He knows the helicopter’s ground speed. And, since he’s flying the same speed or slower than the car below, he can tell if the car is speeding.\u003c/p>\n\u003cfigure id=\"attachment_10975829\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter2.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-10975829\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter2.png\" alt=\"CHP helicopters fly low over the roadways to spot lawbreakers.\" width=\"1920\" height=\"1218\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-400x254.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-800x508.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-1180x749.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-960x609.png 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">CHP helicopters fly low over the roadways to spot lawbreakers. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The officers in the air don’t actually land and issue tickets. That might cause a traffic accident. Instead, they radio down to another officer in a more ground-friendly vehicle, who then pulls over the offender. Typically, that officer is waiting and ready to go at a predetermined location. Both officers’ names are on the ticket and both must appear in court.\u003c/p>\n\u003cp>CHP press officer Daniel Hill said they once ticketed a motorcyclist who was caught racing through the streets. He got all the way home and was then surprised when an officer knocked on his door 20 minutes later. Helicopters had been watching him from the air and captured him on camera.\u003c/p>\n\u003ch3>But How Common Is It … Really?\u003c/h3>\n\u003cp>The California Highway Patrol used to rely heavily on this system of helicopters and small airplanes to monitor traffic, but these days aircraft enforcement has gone out of style. Budget cuts have rolled back the number of CHP aircraft and their total flying time. The small planes used to go on speed patrol once or twice a day. Now, they simply monitor speed while on general patrol for other things.\u003c/p>\n\u003cp>“It never was cost-effective for [helicopters] to go out and loiter over a section of freeway,” said Andrews.\u003c/p>\n\u003cp>Speed enforcement by aircraft has become especially rare in the last decade, since radar and Lidar devices made it possible for officers on the ground to catch speeders more efficiently.\u003c/p>\n\u003cp>Radar, which uses Doppler waves, sends that signal out across all lanes of traffic — feeding back whatever are the fastest and slowest speeds on the road. But it’s the relatively new precision of Lidar, or Light Detection and Ranging, utilizing laser technology, that has truly been a game changer.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Hill said it is impossible to say exactly how many tickets are issued each year by aircraft. That kind of data isn’t tracked in their database. But he admits it’s not many.\u003c/p>\n\u003cp>There are around 1 million traffic tickets issued annually in the Golden Gate District, so I asked: Is the number that comes from aircraft 10 or 10,000?\u003c/p>\n\u003cp>“It’s closer to 10,” said Hill.\u003c/p>\n\u003cp>And as long as there’s any chance it could happen, those “speed enforced by aircraft” signs aren’t just a scare tactic. They legally have to be posted, no matter how remote the possibility.\u003c/p>\n\u003ch3>Fighting Back\u003c/h3>\n\u003cp>“In the Bay Area, the only place I’ve ever dealt with it is out on 280,” said John Stanko, a traffic defense attorney in the Bay Area for the last 20 years. He’s defended a few clients who were ticketed by aircraft in that area, and said it’s most common in rural areas.\u003c/p>\n\u003cp>It’s possible to fight an aircraft-issued ticket, just as it’s possible to fight a regular one.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch2>Things That Must Happen for a Ticket to Hold Up in Court\u003c/h2>\n\u003cul>\n\u003cli>The speedometers in CHP cars must be calibrated every three months. Radar and Lidar devices must also be checked before each patrol.\u003c/li>\n\u003cli>Officers must complete three days of radar training, in addition to Lidar and visual estimation training. To be certified, they have to accurately estimate within 5 mph the speed of multiple cars during a test.\u003c/li>\n\u003cli>To use radar or Lidar for ticketing on non-highway roads, there also must be an up-to-date traffic and engineering survey for that road on file. Those surveys determine the 85th percentile of speed for all cars driving on that road. The speed limit then has to be set within the nearest 5 mph increment of that 85th percentile. You can see how on surface roads, where almost everyone drives significantly faster than the current posted speed limit, this can be problematic, Stanko pointed out.\u003c/li>\n\u003cli>If officials want to set the speed limit higher than the 85th percentile, they have to “justify where they set the speed,” said Stanko, meaning arguments must be made for unique or unsafe conditions.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>Again, both the air and ground officers have to appear in court if you choose to take the issue to court. Stanko also objects to the calculation of speed using a stopwatch from the helicopter and believes it’s more challenging for officers to identify a driver from the air, or to prove that they have the right person once the officer on the ground writes the ticket.\u003c/p>\n\u003cp>“There are a lot of arguments against these tickets,” he said, though he acknowledges they can be hard to win.\u003c/p>\n\u003cp>There also have to be signs posted at specific heights and sizes — those signs that our question-asker, Aaron Perry-Zucker, sees on Highway 5.\u003c/p>\n\u003ch3>Why Fly At All?\u003c/h3>\n\u003cp>If budgets are tight and speed enforcement by air is rare, then why use the aircraft at all?\u003c/p>\n\u003cp>“We’re patrolling the whole Bay Area,” Andrews said in the helicopter. “We’re available 24 hours a day, seven days a week.” The CHP aircraft can respond to incidents that local police or agencies don’t have the resources for.\u003c/p>\n\u003cp>The entire time we’re in the helicopter, Andrews keeps saying “anything can happen” when he’s on patrol, and you never know what’s coming.\u003c/p>\n\u003cp>I’m skeptical. How much can happen on a brief speed enforcement helicopter ride? What can they \u003cem>really \u003c/em>do on patrol from up here?\u003c/p>\n\u003cp>But then a call comes in over the radio. It involves codes and numbers and the stilted shorthand of emergency personnel and law enforcement, but I do catch a few details: 10-year-old male down, possible hit-and-run, juvenile on bike hit by a car, med-evac requested, someone is en route.\u003c/p>\n\u003cfigure id=\"attachment_10975831\" class=\"wp-caption alignleft\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter4.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-10975831 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter4-800x530.png\" alt=\"Andrews and a hospital medic discuss the situation on the roof of John Muir Medical Center.\" width=\"800\" height=\"530\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-800x530.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-400x265.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-1180x781.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-960x636.png 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Andrews and a hospital medic discuss the situation on the roof of John Muir Medical Center. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrews responds: This is CHP, we’re closer than whoever’s already been called, one minute out and available. Wave us in if needed.\u003c/p>\n\u003cp>Suddenly we’re descending into a parking lot in Richmond as the paramedic leans out the open helicopter door to guide Andrews into the painted asphalt circle that serves as a landing pad — while I try not to throw up and make things worse.\u003c/p>\n\u003cp>The chairs and equipment are quickly pulled out and rearranged, and a boy — conscious and without any obvious major injuries — is strapped to a stretcher across the floor of the helicopter. I wedge myself back behind the pilot’s seat and within 25 minutes from when the call came in, we’ve delivered him to the roof of the John Muir Medical Center in Walnut Creek.\u003c/p>\n\u003cp>After it’s over and we’re back at the CHP’s air enforcement office at Napa County Airport, I ask about a sign on the wall: “Speed enforced by drone.” It was a joke made by a Marin resident and gifted to the office. But don’t worry, said Andrews: “I don’t believe that’s ever going to happen.”\u003c/p>\n\u003cp>Drones capable of monitoring traffic would be even less cost-effective than helicopters, he said, and a drone wouldn’t be able to med-evac anyone.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/10953748/how-much-truth-is-there-to-those-speed-enforced-by-aircraft-signs","authors":["1459"],"programs":["news_6944","news_33523"],"series":["news_17986"],"categories":["news_8","news_33520","news_1397"],"tags":["news_4090","news_4100"],"featImg":"news_10975828","label":"news_33523"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.","airtime":"SUN 2pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.possible.fm/","meta":{"site":"news","source":"Possible"},"link":"/radio/program/possible","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/possible/id1677184070","spotify":"https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"}},"1a":{"id":"1a","title":"1A","info":"1A is home to the national conversation. 1A brings on great guests and frames the best debate in ways that make you think, share and engage.","airtime":"MON-THU 11pm-12am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/1a.jpg","officialWebsiteLink":"https://the1a.org/","meta":{"site":"news","source":"npr"},"link":"/radio/program/1a","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=1188724250&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/1A-p947376/","rss":"https://feeds.npr.org/510316/podcast.xml"}},"all-things-considered":{"id":"all-things-considered","title":"All Things Considered","info":"Every weekday, \u003cem>All Things Considered\u003c/em> hosts Robert Siegel, Audie Cornish, Ari Shapiro, and Kelly McEvers present the program's trademark mix of news, interviews, commentaries, reviews, and offbeat features. Michel Martin hosts on the weekends.","airtime":"MON-FRI 1pm-2pm, 4:30pm-6:30pm\u003cbr />SAT-SUN 5pm-6pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/All-Things-Considered-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.npr.org/programs/all-things-considered/","meta":{"site":"news","source":"npr"},"link":"/radio/program/all-things-considered"},"american-suburb-podcast":{"id":"american-suburb-podcast","title":"American Suburb: The Podcast","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?","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/American-Suburb-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/news/series/american-suburb-podcast","meta":{"site":"news","source":"kqed","order":"13"},"link":"/news/series/american-suburb-podcast/","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?mt=2&id=1287748328","tuneIn":"https://tunein.com/radio/American-Suburb-p1086805/","rss":"https://ww2.kqed.org/news/series/american-suburb-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkMzMDExODgxNjA5"}},"baycurious":{"id":"baycurious","title":"Bay Curious","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.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg","imageAlt":"\"KQED Bay Curious","officialWebsiteLink":"/news/series/baycurious","meta":{"site":"news","source":"kqed","order":"4"},"link":"/podcasts/baycurious","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/bay-curious/id1172473406","npr":"https://www.npr.org/podcasts/500557090/bay-curious","rss":"https://ww2.kqed.org/news/category/bay-curious-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvbmV3cy9jYXRlZ29yeS9iYXktY3VyaW91cy1wb2RjYXN0L2ZlZWQvcG9kY2FzdA","stitcher":"https://www.stitcher.com/podcast/kqed/bay-curious","spotify":"https://open.spotify.com/show/6O76IdmhixfijmhTZLIJ8k"}},"bbc-world-service":{"id":"bbc-world-service","title":"BBC World Service","info":"The day's top stories from BBC News compiled twice daily in the week, once at weekends.","airtime":"MON-FRI 9pm-10pm, TUE-FRI 1am-2am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.bbc.co.uk/sounds/play/live:bbc_world_service","meta":{"site":"news","source":"BBC World Service"},"link":"/radio/program/bbc-world-service","subscribe":{"apple":"https://itunes.apple.com/us/podcast/global-news-podcast/id135067274?mt=2","tuneIn":"https://tunein.com/radio/BBC-World-Service-p455581/","rss":"https://podcasts.files.bbci.co.uk/p02nq0gn.rss"}},"code-switch-life-kit":{"id":"code-switch-life-kit","title":"Code Switch / Life Kit","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 />","airtime":"SUN 9pm-10pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Code-Switch-Life-Kit-Podcast-Tile-360x360-1.jpg","meta":{"site":"radio","source":"npr"},"link":"/radio/program/code-switch-life-kit","subscribe":{"apple":"https://podcasts.apple.com/podcast/1112190608?mt=2&at=11l79Y&ct=nprdirectory","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy","spotify":"https://open.spotify.com/show/3bExJ9JQpkwNhoHvaIIuyV","rss":"https://feeds.npr.org/510312/podcast.xml"}},"commonwealth-club":{"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","officialWebsiteLink":"https://www.commonwealthclub.org/podcasts","meta":{"site":"news","source":"Commonwealth Club of California"},"link":"/radio/program/commonwealth-club","subscribe":{"apple":"https://itunes.apple.com/us/podcast/commonwealth-club-of-california-podcast/id976334034?mt=2","google":"https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw","tuneIn":"https://tunein.com/radio/Commonwealth-Club-of-California-p1060/"}},"considerthis":{"id":"considerthis","title":"Consider This","tagline":"Make sense of the day","info":"Make sense of the day. Every weekday afternoon, Consider This helps you consider the major stories of the day in less than 15 minutes, featuring the reporting and storytelling resources of NPR. Plus, KQED’s Bianca Taylor brings you the local KQED news you need to know.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Consider-This-Podcast-Tile-703x703-1.jpg","imageAlt":"Consider This from NPR and KQED","officialWebsiteLink":"/podcasts/considerthis","meta":{"site":"news","source":"kqed","order":"7"},"link":"/podcasts/considerthis","subscribe":{"apple":"https://podcasts.apple.com/podcast/id1503226625?mt=2&at=11l79Y&ct=nprdirectory","npr":"https://rpb3r.app.goo.gl/coronavirusdaily","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM1NS9wb2RjYXN0LnhtbA","spotify":"https://open.spotify.com/show/3Z6JdCS2d0eFEpXHKI6WqH"}},"forum":{"id":"forum","title":"Forum","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","officialWebsiteLink":"/forum","meta":{"site":"news","source":"kqed","order":"8"},"link":"/forum","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/kqeds-forum/id73329719","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz","npr":"https://www.npr.org/podcasts/432307980/forum","stitcher":"https://www.stitcher.com/podcast/kqedfm-kqeds-forum-podcast","rss":"https://feeds.megaphone.fm/KQINC9557381633"}},"freakonomics-radio":{"id":"freakonomics-radio","title":"Freakonomics Radio","info":"Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. 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