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"content": "\u003cp>A member of a Bay Area group that says they are trying to prevent artificial intelligence from ending humanity was again arrested while protesting outside \u003ca href=\"https://www.kqed.org/news/tag/openai\">OpenAI\u003c/a>’s San Francisco headquarters Thursday in apparent violation of a court order.\u003c/p>\n\u003cp>Guido Reichstadter was booked into San Francisco County Jail on Thursday evening, records show, for allegedly violating a judge’s order that barred him from the premises following his previous arrest with members of Stop AI. The group \u003ca href=\"https://www.yahoo.com/news/articles/openais-sam-altman-served-subpoena-141003524.html\">made national headlines\u003c/a> last month when a member of their defense team served a subpoena to OpenAI CEO Sam Altman while he was onstage at San Francisco’s Sydney Goldstein Theater with Golden State Warriors head coach Steve Kerr.\u003c/p>\n\u003cp>“Every day is an opportunity to collectively reclaim our integrity and our sanity — to draw the line which says this far and no farther, to end the race to superintelligence — but these days are dwindling rapidly and we do not know which day will be the last before that opportunity is lost to us forever,” Reichstadter \u003ca href=\"https://x.com/wolflovesmelon/status/1996584982396211543\">posted on X\u003c/a> Wednesday while announcing he was planning to continue to protest OpenAI.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Reichstadter and Stop AI co-founder Sam Kirchner — along with co-defendant Wynd Kaufmyn — are awaiting trial for trespassing and other charges related to their continued protests outside OpenAI’s offices starting last year.\u003c/p>\n\u003cp>Attorneys for Altman have attempted to have his subpoena to testify at the criminal trial thrown out, but on Nov. 21, Judge Maria E. Evangelista ruled that that decision should be made by the judge who will be presiding over the trial.\u003c/p>\n\u003cp>Although the trial was set to start Friday, it was pushed back to Jan. 29. Records show Reichstadter remained in San Francisco County Jail without bond as of Friday.\u003c/p>\n\u003cfigure id=\"attachment_12066267\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066267\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1707\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-2000x1333.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-2048x1365.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Stop AI co-founder Sam Kirchner speaks into a bullhorn outside OpenAI’s headquarters in San Francisco on Feb. 22, 2025. A bench warrant has been issued for Kirchner, who did not appear for a court appearance for trespassing and other charges late last month. Kirchner recently separated from the group. \u003ccite>(Brian Krans/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Also on Nov. 21, Evangelista issued a bench warrant for Kirchner’s arrest when he failed to show for a court hearing. That same day, OpenAI’s offices were locked down following threats authorities believed to have come from Kirchner, as \u003ca href=\"https://www.wired.com/story/openai-office-lockdown-threat-san-francisco/?_sp=8f666012-7ff2-4d29-8dc9-047bbae3c137.1764640349753\">first reported by Wired\u003c/a>.\u003c/p>\n\u003cp>On Nov. 22, Stop AI \u003ca href=\"https://x.com/StopAI_Info/status/1992286218802073981\">posted on social media\u003c/a> that Kirchner assaulted a fellow member of the group. The attack and statements he made caused them to “fear that he might procure a weapon that he could use against employees of companies pursuing artificial superintelligence,” the post said, adding they still care about Kirchner.\u003c/p>\n\u003cp>Kirchner has since \u003ca href=\"https://x.com/No_AGI_/status/1991833980795326712\">posted on social media\u003c/a> that he is no longer associated with Stop AI.\u003c/p>\n\u003cp>The three co-defendants readily admit they prevented business operations at OpenAI as charged. Rather than setting out to prove their innocence, they said they were taking their misdemeanor charges to court to further raise awareness of their cause. They, among others who express extreme caution around the current development of AI, say there could soon be a point of no return between human intelligence and the artificial intelligence it is rapidly developing and deploying.[aside postID=news_12058013 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/GavinNewsomAISF2.jpg']“The actions that we took from October to February – nonviolently blocking the doors of OpenAI — have gotten attention around the world,” Reichstadter said. “They are the reason why Sam Altman was served a subpoena to appear to testify to the fact that he is consciously endangering the existence of humanity.”\u003c/p>\n\u003cp>OpenAI did not respond to requests for comment. An attorney representing Altman, Gabriel Bronshteyn, declined to comment.\u003c/p>\n\u003cp>In a statement, Stop AI said the trial “will be the first time in human history where a jury of normal people are asked about the extinction threat that AI poses to humanity.”\u003c/p>\n\u003cp>Stop AI consists mostly of a small group of people who once lived together in a house in West Oakland. Reichstadter said he left his two teenage children in Miami to move to Oakland to join the fight against the development of potentially harmful AI, while Kirchner — a former electrical engineering tech and neuroscience student — moved from Seattle to found Stop AI in the Bay Area last year. Kaufmyn spent more than 40 years teaching computer sciences at City College of San Francisco.\u003c/p>\n\u003cp>Stop AI members often cite Nobel laureate and “godfather of AI” Geoffrey Hinton, who has said there’s a 20% chance that forms of AI currently being developed could “\u003ca href=\"https://www.cnbc.com/2025/06/17/ai-godfather-geoffrey-hinton-theres-a-chance-that-ai-could-displace-humans.html\">wipe us out\u003c/a>.”\u003c/p>\n\u003cp>Of specific concern is artificial general intelligence, which OpenAI is trying to develop and defines as “AI systems that are generally smarter than humans.” \u003ca href=\"https://www.ibm.com/think/topics/artificial-general-intelligence\">Other definitions\u003c/a> suggest it applies to the moment when AI learns to solve problems beyond the limitations it has today.\u003c/p>\n\u003cfigure id=\"attachment_12066178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250310-TRUMP-SF-MD-05_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250310-TRUMP-SF-MD-05_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250310-TRUMP-SF-MD-05_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250310-TRUMP-SF-MD-05_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Mayor Daniel Lurie speaks at the opening of the new OpenAI headquarters in Mission Bay in San Francisco on March 10, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While OpenAI says it is developing AGI so it “benefits all of humanity,” Stop AI wants the government to shut it down immediately.\u003c/p>\n\u003cp>“There is no way to prove that something smarter than us will stay safe forever and won’t eventually want something that will lead to our extinction, similar to how we’ve caused the extinction of many less intelligent species, and that’s the risk here,” Kirchner said in an interview at a protest outside OpenAI in February. “They don’t have proof that it will stay safe forever. They’re literally building Skynet in there.”\u003c/p>\n\u003cp>Even while already facing charges from protests in 2024, Stop AI members continued to protest OpenAI, including in February when they chained the doors to the company’s headquarters on 3rd Street near Chase Center and sat in front of the doors until police removed some of them from the premises.\u003c/p>\n\u003cp>“We’re gonna lock the doors now to this company,” Kirchner said through a bullhorn. “This company should not exist if it’s trying to build something that they admit could kill us all. So we’re gonna put our bodies on the line and try to prevent them from building that AGI system. And we invite everyone who thinks that what they’re doing is not OK to join us in this act of civil disobedience.”\u003c/p>\n\u003cp>The protest occurred on a Saturday, when OpenAI’s offices were closed.[aside postID=news_12063401 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/OpenAiLawsuitsGetty.jpg']“What’s going on in this business is not a legitimate business. It’s a threat to all of us. We have a right to protect the ones we love. We have a right to protect our own lives. We have the right of necessity to take nonviolent direct action to stop an imminent threat to our lives,” Reichstadter said before putting a steel chain through the handles of the front door of the OpenAI offices and locking it.\u003c/p>\n\u003cp>Soon, he and others sat in front of the door as San Francisco police arrived and detained several people, including Reichstadter and Kaufmyn.\u003c/p>\n\u003cp>Ahead of the court hearing on Nov. 21, Kaufmyn and Reichstadter spoke at a press conference about their concerns around AI, its use in war and its potential dangers to future generations.\u003c/p>\n\u003cp>“There’s so many reasons to be concerned about AI, but when I went to these presentations, I learned that the fate of humanity, the existence of every human life on Earth, is at stake, and the time frame is much closer than you would think,” Kaufmyn said.\u003c/p>\n\u003cp>Kaufmyn said she’s not afraid to go to jail for protesting OpenAI if it benefits humanity.\u003c/p>\n\u003cp>“We fully believe there is a credible risk of human extinction within the next one to three years,” Kaufmyn said. “Imagine if you believed that, as I do, as my co-defendants do, what would you do? We — with heavy hearts and fear — decided that we need to do everything we can to stop this.”\u003c/p>\n\u003cp>Reichstadter said he’s away from his children because he wants to guarantee them a future.\u003c/p>\n\u003cp>“We are being pushed towards the edge of a cliff by the reckless actions of these companies, and no one knows how close that edge is,” he said. “It’s our responsibility — everyone who understands this threat — to take direct nonviolent action immediately to end the race to super intelligence, the suicide race, which these companies are leading humanity to.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Guido Reichstadter was booked into jail for allegedly violating a judge’s order that barred him from OpenAI’s premises. He and other members of Stop AI are awaiting trial for their repeated protests.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A member of a Bay Area group that says they are trying to prevent artificial intelligence from ending humanity was again arrested while protesting outside \u003ca href=\"https://www.kqed.org/news/tag/openai\">OpenAI\u003c/a>’s San Francisco headquarters Thursday in apparent violation of a court order.\u003c/p>\n\u003cp>Guido Reichstadter was booked into San Francisco County Jail on Thursday evening, records show, for allegedly violating a judge’s order that barred him from the premises following his previous arrest with members of Stop AI. The group \u003ca href=\"https://www.yahoo.com/news/articles/openais-sam-altman-served-subpoena-141003524.html\">made national headlines\u003c/a> last month when a member of their defense team served a subpoena to OpenAI CEO Sam Altman while he was onstage at San Francisco’s Sydney Goldstein Theater with Golden State Warriors head coach Steve Kerr.\u003c/p>\n\u003cp>“Every day is an opportunity to collectively reclaim our integrity and our sanity — to draw the line which says this far and no farther, to end the race to superintelligence — but these days are dwindling rapidly and we do not know which day will be the last before that opportunity is lost to us forever,” Reichstadter \u003ca href=\"https://x.com/wolflovesmelon/status/1996584982396211543\">posted on X\u003c/a> Wednesday while announcing he was planning to continue to protest OpenAI.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Reichstadter and Stop AI co-founder Sam Kirchner — along with co-defendant Wynd Kaufmyn — are awaiting trial for trespassing and other charges related to their continued protests outside OpenAI’s offices starting last year.\u003c/p>\n\u003cp>Attorneys for Altman have attempted to have his subpoena to testify at the criminal trial thrown out, but on Nov. 21, Judge Maria E. Evangelista ruled that that decision should be made by the judge who will be presiding over the trial.\u003c/p>\n\u003cp>Although the trial was set to start Friday, it was pushed back to Jan. 29. Records show Reichstadter remained in San Francisco County Jail without bond as of Friday.\u003c/p>\n\u003cfigure id=\"attachment_12066267\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066267\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1707\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-2000x1333.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_1391-2048x1365.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Stop AI co-founder Sam Kirchner speaks into a bullhorn outside OpenAI’s headquarters in San Francisco on Feb. 22, 2025. A bench warrant has been issued for Kirchner, who did not appear for a court appearance for trespassing and other charges late last month. Kirchner recently separated from the group. \u003ccite>(Brian Krans/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Also on Nov. 21, Evangelista issued a bench warrant for Kirchner’s arrest when he failed to show for a court hearing. That same day, OpenAI’s offices were locked down following threats authorities believed to have come from Kirchner, as \u003ca href=\"https://www.wired.com/story/openai-office-lockdown-threat-san-francisco/?_sp=8f666012-7ff2-4d29-8dc9-047bbae3c137.1764640349753\">first reported by Wired\u003c/a>.\u003c/p>\n\u003cp>On Nov. 22, Stop AI \u003ca href=\"https://x.com/StopAI_Info/status/1992286218802073981\">posted on social media\u003c/a> that Kirchner assaulted a fellow member of the group. The attack and statements he made caused them to “fear that he might procure a weapon that he could use against employees of companies pursuing artificial superintelligence,” the post said, adding they still care about Kirchner.\u003c/p>\n\u003cp>Kirchner has since \u003ca href=\"https://x.com/No_AGI_/status/1991833980795326712\">posted on social media\u003c/a> that he is no longer associated with Stop AI.\u003c/p>\n\u003cp>The three co-defendants readily admit they prevented business operations at OpenAI as charged. Rather than setting out to prove their innocence, they said they were taking their misdemeanor charges to court to further raise awareness of their cause. They, among others who express extreme caution around the current development of AI, say there could soon be a point of no return between human intelligence and the artificial intelligence it is rapidly developing and deploying.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“The actions that we took from October to February – nonviolently blocking the doors of OpenAI — have gotten attention around the world,” Reichstadter said. “They are the reason why Sam Altman was served a subpoena to appear to testify to the fact that he is consciously endangering the existence of humanity.”\u003c/p>\n\u003cp>OpenAI did not respond to requests for comment. An attorney representing Altman, Gabriel Bronshteyn, declined to comment.\u003c/p>\n\u003cp>In a statement, Stop AI said the trial “will be the first time in human history where a jury of normal people are asked about the extinction threat that AI poses to humanity.”\u003c/p>\n\u003cp>Stop AI consists mostly of a small group of people who once lived together in a house in West Oakland. Reichstadter said he left his two teenage children in Miami to move to Oakland to join the fight against the development of potentially harmful AI, while Kirchner — a former electrical engineering tech and neuroscience student — moved from Seattle to found Stop AI in the Bay Area last year. Kaufmyn spent more than 40 years teaching computer sciences at City College of San Francisco.\u003c/p>\n\u003cp>Stop AI members often cite Nobel laureate and “godfather of AI” Geoffrey Hinton, who has said there’s a 20% chance that forms of AI currently being developed could “\u003ca href=\"https://www.cnbc.com/2025/06/17/ai-godfather-geoffrey-hinton-theres-a-chance-that-ai-could-displace-humans.html\">wipe us out\u003c/a>.”\u003c/p>\n\u003cp>Of specific concern is artificial general intelligence, which OpenAI is trying to develop and defines as “AI systems that are generally smarter than humans.” \u003ca href=\"https://www.ibm.com/think/topics/artificial-general-intelligence\">Other definitions\u003c/a> suggest it applies to the moment when AI learns to solve problems beyond the limitations it has today.\u003c/p>\n\u003cfigure id=\"attachment_12066178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250310-TRUMP-SF-MD-05_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250310-TRUMP-SF-MD-05_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250310-TRUMP-SF-MD-05_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250310-TRUMP-SF-MD-05_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Mayor Daniel Lurie speaks at the opening of the new OpenAI headquarters in Mission Bay in San Francisco on March 10, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While OpenAI says it is developing AGI so it “benefits all of humanity,” Stop AI wants the government to shut it down immediately.\u003c/p>\n\u003cp>“There is no way to prove that something smarter than us will stay safe forever and won’t eventually want something that will lead to our extinction, similar to how we’ve caused the extinction of many less intelligent species, and that’s the risk here,” Kirchner said in an interview at a protest outside OpenAI in February. “They don’t have proof that it will stay safe forever. They’re literally building Skynet in there.”\u003c/p>\n\u003cp>Even while already facing charges from protests in 2024, Stop AI members continued to protest OpenAI, including in February when they chained the doors to the company’s headquarters on 3rd Street near Chase Center and sat in front of the doors until police removed some of them from the premises.\u003c/p>\n\u003cp>“We’re gonna lock the doors now to this company,” Kirchner said through a bullhorn. “This company should not exist if it’s trying to build something that they admit could kill us all. So we’re gonna put our bodies on the line and try to prevent them from building that AGI system. And we invite everyone who thinks that what they’re doing is not OK to join us in this act of civil disobedience.”\u003c/p>\n\u003cp>The protest occurred on a Saturday, when OpenAI’s offices were closed.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“What’s going on in this business is not a legitimate business. It’s a threat to all of us. We have a right to protect the ones we love. We have a right to protect our own lives. We have the right of necessity to take nonviolent direct action to stop an imminent threat to our lives,” Reichstadter said before putting a steel chain through the handles of the front door of the OpenAI offices and locking it.\u003c/p>\n\u003cp>Soon, he and others sat in front of the door as San Francisco police arrived and detained several people, including Reichstadter and Kaufmyn.\u003c/p>\n\u003cp>Ahead of the court hearing on Nov. 21, Kaufmyn and Reichstadter spoke at a press conference about their concerns around AI, its use in war and its potential dangers to future generations.\u003c/p>\n\u003cp>“There’s so many reasons to be concerned about AI, but when I went to these presentations, I learned that the fate of humanity, the existence of every human life on Earth, is at stake, and the time frame is much closer than you would think,” Kaufmyn said.\u003c/p>\n\u003cp>Kaufmyn said she’s not afraid to go to jail for protesting OpenAI if it benefits humanity.\u003c/p>\n\u003cp>“We fully believe there is a credible risk of human extinction within the next one to three years,” Kaufmyn said. “Imagine if you believed that, as I do, as my co-defendants do, what would you do? We — with heavy hearts and fear — decided that we need to do everything we can to stop this.”\u003c/p>\n\u003cp>Reichstadter said he’s away from his children because he wants to guarantee them a future.\u003c/p>\n\u003cp>“We are being pushed towards the edge of a cliff by the reckless actions of these companies, and no one knows how close that edge is,” he said. “It’s our responsibility — everyone who understands this threat — to take direct nonviolent action immediately to end the race to super intelligence, the suicide race, which these companies are leading humanity to.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The errant \u003ca href=\"https://www.kqed.org/news/tag/earthquake\">earthquake\u003c/a> warning that lit up phones across Northern California with a notice of a quake in Nevada on Thursday morning was not a result of a problem with the early warning delivery system or MyShake phone application, officials said.\u003c/p>\n\u003cp>At least four separate seismic stations detected ground motion “that told the system there was an earthquake,” which triggered the false warning of a magnitude 5.9 earthquake, according to officials with the U.S. Geological Survey.\u003c/p>\n\u003cp>The USGS quickly canceled the warning and posted a statement online that said there was no earthquake at all.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This is the very first time we’ve had what I call a through and through false alert delivery because of something that may have happened out somewhere out in the field,” ShakeAlert operations team lead Robert de Groot told KQED. “We’ve had occurrences where we’ve alerted more people than should have been alerted, but [in this case] something triggered the system, but it wasn’t an earthquake.”\u003c/p>\n\u003cp>USGS officials do not yet know what caused the shaking. De Groot said research teams are analyzing information from other seismic stations and could potentially launch a field investigation.\u003c/p>\n\u003cp>“Earth does different things all the time and we can’t know everything, but we’re continuing to improve the system to understand,” he said.\u003c/p>\n\u003cp>The alert, which urged people to “drop, cover and hold on” to prepare for imminent shaking, caused at least one TV station, KTVU, to report on the quake.\u003c/p>\n\u003cp>Four million Californians have downloaded\u003ca href=\"https://www.kqed.org/news/12059704/why-your-phone-may-get-a-loud-earthquake-test-alert-this-week-and-how-the-myshake-app-works\"> the MyShake app\u003c/a>, which provides real-time alerts for earthquakes on smartphones.\u003c/p>\n\u003cp>The app was developed at UC Berkeley’s Seismology Lab and funded by the California Governor’s Office of Emergency Services (Cal OES). It buzzes when an earthquake of a magnitude of 4.5 or higher occurs.\u003c/p>\n\u003cp>Berkeley’s seismology team posted a statement to social media at 9:55 a.m. about the false alert by the USGS ShakeAlert system and distrubuted by the MyShake phone application.\u003c/p>\n\u003cp>“This system has delivered more than 170 real alerts since 2019 and this incident is both unprecedented and rare,” MyShake said on \u003ca href=\"https://x.com/MyShakeApp/status/1996639456678629734\">X\u003c/a>. “Fortunately, there was no danger this morning, but this serves as a reminder that earthquake preparedness is essential.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The errant \u003ca href=\"https://www.kqed.org/news/tag/earthquake\">earthquake\u003c/a> warning that lit up phones across Northern California with a notice of a quake in Nevada on Thursday morning was not a result of a problem with the early warning delivery system or MyShake phone application, officials said.\u003c/p>\n\u003cp>At least four separate seismic stations detected ground motion “that told the system there was an earthquake,” which triggered the false warning of a magnitude 5.9 earthquake, according to officials with the U.S. Geological Survey.\u003c/p>\n\u003cp>The USGS quickly canceled the warning and posted a statement online that said there was no earthquake at all.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This is the very first time we’ve had what I call a through and through false alert delivery because of something that may have happened out somewhere out in the field,” ShakeAlert operations team lead Robert de Groot told KQED. “We’ve had occurrences where we’ve alerted more people than should have been alerted, but [in this case] something triggered the system, but it wasn’t an earthquake.”\u003c/p>\n\u003cp>USGS officials do not yet know what caused the shaking. De Groot said research teams are analyzing information from other seismic stations and could potentially launch a field investigation.\u003c/p>\n\u003cp>“Earth does different things all the time and we can’t know everything, but we’re continuing to improve the system to understand,” he said.\u003c/p>\n\u003cp>The alert, which urged people to “drop, cover and hold on” to prepare for imminent shaking, caused at least one TV station, KTVU, to report on the quake.\u003c/p>\n\u003cp>Four million Californians have downloaded\u003ca href=\"https://www.kqed.org/news/12059704/why-your-phone-may-get-a-loud-earthquake-test-alert-this-week-and-how-the-myshake-app-works\"> the MyShake app\u003c/a>, which provides real-time alerts for earthquakes on smartphones.\u003c/p>\n\u003cp>The app was developed at UC Berkeley’s Seismology Lab and funded by the California Governor’s Office of Emergency Services (Cal OES). It buzzes when an earthquake of a magnitude of 4.5 or higher occurs.\u003c/p>\n\u003cp>Berkeley’s seismology team posted a statement to social media at 9:55 a.m. about the false alert by the USGS ShakeAlert system and distrubuted by the MyShake phone application.\u003c/p>\n\u003cp>“This system has delivered more than 170 real alerts since 2019 and this incident is both unprecedented and rare,” MyShake said on \u003ca href=\"https://x.com/MyShakeApp/status/1996639456678629734\">X\u003c/a>. “Fortunately, there was no danger this morning, but this serves as a reminder that earthquake preparedness is essential.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "to-fix-oaklands-speeding-problem-automated-cameras-cant-do-it-alone",
"title": "To Fix Oakland’s Speeding Problem, Automated Cameras Can’t Do It Alone",
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"content": "\u003cp>For Oaklander Lucé Lu, the news this week that the city would soon be \u003ca href=\"https://www.kqed.org/news/12065601/oakland-begins-installing-speed-cameras-in-18-locations-with-tickets-coming-in-march\">installing automated speed cameras at 18 locations\u003c/a> couldn’t have come soon enough.\u003c/p>\n\u003cp>“ Honestly, it’s long overdue,” Lu said.\u003c/p>\n\u003cp>Standing next to a coffee shop on Broadway near downtown Oakland, Lu acknowledged that she had some concerns about the added surveillance the cameras would bring. Still, she said those worries were outweighed by her feeling that Oakland needs to address its speeding problem.\u003c/p>\n\u003cp>“ I see people that run through red [lights] constantly — all the time. It’s normalized, it’s like the culture here,” Lu said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A nearby stretch of Broadway between 26th and 27th streets is one of the sites the city has selected for its automated speed camera pilot. According to city data, 9.2% of drivers — over 1,000 per day — travel more than 10 mph over the speed limit on that block.\u003c/p>\n\u003cp>Another future location of a speed camera on Hegenberger Road sees more than 10,000 vehicles — 43% of all drivers — exceeding the speed limit by more than 10 mph daily.\u003c/p>\n\u003cfigure id=\"attachment_12065777\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065777\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-10-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-10-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-10-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-10-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Vehicles drive through the intersection of Broadway and 26th Street in Oakland on Dec. 2, 2025, where a speed-camera pilot program will install a camera on Broadway between 26th and 27th streets. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oakland is now on track to become the second California city, after San Francisco, to install automated speed cameras, realizing a hard-fought goal of many transportation and street safety advocates. The devices have a demonstrated track record of helping to reduce speeding in locations where they are placed.\u003c/p>\n\u003cp>But even as the city prepares to roll out the new program, local transit leaders acknowledge that the cameras are just a part of the work Oakland needs to do to make streets safer.\u003c/p>\n\u003cp>“ I don’t want to sit here and tell you I think this is going to solve everything,” said Josh Rowan, director of the Oakland Department of Transportation.[aside postID=news_12065601 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0007_GH-KQED.jpg']Rowan said that while the city is excited about the cameras, there are other factors besides speeding that contribute to dangerous driving in Oakland, like the design of some of the city’s streets.\u003c/p>\n\u003cp>“ They’re very long, they’re very straight, they don’t have many stop-controlled intersections and they just run like raceways. They’re very fast,” Rowan said, referring specifically to streets like East 12th, East 14th and East 21st.\u003c/p>\n\u003cp>About half of all of Oakland’s collisions are in intersections, when vehicles make left turns, Rowan said.\u003c/p>\n\u003cp>“We still can’t get away from things like the simple speed bump, or should we be rebuilding intersections as roundabouts?” Rowan said.\u003c/p>\n\u003cp>Standing at the intersection of 26th and Broadway, Justin Hu-Nguyen, co-executive director of mobility justice at Bike East Bay, has seen issues with the street that the incoming speed camera there can’t fix — like how wide the street is, which can \u003ca href=\"https://ssti.us/2016/10/31/more-evidence-that-wider-roads-encourage-speeding/\">encourage\u003c/a> drivers to speed.\u003c/p>\n\u003cp>“Even here on Broadway, [the street] is six lanes across. A camera doesn’t make this intersection safe,” Hu-Nguyen said.\u003c/p>\n\u003cfigure id=\"attachment_12065778\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065778\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-16-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-16-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-16-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-16-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Justin Hu-Nguyen stands near 26th Street and Broadway in Oakland on Dec. 2, 2025, a short distance from where a speed-camera pilot program will install a camera on Broadway between 26th and 27th streets. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Hu-Nguyen said Bike East Bay has mixed feelings about the cameras. On one hand, they are excited about Oakland implementing technology that will help encourage drivers to slow down, but they’re also concerned the project will take away precious city resources that could be spent on immediate, localized solutions.\u003c/p>\n\u003cp>“ People want cars to slow down, and for us, the way to do it is to build infrastructure to make [streets slower], whether it’s a raised crosswalk, a speed table or speed humps,” Hu-Nguyen said.\u003c/p>\n\u003cp>This year, 23 people have been killed in collisions in Oakland — the lowest recorded number of fatalities since 2019. City residents voted to fund street safety improvements with Measure KK in 2016 and Measure U in 2022, but Rowan said those were more “paving-centric type capital programs.”\u003c/p>\n\u003cp>“We’re looking as we go forward, should we be shifting the focus away from paving? Should we be looking at a more robust capital program focused on safety, where we actually get in and address some of these intersection issues?” Rowan said.\u003c/p>\n\u003cfigure id=\"attachment_12065779\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065779\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-19-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-19-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-19-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-19-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians cross at the intersection of Franklin and 7th Streets in Oakland on Dec. 2, 2025, near where a speed-camera pilot program will install a camera on 7th Street between Broadway and Franklin. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All of the 18 camera locations are situated on the city’s \u003ca href=\"https://www.oaklandca.gov/Public-Safety-Streets/Traffic-Safety/2024-High-Injury-Network-HIN\">High Injury Network\u003c/a>, the minority of streets where the majority of severe and fatal crashes happen.\u003c/p>\n\u003cp>The city expects installation of the cameras to be completed by mid-January. According to state law, the cameras must issue warnings for the first two months before they give out tickets.\u003c/p>\n\u003cp>Fines start at $50 for drivers traveling 11 mph or more over the posted speed limit, and top out at $500 for drivers driving more than 100 mph over the speed limit.\u003c/p>\n\u003cp>Speed cameras began issuing fines to drivers in San Francisco in August, and in October, \u003ca href=\"https://www.kqed.org/news/12058605/sf-speed-cameras-are-issuing-tons-of-tickets-and-slowing-drivers-sfmta-says\">the city reported\u003c/a> that two-thirds of vehicles that received a first violation did not receive a second.\u003c/p>\n\u003cfigure id=\"attachment_12065776\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065776\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic management cameras are installed at the intersection of Broadway and 26th Street in Oakland on Dec. 2, 2025, where a speed-camera pilot program will install a camera on Broadway between 26th and 27th streets. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Los Angeles, San José, Glendale and Long Beach are also planning to add the cameras in the coming years, as part of a statewide pilot program authorized by Gov. Gavin Newsom in 2023.\u003c/p>\n\u003cp>Rowan stressed that the speed cameras are a 5-year pilot program and that the city will be monitoring the effectiveness of camera placement.\u003c/p>\n\u003cp>“ Through this pilot, we have to demonstrate that the camera is reducing speed, and if it doesn’t, then we have to find another location,” Rowan said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For Oaklander Lucé Lu, the news this week that the city would soon be \u003ca href=\"https://www.kqed.org/news/12065601/oakland-begins-installing-speed-cameras-in-18-locations-with-tickets-coming-in-march\">installing automated speed cameras at 18 locations\u003c/a> couldn’t have come soon enough.\u003c/p>\n\u003cp>“ Honestly, it’s long overdue,” Lu said.\u003c/p>\n\u003cp>Standing next to a coffee shop on Broadway near downtown Oakland, Lu acknowledged that she had some concerns about the added surveillance the cameras would bring. Still, she said those worries were outweighed by her feeling that Oakland needs to address its speeding problem.\u003c/p>\n\u003cp>“ I see people that run through red [lights] constantly — all the time. It’s normalized, it’s like the culture here,” Lu said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A nearby stretch of Broadway between 26th and 27th streets is one of the sites the city has selected for its automated speed camera pilot. According to city data, 9.2% of drivers — over 1,000 per day — travel more than 10 mph over the speed limit on that block.\u003c/p>\n\u003cp>Another future location of a speed camera on Hegenberger Road sees more than 10,000 vehicles — 43% of all drivers — exceeding the speed limit by more than 10 mph daily.\u003c/p>\n\u003cfigure id=\"attachment_12065777\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065777\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-10-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-10-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-10-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-10-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Vehicles drive through the intersection of Broadway and 26th Street in Oakland on Dec. 2, 2025, where a speed-camera pilot program will install a camera on Broadway between 26th and 27th streets. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oakland is now on track to become the second California city, after San Francisco, to install automated speed cameras, realizing a hard-fought goal of many transportation and street safety advocates. The devices have a demonstrated track record of helping to reduce speeding in locations where they are placed.\u003c/p>\n\u003cp>But even as the city prepares to roll out the new program, local transit leaders acknowledge that the cameras are just a part of the work Oakland needs to do to make streets safer.\u003c/p>\n\u003cp>“ I don’t want to sit here and tell you I think this is going to solve everything,” said Josh Rowan, director of the Oakland Department of Transportation.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Rowan said that while the city is excited about the cameras, there are other factors besides speeding that contribute to dangerous driving in Oakland, like the design of some of the city’s streets.\u003c/p>\n\u003cp>“ They’re very long, they’re very straight, they don’t have many stop-controlled intersections and they just run like raceways. They’re very fast,” Rowan said, referring specifically to streets like East 12th, East 14th and East 21st.\u003c/p>\n\u003cp>About half of all of Oakland’s collisions are in intersections, when vehicles make left turns, Rowan said.\u003c/p>\n\u003cp>“We still can’t get away from things like the simple speed bump, or should we be rebuilding intersections as roundabouts?” Rowan said.\u003c/p>\n\u003cp>Standing at the intersection of 26th and Broadway, Justin Hu-Nguyen, co-executive director of mobility justice at Bike East Bay, has seen issues with the street that the incoming speed camera there can’t fix — like how wide the street is, which can \u003ca href=\"https://ssti.us/2016/10/31/more-evidence-that-wider-roads-encourage-speeding/\">encourage\u003c/a> drivers to speed.\u003c/p>\n\u003cp>“Even here on Broadway, [the street] is six lanes across. A camera doesn’t make this intersection safe,” Hu-Nguyen said.\u003c/p>\n\u003cfigure id=\"attachment_12065778\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065778\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-16-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-16-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-16-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-16-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Justin Hu-Nguyen stands near 26th Street and Broadway in Oakland on Dec. 2, 2025, a short distance from where a speed-camera pilot program will install a camera on Broadway between 26th and 27th streets. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Hu-Nguyen said Bike East Bay has mixed feelings about the cameras. On one hand, they are excited about Oakland implementing technology that will help encourage drivers to slow down, but they’re also concerned the project will take away precious city resources that could be spent on immediate, localized solutions.\u003c/p>\n\u003cp>“ People want cars to slow down, and for us, the way to do it is to build infrastructure to make [streets slower], whether it’s a raised crosswalk, a speed table or speed humps,” Hu-Nguyen said.\u003c/p>\n\u003cp>This year, 23 people have been killed in collisions in Oakland — the lowest recorded number of fatalities since 2019. City residents voted to fund street safety improvements with Measure KK in 2016 and Measure U in 2022, but Rowan said those were more “paving-centric type capital programs.”\u003c/p>\n\u003cp>“We’re looking as we go forward, should we be shifting the focus away from paving? Should we be looking at a more robust capital program focused on safety, where we actually get in and address some of these intersection issues?” Rowan said.\u003c/p>\n\u003cfigure id=\"attachment_12065779\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065779\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-19-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-19-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-19-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-19-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians cross at the intersection of Franklin and 7th Streets in Oakland on Dec. 2, 2025, near where a speed-camera pilot program will install a camera on 7th Street between Broadway and Franklin. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All of the 18 camera locations are situated on the city’s \u003ca href=\"https://www.oaklandca.gov/Public-Safety-Streets/Traffic-Safety/2024-High-Injury-Network-HIN\">High Injury Network\u003c/a>, the minority of streets where the majority of severe and fatal crashes happen.\u003c/p>\n\u003cp>The city expects installation of the cameras to be completed by mid-January. According to state law, the cameras must issue warnings for the first two months before they give out tickets.\u003c/p>\n\u003cp>Fines start at $50 for drivers traveling 11 mph or more over the posted speed limit, and top out at $500 for drivers driving more than 100 mph over the speed limit.\u003c/p>\n\u003cp>Speed cameras began issuing fines to drivers in San Francisco in August, and in October, \u003ca href=\"https://www.kqed.org/news/12058605/sf-speed-cameras-are-issuing-tons-of-tickets-and-slowing-drivers-sfmta-says\">the city reported\u003c/a> that two-thirds of vehicles that received a first violation did not receive a second.\u003c/p>\n\u003cfigure id=\"attachment_12065776\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065776\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic management cameras are installed at the intersection of Broadway and 26th Street in Oakland on Dec. 2, 2025, where a speed-camera pilot program will install a camera on Broadway between 26th and 27th streets. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Los Angeles, San José, Glendale and Long Beach are also planning to add the cameras in the coming years, as part of a statewide pilot program authorized by Gov. Gavin Newsom in 2023.\u003c/p>\n\u003cp>Rowan stressed that the speed cameras are a 5-year pilot program and that the city will be monitoring the effectiveness of camera placement.\u003c/p>\n\u003cp>“ Through this pilot, we have to demonstrate that the camera is reducing speed, and if it doesn’t, then we have to find another location,” Rowan said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "waymo-uber-lyft-to-expand-on-sfs-market-street-despite-pushback-from-transit-groups",
"title": "Waymo, Uber, Lyft to Expand on SF’s Market Street, Despite Pushback From Transit Groups",
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"content": "\u003cp>Ride-hailing companies will be allowed to serve riders on San Francisco’s Market Street 24 hours a day starting later this month, despite pleas from safe streets activists \u003ca href=\"https://www.kqed.org/news/12053305/advocates-warn-of-dangerous-and-chaotic-market-st-as-it-reopens-to-some-cars\">to return to a car-free roadway\u003c/a>.\u003c/p>\n\u003cp>Waymo and select Uber and Lyft vehicles are set to enter the third and final phase of a pilot program to allow the companies to drop off and pick up passengers on the road that’s been shuttered to cars since 2020, San Francisco Municipal Transportation Agency Director Julie Kirschbaum told the organization’s Board of Directors Tuesday.\u003c/p>\n\u003cp>“So far, activity has been fairly limited, and importantly, there have been no detrimental outcomes to our key transportation metrics,” Kirschbaum said. “Based on their findings, I believe this is a good time to shift to the next stage.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In August, the city allowed Waymo, Lyft and Uber Black cars to begin dropping off and picking up riders at seven loading bays along a two-mile stretch of Market Street during limited hours, in accordance with city policy.\u003c/p>\n\u003cp>The commercial vehicles have not been legally obligated to stay off the road under SFMTA traffic regulations, though \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">Waymo confirmed in April that it had\u003c/a> voluntarily refrained from operating there until the summer.\u003c/p>\n\u003cfigure id=\"attachment_12053385\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12053385\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An Uber and Lyft driver drops off a customer in San Francisco’s downtown neighborhood on Aug. 31, 2015. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Market Street had been completely car-free since January 2020, after more than a decade of advocacy from biking, pedestrian and transit supporters. The move was part of the citywide “Better Market Street” \u003ca href=\"https://bettermarketstreetsf.org/about.html\">proposal\u003c/a>, which aimed to transform the city’s central roadway to “connect the City’s Civic Center with cultural, social, convention, tourism, and retail destinations.”\u003c/p>\n\u003cp>But Mayor Daniel Lurie has said that reopening Market Street to some ride-hailing cars was key to his plan for downtown revitalization.\u003c/p>\n\u003cp>“The Market Street corridor is key to our city’s recovery, and by thoughtfully expanding transportation options, we are going to bring residents and visitors back to enjoy everything Market Street has to offer,” he said in a statement when the pilot launched in August. “We are identifying the tools to get people back to our theaters, hotels, and restaurants, and drive San Francisco’s comeback.”\u003c/p>\n\u003cp>For the past three months, Waymo has been allowed to pick up and drop off passengers at seven locations between Fifth and Eighth streets between 9 a.m. and 4 p.m., and overnight from 7 p.m. to 6 a.m. They’ve had permission to drive on the strip between Van Ness Avenue and Steuart Street.[aside postID=news_12063805 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty.jpg']Uber and Lyft Black — or premium line — cars have been allowed to operate at those same locations during the evening and night hours, from 7 p.m. to 6 a.m.\u003c/p>\n\u003cp>So far, Jenny Delumo with SFMTA’s Streets Division said there’s been virtually no impact on travel time along Market, and no decrease in Muni ridership or bike use. She did note, however, that some bikers and pedestrians have raised concerns about the vehicles’ return.\u003c/p>\n\u003cp>Kirschbaum said that SFMTA will continue monitoring impacts as companies scale up their operations. The agency plans to return to the board of directors in mid-2026 with a full evaluation of the pilot program and recommendations for future vehicle access.\u003c/p>\n\u003cp>While the Mid Market Community Benefits District, a nonprofit that promotes local businesses, praised the rideshare expansion and asked SFMTA to reopen Market Street to all traffic, safe street advocacy groups are pushing for the city to reverse course.\u003c/p>\n\u003cp>San Francisco Bicycle Coalition Executive Director Christopher White said the organization’s thousand members are feeling the impact of a more crowded roadway during public comment at SFMTA’s meeting on Tuesday. He also questioned the value of opening the road, claiming that the ride-hailing apps have continued to avoid drop-offs and pick-ups because the seven loading bays are often full.\u003c/p>\n\u003cfigure id=\"attachment_11944379\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11944379 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS16535_IMG_0443.JPG-scaled-e1764810192572.jpg\" alt=\"A closeup shot of a black vehicle with a pink Lyft sticker and a black and white Uber sticker on the left side of its windshield. The vehicle sits idle, waiting to pick up a customer.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Transit officials greenlit an expansion of rideshare operations to 24-hour-a-day service on San Francisco’s downtown Market Street. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At the same time, though, he said the expansion has led to “more private vehicles illegally driving on Market Street.\u003c/p>\n\u003cp>“And who can blame them, when to all appearances, Market Street is back open to cars?” White said.\u003c/p>\n\u003cp>Walk SF Executive Director Jodie Medeiros urged SFMTA to adopt its own community advisory committee’s motion, presented last month, to close the loophole in city policy that allows commercial vehicles to operate. The committee recommended limiting commercial operations to just goods deliveries to businesses.\u003c/p>\n\u003cp>“We can’t go back to a dangerous and chaotic Market Street,” she said. “More autonomous vehicle companies, including Tesla, are coming to San Francisco streets and will bring thousands more trips every day. And they’ll want, or just take, the access that Waymo is getting now.\u003c/p>\n\u003cp>“If it becomes a dangerous, congested mess again, it is going to seriously harm transit service and safety, and it certainly will not help the economic recovery of downtown,” she continued.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ride-hailing companies will be allowed to serve riders on San Francisco’s Market Street 24 hours a day starting later this month, despite pleas from safe streets activists \u003ca href=\"https://www.kqed.org/news/12053305/advocates-warn-of-dangerous-and-chaotic-market-st-as-it-reopens-to-some-cars\">to return to a car-free roadway\u003c/a>.\u003c/p>\n\u003cp>Waymo and select Uber and Lyft vehicles are set to enter the third and final phase of a pilot program to allow the companies to drop off and pick up passengers on the road that’s been shuttered to cars since 2020, San Francisco Municipal Transportation Agency Director Julie Kirschbaum told the organization’s Board of Directors Tuesday.\u003c/p>\n\u003cp>“So far, activity has been fairly limited, and importantly, there have been no detrimental outcomes to our key transportation metrics,” Kirschbaum said. “Based on their findings, I believe this is a good time to shift to the next stage.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In August, the city allowed Waymo, Lyft and Uber Black cars to begin dropping off and picking up riders at seven loading bays along a two-mile stretch of Market Street during limited hours, in accordance with city policy.\u003c/p>\n\u003cp>The commercial vehicles have not been legally obligated to stay off the road under SFMTA traffic regulations, though \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">Waymo confirmed in April that it had\u003c/a> voluntarily refrained from operating there until the summer.\u003c/p>\n\u003cfigure id=\"attachment_12053385\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12053385\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An Uber and Lyft driver drops off a customer in San Francisco’s downtown neighborhood on Aug. 31, 2015. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Market Street had been completely car-free since January 2020, after more than a decade of advocacy from biking, pedestrian and transit supporters. The move was part of the citywide “Better Market Street” \u003ca href=\"https://bettermarketstreetsf.org/about.html\">proposal\u003c/a>, which aimed to transform the city’s central roadway to “connect the City’s Civic Center with cultural, social, convention, tourism, and retail destinations.”\u003c/p>\n\u003cp>But Mayor Daniel Lurie has said that reopening Market Street to some ride-hailing cars was key to his plan for downtown revitalization.\u003c/p>\n\u003cp>“The Market Street corridor is key to our city’s recovery, and by thoughtfully expanding transportation options, we are going to bring residents and visitors back to enjoy everything Market Street has to offer,” he said in a statement when the pilot launched in August. “We are identifying the tools to get people back to our theaters, hotels, and restaurants, and drive San Francisco’s comeback.”\u003c/p>\n\u003cp>For the past three months, Waymo has been allowed to pick up and drop off passengers at seven locations between Fifth and Eighth streets between 9 a.m. and 4 p.m., and overnight from 7 p.m. to 6 a.m. They’ve had permission to drive on the strip between Van Ness Avenue and Steuart Street.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Uber and Lyft Black — or premium line — cars have been allowed to operate at those same locations during the evening and night hours, from 7 p.m. to 6 a.m.\u003c/p>\n\u003cp>So far, Jenny Delumo with SFMTA’s Streets Division said there’s been virtually no impact on travel time along Market, and no decrease in Muni ridership or bike use. She did note, however, that some bikers and pedestrians have raised concerns about the vehicles’ return.\u003c/p>\n\u003cp>Kirschbaum said that SFMTA will continue monitoring impacts as companies scale up their operations. The agency plans to return to the board of directors in mid-2026 with a full evaluation of the pilot program and recommendations for future vehicle access.\u003c/p>\n\u003cp>While the Mid Market Community Benefits District, a nonprofit that promotes local businesses, praised the rideshare expansion and asked SFMTA to reopen Market Street to all traffic, safe street advocacy groups are pushing for the city to reverse course.\u003c/p>\n\u003cp>San Francisco Bicycle Coalition Executive Director Christopher White said the organization’s thousand members are feeling the impact of a more crowded roadway during public comment at SFMTA’s meeting on Tuesday. He also questioned the value of opening the road, claiming that the ride-hailing apps have continued to avoid drop-offs and pick-ups because the seven loading bays are often full.\u003c/p>\n\u003cfigure id=\"attachment_11944379\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11944379 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS16535_IMG_0443.JPG-scaled-e1764810192572.jpg\" alt=\"A closeup shot of a black vehicle with a pink Lyft sticker and a black and white Uber sticker on the left side of its windshield. The vehicle sits idle, waiting to pick up a customer.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Transit officials greenlit an expansion of rideshare operations to 24-hour-a-day service on San Francisco’s downtown Market Street. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At the same time, though, he said the expansion has led to “more private vehicles illegally driving on Market Street.\u003c/p>\n\u003cp>“And who can blame them, when to all appearances, Market Street is back open to cars?” White said.\u003c/p>\n\u003cp>Walk SF Executive Director Jodie Medeiros urged SFMTA to adopt its own community advisory committee’s motion, presented last month, to close the loophole in city policy that allows commercial vehicles to operate. The committee recommended limiting commercial operations to just goods deliveries to businesses.\u003c/p>\n\u003cp>“We can’t go back to a dangerous and chaotic Market Street,” she said. “More autonomous vehicle companies, including Tesla, are coming to San Francisco streets and will bring thousands more trips every day. And they’ll want, or just take, the access that Waymo is getting now.\u003c/p>\n\u003cp>“If it becomes a dangerous, congested mess again, it is going to seriously harm transit service and safety, and it certainly will not help the economic recovery of downtown,” she continued.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "oakland-begins-installing-speed-cameras-in-18-locations-with-tickets-coming-in-march",
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"content": "\u003cp>Speeding drivers in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> will soon receive tickets from automated speed cameras in 18 different locations, the city announced Monday.\u003c/p>\n\u003cp>The city will install the cameras over the next several weeks, with an estimated completion date of mid-January. Per state law, the cameras must issue warnings for 60 days after they come online before they start ticketing.\u003c/p>\n\u003cp>City leaders hailed the program as a meaningful step to make Oakland streets safer. According to a city-wide crash \u003ca href=\"https://cao-94612.s3.us-west-2.amazonaws.com/documents/Crash-Analysis-2017-2021_2025-04-01-195338_efvu.pdf\">analysis\u003c/a>, there are two traffic-related injuries or deaths in Oakland every week. The data also showed stark racial disparities — Black Oaklanders are four times more likely than their white neighbors to be killed or injured while walking on city streets.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Too many Oaklanders are being hurt or killed because of dangerous speeding,” Oakland Mayor Barbara Lee said in a press release. “This program is a smart, life-saving step forward and brings us closer to streets where everyone can travel safely.”\u003c/p>\n\u003cp>The installation of the cameras comes more than two years after Gov. Gavin Newsom signed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a>, which authorized six California cities, including San José, Oakland and San Francisco, to pilot automated speed camera systems for a five-year period. Oakland is now the second city to make good on the law, after speed cameras \u003ca href=\"https://www.kqed.org/news/12050882/sfs-speed-cameras-a-good-first-step-but-bittersweet-for-families-of-speeding-victims\">went online in 33 locations in San Francisco in August\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"OakDOT: Proposed Speed Safety Camera Locations\" aria-label=\"Map\" id=\"“san-jose”\" src=\"https://oakgis.maps.arcgis.com/apps/instant/basic/index.html?appid=b683cfc6bb1040498714103744ba91f0\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"650\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Oakland’s cameras will be installed along the city’s High Injury Network — the 8% of city streets that account for 60% of severe and fatal collisions. Oakland has recorded 23 traffic deaths in the city so far this year, a majority of which occurred on high-injury corridors. Traffic deaths have trended downward since 2022, when traffic collisions killed 36 people on city streets.\u003c/p>\n\u003cp>The report also said speeding is one of the most common causes of severe and fatal crashes in the city.\u003c/p>\n\u003cp>“Saving lives is our top priority, and managing vehicle speed is one of the most effective strategies we have to prevent these tragic fatalities,” said Josh Rowan, Director of the Oakland Department of Transportation.[aside postID=news_12064587 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/image-9.png']A \u003ca href=\"https://www.ntsb.gov/safety/safety-studies/Documents/SS1701.pdf\">2017 study\u003c/a> from the National Transportation Safety Board concluded that automated speed enforcement is “an effective countermeasure to reduce speeding-related crashes, fatalities, and injuries.” However, the study acknowledges some limitations: automated speed enforcement does not stop a driver from speeding at the time of the offense, and leaves a driver free to continue speeding, as opposed to a traditional traffic stop by a police officer.\u003c/p>\n\u003cp>San Francisco has \u003ca href=\"https://www.kqed.org/news/12058605/sf-speed-cameras-are-issuing-tons-of-tickets-and-slowing-drivers-sfmta-says\">reported promising results\u003c/a> since automated speed cameras went online there in August. In the first four months of the cameras issuing fines or warnings, the city reported a major decrease in speeding at speed camera locations. A San Francisco Municipal Transportation Agency study tracking speeds along 15 of the corridors where the cameras have been installed found an average of 72% reduction in speeding. SFMTA recorded 260,142 warnings and citations sent to drivers over the summer.\u003c/p>\n\u003cp>As in San Francisco, drivers caught speeding by a camera in Oakland can expect to pay:\u003c/p>\n\u003cul>\n\u003cli>A $50 fee for going 11–15 mph over the posted speed limit;\u003c/li>\n\u003cli>$100 for going 16–25 mph over;\u003c/li>\n\u003cli>$200 for going 26 mph or more over the speed limit.\u003c/li>\n\u003cli>Additionally, any driver traveling more than 100 mph on city streets can expect a $500 ticket from the cameras.\u003c/li>\n\u003c/ul>\n\u003cp>Oakland also plans to offer a 50%–80% fine reduction for drivers who are unable to pay their tickets.\u003c/p>\n\u003cp>The remaining four cities authorized to implement speed cameras by AB 645 have trailed behind Oakland and San Francisco. While \u003ca href=\"https://www.kqed.org/news/12058285/san-jose-launches-new-red-light-cameras-in-effort-to-reduce-traffic-deaths\">San José launched four new red-light cameras\u003c/a> this fall, the city has proposed locations for automated speed cameras, and then stalled its plans to install them in 2025.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Speeding drivers in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> will soon receive tickets from automated speed cameras in 18 different locations, the city announced Monday.\u003c/p>\n\u003cp>The city will install the cameras over the next several weeks, with an estimated completion date of mid-January. Per state law, the cameras must issue warnings for 60 days after they come online before they start ticketing.\u003c/p>\n\u003cp>City leaders hailed the program as a meaningful step to make Oakland streets safer. According to a city-wide crash \u003ca href=\"https://cao-94612.s3.us-west-2.amazonaws.com/documents/Crash-Analysis-2017-2021_2025-04-01-195338_efvu.pdf\">analysis\u003c/a>, there are two traffic-related injuries or deaths in Oakland every week. The data also showed stark racial disparities — Black Oaklanders are four times more likely than their white neighbors to be killed or injured while walking on city streets.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Too many Oaklanders are being hurt or killed because of dangerous speeding,” Oakland Mayor Barbara Lee said in a press release. “This program is a smart, life-saving step forward and brings us closer to streets where everyone can travel safely.”\u003c/p>\n\u003cp>The installation of the cameras comes more than two years after Gov. Gavin Newsom signed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a>, which authorized six California cities, including San José, Oakland and San Francisco, to pilot automated speed camera systems for a five-year period. Oakland is now the second city to make good on the law, after speed cameras \u003ca href=\"https://www.kqed.org/news/12050882/sfs-speed-cameras-a-good-first-step-but-bittersweet-for-families-of-speeding-victims\">went online in 33 locations in San Francisco in August\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"OakDOT: Proposed Speed Safety Camera Locations\" aria-label=\"Map\" id=\"“san-jose”\" src=\"https://oakgis.maps.arcgis.com/apps/instant/basic/index.html?appid=b683cfc6bb1040498714103744ba91f0\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"650\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Oakland’s cameras will be installed along the city’s High Injury Network — the 8% of city streets that account for 60% of severe and fatal collisions. Oakland has recorded 23 traffic deaths in the city so far this year, a majority of which occurred on high-injury corridors. Traffic deaths have trended downward since 2022, when traffic collisions killed 36 people on city streets.\u003c/p>\n\u003cp>The report also said speeding is one of the most common causes of severe and fatal crashes in the city.\u003c/p>\n\u003cp>“Saving lives is our top priority, and managing vehicle speed is one of the most effective strategies we have to prevent these tragic fatalities,” said Josh Rowan, Director of the Oakland Department of Transportation.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>A \u003ca href=\"https://www.ntsb.gov/safety/safety-studies/Documents/SS1701.pdf\">2017 study\u003c/a> from the National Transportation Safety Board concluded that automated speed enforcement is “an effective countermeasure to reduce speeding-related crashes, fatalities, and injuries.” However, the study acknowledges some limitations: automated speed enforcement does not stop a driver from speeding at the time of the offense, and leaves a driver free to continue speeding, as opposed to a traditional traffic stop by a police officer.\u003c/p>\n\u003cp>San Francisco has \u003ca href=\"https://www.kqed.org/news/12058605/sf-speed-cameras-are-issuing-tons-of-tickets-and-slowing-drivers-sfmta-says\">reported promising results\u003c/a> since automated speed cameras went online there in August. In the first four months of the cameras issuing fines or warnings, the city reported a major decrease in speeding at speed camera locations. A San Francisco Municipal Transportation Agency study tracking speeds along 15 of the corridors where the cameras have been installed found an average of 72% reduction in speeding. SFMTA recorded 260,142 warnings and citations sent to drivers over the summer.\u003c/p>\n\u003cp>As in San Francisco, drivers caught speeding by a camera in Oakland can expect to pay:\u003c/p>\n\u003cul>\n\u003cli>A $50 fee for going 11–15 mph over the posted speed limit;\u003c/li>\n\u003cli>$100 for going 16–25 mph over;\u003c/li>\n\u003cli>$200 for going 26 mph or more over the speed limit.\u003c/li>\n\u003cli>Additionally, any driver traveling more than 100 mph on city streets can expect a $500 ticket from the cameras.\u003c/li>\n\u003c/ul>\n\u003cp>Oakland also plans to offer a 50%–80% fine reduction for drivers who are unable to pay their tickets.\u003c/p>\n\u003cp>The remaining four cities authorized to implement speed cameras by AB 645 have trailed behind Oakland and San Francisco. While \u003ca href=\"https://www.kqed.org/news/12058285/san-jose-launches-new-red-light-cameras-in-effort-to-reduce-traffic-deaths\">San José launched four new red-light cameras\u003c/a> this fall, the city has proposed locations for automated speed cameras, and then stalled its plans to install them in 2025.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "from-rust-to-robots-the-east-bay-bids-for-a-high-tech-revival",
"title": "From Rust to Robots, the East Bay Bids for a High-Tech Revival",
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"content": "\u003cp>After a year of testing and tooling around \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> city streets, Zoox announced it is making its robotaxis available to the public, starting with free rides for those who join a waitlist.\u003c/p>\n\u003cp>Zoox’s green vehicles are eye-catching. They aren’t built like cars. They have no steering wheel or pedals, all four seats face inward and some people refer to them as toasters on wheels.\u003c/p>\n\u003cp>They’re notable in another way, too. They’re \u003ca href=\"https://www.youtube.com/watch?v=lfAt803DQMw\">manufactured in Hayward\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As factory jobs continue their decades-long decline across the country, the East Bay is doubling down on precision manufacturing, betting its proximity to Silicon Valley’s labs and talent pools will help lift a slumping industrial base into a new era. Alameda County’s manufacturing sector expanded by 10% over the same period, reaching nearly 94,000 jobs.\u003c/p>\n\u003cp>Old timers will recall that the East Bay has a storied history of building cars, most famously the \u003ca href=\"https://www.kqed.org/forum/201005210900/tesla-and-toyota-at-nummi\">NUMMI\u003c/a> plant in Fremont, taken over by \u003ca href=\"https://www.kqed.org/forum/2010101883541/the-unpredictable-volatile-world-of-elon-musk-and-tesla\">Tesla\u003c/a> in 2010, now operating the biggest auto plant in the United States.\u003c/p>\n\u003cp>But ask anyone at Zoox and they’ll tell you, they’re not building cars. They’re designing robots that happen to carry people.\u003c/p>\n\u003cfigure id=\"attachment_12064734\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064734\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1125\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED-1200x675.jpg 1200w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Zoox robo taxi is assembled at the company’s manufacturing facility in Hayward. \u003ccite>(Courtesy of Zoox, Inc.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We do not classify ourselves as in the automotive sector. We are in the robotic sector,” said Corrado Lanzone, vice president of manufacturing operations at Zoox, acquired by \u003ca href=\"https://apnews.com/article/amazon-zoox-robotaxis-manufacturing-plant-8c34ae849ccb10eaa7e6e5266d6de8e8\">Amazon\u003c/a> in 2020.\u003c/p>\n\u003cp>Lanzone told KQED that one of Hayward’s biggest benefits is its proximity to Silicon Valley and its \u003ca href=\"https://www.kqed.org/news/11732182/is-the-future-of-automotive-engineering-in-silicon-valley-ask-this-german-auto-giant\">culture of innovation\u003c/a>.\u003c/p>\n\u003cp>That means the mechanical engineers in Hayward have an easier time collaborating with the software engineers at Zoox’s headquarters in Foster City.[aside postID=news_12064374 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/TeslaFremontGetty.jpg']Zoox launched its manufacturing operation in a 220,000-square-foot, repurposed \u003ca href=\"https://www.youtube.com/watch?v=-Ds6QiEp9yg\">Gillig bus \u003c/a>manufacturing facility last June, and ultimately hopes to produce up to 10,000 vehicles a year. While about 100 people work for Zoox in Hayward today, the company anticipates hiring more.\u003c/p>\n\u003cp>It’s not just Hayward driving the advanced manufacturing bus in Alameda County. Fremont and Newark are doing it, too, according to the \u003ca href=\"https://www.resilienteastbay.org\">East Bay Economic Development Alliance\u003c/a>, a public-private partnership covering Alameda and Contra Costa counties.\u003c/p>\n\u003cp>Together, the three cities have positioned themselves as an \u003ca href=\"https://www.resilienteastbay.org/map/\">emerging regional hub\u003c/a> for high‑value sectors like advanced transportation, biomedical, food and beverage, climate tech, and, yes, robotics. Fremont hosts Tesla, Applied Materials, and dozens of precision-hardware suppliers. Newark hosts Lucid Motors’ engineering and prototype plant.\u003c/p>\n\u003cp>By protecting industrial land, expediting permits, and modernizing infrastructure, the three cities have drawn a concentration of robotics, electric vehicle, biotech-hardware and clean-tech manufacturers that did not exist at this scale 15 years ago.\u003c/p>\n\u003cfigure id=\"attachment_12064736\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064736\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/250730-WAYMOFILE_00136_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/250730-WAYMOFILE_00136_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/250730-WAYMOFILE_00136_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/250730-WAYMOFILE_00136_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Zoox autonomous vehicle drives through 16th Street and Potrero in San Francisco on July 22, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area is too expensive to lure most manufacturing work, but because of its established base of technological talent, companies like Zoox find an attractive value proposition in building things close to headquarters, “especially in the early stages of trying to fine tune and commercialize a product that’s going to be made at scale,” said Stephen Baiter, executive director of the East Bay Economic Development Alliance.\u003c/p>\n\u003cp>Baiter calls what’s happening in the region a “convergence effect.” That is to say, companies like Tesla, Applied Materials and Zoox are capitalizing on the regional talent pool, its strong research and development ecosystem, availability of production space, and supportive local economic development policies as reasons why the region is an attractive place to scale operations.\u003c/p>\n\u003cp>While the East Bay’s biggest employers are education, health services, and professional/technical services, manufacturing is a major player, and one that’s growing.\u003c/p>\n\u003cp>“It’s anywhere between 20 to 30% of our gross regional product. Employment-wise, it’s closer to 10%. But still a substantial sector, however you want to slice it,” Baiter said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After a year of testing and tooling around \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> city streets, Zoox announced it is making its robotaxis available to the public, starting with free rides for those who join a waitlist.\u003c/p>\n\u003cp>Zoox’s green vehicles are eye-catching. They aren’t built like cars. They have no steering wheel or pedals, all four seats face inward and some people refer to them as toasters on wheels.\u003c/p>\n\u003cp>They’re notable in another way, too. They’re \u003ca href=\"https://www.youtube.com/watch?v=lfAt803DQMw\">manufactured in Hayward\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As factory jobs continue their decades-long decline across the country, the East Bay is doubling down on precision manufacturing, betting its proximity to Silicon Valley’s labs and talent pools will help lift a slumping industrial base into a new era. Alameda County’s manufacturing sector expanded by 10% over the same period, reaching nearly 94,000 jobs.\u003c/p>\n\u003cp>Old timers will recall that the East Bay has a storied history of building cars, most famously the \u003ca href=\"https://www.kqed.org/forum/201005210900/tesla-and-toyota-at-nummi\">NUMMI\u003c/a> plant in Fremont, taken over by \u003ca href=\"https://www.kqed.org/forum/2010101883541/the-unpredictable-volatile-world-of-elon-musk-and-tesla\">Tesla\u003c/a> in 2010, now operating the biggest auto plant in the United States.\u003c/p>\n\u003cp>But ask anyone at Zoox and they’ll tell you, they’re not building cars. They’re designing robots that happen to carry people.\u003c/p>\n\u003cfigure id=\"attachment_12064734\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064734\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1125\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-From-Rust-to-Robots-02-KQED-1200x675.jpg 1200w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Zoox robo taxi is assembled at the company’s manufacturing facility in Hayward. \u003ccite>(Courtesy of Zoox, Inc.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We do not classify ourselves as in the automotive sector. We are in the robotic sector,” said Corrado Lanzone, vice president of manufacturing operations at Zoox, acquired by \u003ca href=\"https://apnews.com/article/amazon-zoox-robotaxis-manufacturing-plant-8c34ae849ccb10eaa7e6e5266d6de8e8\">Amazon\u003c/a> in 2020.\u003c/p>\n\u003cp>Lanzone told KQED that one of Hayward’s biggest benefits is its proximity to Silicon Valley and its \u003ca href=\"https://www.kqed.org/news/11732182/is-the-future-of-automotive-engineering-in-silicon-valley-ask-this-german-auto-giant\">culture of innovation\u003c/a>.\u003c/p>\n\u003cp>That means the mechanical engineers in Hayward have an easier time collaborating with the software engineers at Zoox’s headquarters in Foster City.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Zoox launched its manufacturing operation in a 220,000-square-foot, repurposed \u003ca href=\"https://www.youtube.com/watch?v=-Ds6QiEp9yg\">Gillig bus \u003c/a>manufacturing facility last June, and ultimately hopes to produce up to 10,000 vehicles a year. While about 100 people work for Zoox in Hayward today, the company anticipates hiring more.\u003c/p>\n\u003cp>It’s not just Hayward driving the advanced manufacturing bus in Alameda County. Fremont and Newark are doing it, too, according to the \u003ca href=\"https://www.resilienteastbay.org\">East Bay Economic Development Alliance\u003c/a>, a public-private partnership covering Alameda and Contra Costa counties.\u003c/p>\n\u003cp>Together, the three cities have positioned themselves as an \u003ca href=\"https://www.resilienteastbay.org/map/\">emerging regional hub\u003c/a> for high‑value sectors like advanced transportation, biomedical, food and beverage, climate tech, and, yes, robotics. Fremont hosts Tesla, Applied Materials, and dozens of precision-hardware suppliers. Newark hosts Lucid Motors’ engineering and prototype plant.\u003c/p>\n\u003cp>By protecting industrial land, expediting permits, and modernizing infrastructure, the three cities have drawn a concentration of robotics, electric vehicle, biotech-hardware and clean-tech manufacturers that did not exist at this scale 15 years ago.\u003c/p>\n\u003cfigure id=\"attachment_12064736\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064736\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/250730-WAYMOFILE_00136_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/250730-WAYMOFILE_00136_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/250730-WAYMOFILE_00136_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/250730-WAYMOFILE_00136_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Zoox autonomous vehicle drives through 16th Street and Potrero in San Francisco on July 22, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area is too expensive to lure most manufacturing work, but because of its established base of technological talent, companies like Zoox find an attractive value proposition in building things close to headquarters, “especially in the early stages of trying to fine tune and commercialize a product that’s going to be made at scale,” said Stephen Baiter, executive director of the East Bay Economic Development Alliance.\u003c/p>\n\u003cp>Baiter calls what’s happening in the region a “convergence effect.” That is to say, companies like Tesla, Applied Materials and Zoox are capitalizing on the regional talent pool, its strong research and development ecosystem, availability of production space, and supportive local economic development policies as reasons why the region is an attractive place to scale operations.\u003c/p>\n\u003cp>While the East Bay’s biggest employers are education, health services, and professional/technical services, manufacturing is a major player, and one that’s growing.\u003c/p>\n\u003cp>“It’s anywhere between 20 to 30% of our gross regional product. Employment-wise, it’s closer to 10%. But still a substantial sector, however you want to slice it,” Baiter said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Protests at Microsoft Conference Target Tech Giant’s Ties With Israeli Military",
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"headTitle": "Protests at Microsoft Conference Target Tech Giant’s Ties With Israeli Military | KQED",
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"content": "\u003cp>Protestors gathered outside \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s George Moscone Center on Tuesday at \u003ca href=\"https://www.kqed.org/news/tag/microsoft\">Microsoft\u003c/a>’s largest annual conference to demand that the tech giant cut all remaining ties with the Israeli military.\u003c/p>\n\u003cp>The group of former and current Microsoft workers descended on Microsoft Ignite, which had attracted over 15,000 attendees to showcase the company’s latest cloud and Artificial Intelligence innovations.\u003c/p>\n\u003cp>Organized by the group No Azure for Apartheid, the demonstrators claim that despite recent policy changes, Microsoft continues to provide essential cloud computing services supporting Israel’s military operations in Gaza and the West Bank.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Microsoft thinks that they can pacify us with these half measures,” said Joe Lopez, a former engineer who disrupted CEO Satya Nadella’s keynote speech in May. “We are here until Microsoft cuts all ties with Israel.”\u003c/p>\n\u003cp>After reports surfaced that the company’s technology was being used for mass surveillance of Palestinians, Microsoft reportedly cut off access to some of its services for Unit 8200, an Israeli military intelligence unit. It also introduced a new internal reporting mechanism for employees to flag practices that they believe may violate company policies.\u003c/p>\n\u003cfigure id=\"attachment_12064638\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064638\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-07-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Former Microsoft employee Hossam Nasr leads pro-Palestinian protesters rallying outside of the Microsoft Ignite conference in San Francisco in chants and calling on the company to cut ties with the Israeli military and government on Nov. 18, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the protesters argued that this step was insufficient, claiming the company still maintains contracts with other branches of the Israeli military and government.\u003c/p>\n\u003cp>They also called attention to Microsoft Azure, a cloud computing platform that allows clients to rent powerful computing and storage capacity over the internet.\u003c/p>\n\u003cp>Organizer and former Microsoft worker Hossam Nasr explained that modern military operations require massive data processing for surveillance and AI targeting systems, capabilities that the Israeli government cannot maintain without external support from major tech firms.[aside postID=news_12064351 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251117-STANFORDTRIAL-JG-7_qed.jpg']He referred to cloud and AI services as “the bombs and bullets of the 21st century.”\u003c/p>\n\u003cp>“The Israeli military would not have been able to be as destructive, as deadly, as brutal in its genocide in Gaza, if it were not for the technology provided by Microsoft,” Nasr said.\u003c/p>\n\u003cp>Before the rally unfolded outside the conference center, there was a disruption inside — Microsoft employee Patrick Fort interrupted CEO Judson Althoff’s opening keynote speech and resigned in protest.\u003c/p>\n\u003cp>Fort, a senior software engineer who had been at Microsoft for seven years, worked on systems supporting the Azure platform. He said he sent a mass resignation email to his colleagues before standing up in the bleachers to shout at Althoff. He was then escorted out by personnel.\u003c/p>\n\u003cp>“I recognize that my work at Microsoft, my labor, is enabling the genocide in some small way,” Fort told KQED shortly after leaving the venue. “The only way I saw to effectively stop that was to leave.”\u003c/p>\n\u003cfigure id=\"attachment_12064642\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064642\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-09-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-09-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-09-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-09-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Patrick Fort and other pro-Palestinian protesters rally outside of the Microsoft Ignite conference in San Francisco to call on the company to cut ties with the Israel military and government on Nov. 18, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a statement responding to Monday’s protest, a Microsoft spokesperson said that “appropriate teams are engaged to help minimize these disruptions.”\u003c/p>\n\u003cp>“We respect the right to peaceful assembly and ask that it be done in a way that does not cause business disruption,” the statement read.\u003c/p>\n\u003cp>Fort acknowledged that for many tech workers, the conflict can feel distant, but he urged his former colleagues to consider the downstream effects of the software they build.\u003c/p>\n\u003cp>“We all have to draw a line for what our work enables,” Fort said. “Ultimately, I believe that we, as individuals, have to think more than just [about] our own self-interest.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Protestors gathered outside \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s George Moscone Center on Tuesday at \u003ca href=\"https://www.kqed.org/news/tag/microsoft\">Microsoft\u003c/a>’s largest annual conference to demand that the tech giant cut all remaining ties with the Israeli military.\u003c/p>\n\u003cp>The group of former and current Microsoft workers descended on Microsoft Ignite, which had attracted over 15,000 attendees to showcase the company’s latest cloud and Artificial Intelligence innovations.\u003c/p>\n\u003cp>Organized by the group No Azure for Apartheid, the demonstrators claim that despite recent policy changes, Microsoft continues to provide essential cloud computing services supporting Israel’s military operations in Gaza and the West Bank.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Microsoft thinks that they can pacify us with these half measures,” said Joe Lopez, a former engineer who disrupted CEO Satya Nadella’s keynote speech in May. “We are here until Microsoft cuts all ties with Israel.”\u003c/p>\n\u003cp>After reports surfaced that the company’s technology was being used for mass surveillance of Palestinians, Microsoft reportedly cut off access to some of its services for Unit 8200, an Israeli military intelligence unit. It also introduced a new internal reporting mechanism for employees to flag practices that they believe may violate company policies.\u003c/p>\n\u003cfigure id=\"attachment_12064638\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064638\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-07-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Former Microsoft employee Hossam Nasr leads pro-Palestinian protesters rallying outside of the Microsoft Ignite conference in San Francisco in chants and calling on the company to cut ties with the Israeli military and government on Nov. 18, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the protesters argued that this step was insufficient, claiming the company still maintains contracts with other branches of the Israeli military and government.\u003c/p>\n\u003cp>They also called attention to Microsoft Azure, a cloud computing platform that allows clients to rent powerful computing and storage capacity over the internet.\u003c/p>\n\u003cp>Organizer and former Microsoft worker Hossam Nasr explained that modern military operations require massive data processing for surveillance and AI targeting systems, capabilities that the Israeli government cannot maintain without external support from major tech firms.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>He referred to cloud and AI services as “the bombs and bullets of the 21st century.”\u003c/p>\n\u003cp>“The Israeli military would not have been able to be as destructive, as deadly, as brutal in its genocide in Gaza, if it were not for the technology provided by Microsoft,” Nasr said.\u003c/p>\n\u003cp>Before the rally unfolded outside the conference center, there was a disruption inside — Microsoft employee Patrick Fort interrupted CEO Judson Althoff’s opening keynote speech and resigned in protest.\u003c/p>\n\u003cp>Fort, a senior software engineer who had been at Microsoft for seven years, worked on systems supporting the Azure platform. He said he sent a mass resignation email to his colleagues before standing up in the bleachers to shout at Althoff. He was then escorted out by personnel.\u003c/p>\n\u003cp>“I recognize that my work at Microsoft, my labor, is enabling the genocide in some small way,” Fort told KQED shortly after leaving the venue. “The only way I saw to effectively stop that was to leave.”\u003c/p>\n\u003cfigure id=\"attachment_12064642\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12064642\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-09-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-09-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-09-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251119-MICROSOFT-GAZA-PROTEST-MD-09-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Patrick Fort and other pro-Palestinian protesters rally outside of the Microsoft Ignite conference in San Francisco to call on the company to cut ties with the Israel military and government on Nov. 18, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a statement responding to Monday’s protest, a Microsoft spokesperson said that “appropriate teams are engaged to help minimize these disruptions.”\u003c/p>\n\u003cp>“We respect the right to peaceful assembly and ask that it be done in a way that does not cause business disruption,” the statement read.\u003c/p>\n\u003cp>Fort acknowledged that for many tech workers, the conflict can feel distant, but he urged his former colleagues to consider the downstream effects of the software they build.\u003c/p>\n\u003cp>“We all have to draw a line for what our work enables,” Fort said. “Ultimately, I believe that we, as individuals, have to think more than just [about] our own self-interest.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A group of civil liberties and immigrant support organizations is suing \u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a>, alleging the city’s widespread use of hundreds of automated license plate readers amounts to a “deeply invasive” mass surveillance system that violates residents’ rights to privacy in California.\u003c/p>\n\u003cp>The city’s \u003ca href=\"https://www.kqed.org/news/11983813/san-jose-adding-hundreds-of-license-plate-readers-amid-privacy-and-efficacy-concerns\">current arsenal of readers\u003c/a>, often mounted on streetlight poles, is approaching 500, following an aggressive expansion push last year headed up by San José’s Police Chief Paul Joseph and Mayor Matt Mahan, under the banner of improved safety for residents. The lawsuit said the cameras scanned more than 361 million license plates last year in the city.\u003c/p>\n\u003cp>San José is far from alone in relying heavily on mass surveillance technologies, and not the only city to be sued for its alleged misuse.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Many \u003ca href=\"https://www.kqed.org/news/11989977/san-franciscos-new-license-plate-readers-are-leading-to-arrests-and-concerns-about-privacy\">other cities\u003c/a> are also adding to their arrays of cameras, listening devices and scanners, and on Tuesday, the same day the lawsuit against San José was filed, Oakland was also sued, alleging that its police department has shared license plate reader data with federal agencies, going against state law.\u003c/p>\n\u003cp>California’s Attorney General Rob Bonta has also cracked down on similar violations, suing the city of El Cajon in October over its refusal to comply with the more than decade-old state law, SB 34, that bans such data from being shared with federal agencies or out-of-state law enforcement.\u003c/p>\n\u003cfigure id=\"attachment_12047902\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12047902\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/240418-SJPDFILE-JG-6_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/240418-SJPDFILE-JG-6_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/240418-SJPDFILE-JG-6_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/240418-SJPDFILE-JG-6_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The exterior of the San José Police Department headquarters on April 18, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In San José, attorneys with the American Civil Liberties Union of Northern California and the Electronic Frontier Foundation, the organizations that filed the suit, say that because the city has so many readers and retains the plate and car data for a year, its surveillance of residents “is especially pervasive in both time and space.”\u003c/p>\n\u003cp>The lawsuit was filed on behalf of the California chapter of the Council on American Islamic Relations, known as CAIR-CA, and the Services, Immigrant Rights and Education Network, known as SIREN.\u003c/p>\n\u003cp>“For Muslim, immigrant, and other marginalized communities that already live with profiling, the idea that police can map your trips to the mosque, your lawyer, or your doctor — without a warrant — is chilling,” Zahra Billoo, executive director of the San Francisco Bay Area office of CAIR, wrote in an email.\u003c/p>\n\u003cp>The city’s cameras, from surveillance company Flock Safety, capture license plates on cars, but also the car’s make and model and other characteristics like roof racks or bumper stickers, and those captures happen millions of times each month. Flock’s software pings police when a car matching a “hotlist” is scanned by the cameras.[aside postID=news_11983813 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1020x680.jpg']However, the lawsuit filed Tuesday doesn’t attack the use of the systems for quickly comparing cars to any current hotlists, attorneys say. Rather, the alleged violations of privacy rights and rights to be free from unreasonable searches and seizures stem from the police department’s retrospective reviews of the millions of data points the city keeps for a year.\u003c/p>\n\u003cp>Nick Hidalgo, a staff attorney for the ACLU of Northern California, said the lawsuit asks a judge to require San José police officers and other law enforcement agencies to get a warrant when they want to search the vast troves of stored data.\u003c/p>\n\u003cp>“It would be one thing if San José retained information for three minutes to check a license plate against a hotlist to make sure it wasn’t actively involved in an ongoing crime or an investigation,” Hidalgo said. “But that’s not what they do. They keep them for an entire year, which means that they can go back and look and see where a driver went to obtain medical care, where they worked, whether they attended a protest, or where they take their kids to school. It’s a huge overall scope problem.”\u003c/p>\n\u003cp>In April 2024, following a promotional event where Mayor Mahan climbed a ladder to help install a Flock camera in an East Side neighborhood, the city’s own data privacy officer, Albert Gehami, told KQED that keeping data not related to an investigation for a year is “excessive” and out of line with what many other police departments do.\u003c/p>\n\u003cp>The city attorney’s office at the time said if the City Council wanted to change the city’s policy on how long data is retained, they could, but no such action has been proposed.\u003c/p>\n\u003cfigure id=\"attachment_12005552\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005552\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader.jpg\" alt=\"\" width=\"2000\" height=\"1323\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-800x529.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1536x1016.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1920x1270.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An automated license plate reader is seen mounted on a pole on June 13, 2024, in San Francisco, California. Just across the Bay Bridge, Oakland is installing new automated license plate readers from the state. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city attorney’s office did not respond to a request for comment on Tuesday. The police department declined to comment due to the pending litigation.\u003c/p>\n\u003cp>Mahan, in a statement sent to KQED, said the city has “built in robust data privacy and security measures throughout our ALPR system, including regular deletion of collected data that is not being actively used in an investigation.”\u003c/p>\n\u003cp>“While we take seriously our responsibility for data privacy and security, we can’t let fear of new tools get in the way of the safety of our families, especially given that this system is a big part of the reason we’ve solved 100% of homicides over the past three years,” he said.\u003c/p>\n\u003cp>The lawsuit cites the city’s Flock Transparency Portal data, showing there were 923,159 hotlist hits out of the city’s 361,494,941 total scans in 2024, or roughly 0.2% of scans. “In other words, nearly everyone whose ALPR information is stored by San José were under no suspicion whatsoever at the time the ALPR system captured that information,” the lawsuit said.[aside postID=news_12058285 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/GettyImages-1073937084-2000x1333.jpg']Between June 5, 2024, and June 17, 2025, the lawsuit said San José police officers conducted 261,711 searches of its Flock database, averaging several hundred times per day.\u003c/p>\n\u003cp>But because the department also shares its data with law enforcement agencies up and down the state, the database was searched a total of 3,965,519 times during that same period.\u003c/p>\n\u003cp>“Short of choosing not to drive, there is no way for a person traveling within the city of San José to avoid having their location information caught up in the SJPD’s ALPR surveillance web,” the lawsuit said. “Yet many San José residents have no choice but to drive because the city is a car-dependent series of communities, too large to commute by foot and often lacking meaningful public transportation alternatives.”\u003c/p>\n\u003cp>While public safety officials have touted the use of the readers as a way to cut down crime and improve safety, the police department has previously refused to offer data points or metrics to show how the systems are a success.\u003c/p>\n\u003cp>“We like to measure our success in terms of usefulness in our pursuit of public safety by solving and reducing crime,” Sgt. Jorge Garibay, a department spokesperson, told KQED in 2024.\u003c/p>\n\u003cp>“Crime trends fluctuate, as do crime types. What most of these have in common is a mode of transportation to and from the scene of crime. When that mode is a vehicle, ALPR success is achieved when a hit has been broadcasted and officers have a tangible lead to follow up on.”\u003c/p>\n\u003cfigure id=\"attachment_11989256\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11989256\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San José Police Department squad car in San José on April 18, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Hidalgo, from the ACLU, said the system vendors like Flock Safety or Vigilant will always point to a handful of cases where the technology was useful for law enforcement. The San José Police Department’s Flock Safety portal, for example, also has a list of about 30 past incidents in 2024 and 2023 where the technology was used to make an arrest.\u003c/p>\n\u003cp>“But when you compare how often they are actually useful to just how much information they’re collecting and how rare those hits are … it really shows you that these are not the right technologies to protect people,” Hidalgo said.\u003c/p>\n\u003cp>The attorneys could have brought a similar lawsuit in many cities or jurisdictions in the state, Hidalgo said, as dragnet surveillance has become more commonplace. But the privacy violations are even worse in San José, due to the size and scope of its system, he said.\u003c/p>\n\u003cp>“But we’re very hopeful that if we obtain a positive ruling in this case, that it will encourage other jurisdictions … to reconsider how they use their license plate reader data.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Many \u003ca href=\"https://www.kqed.org/news/11989977/san-franciscos-new-license-plate-readers-are-leading-to-arrests-and-concerns-about-privacy\">other cities\u003c/a> are also adding to their arrays of cameras, listening devices and scanners, and on Tuesday, the same day the lawsuit against San José was filed, Oakland was also sued, alleging that its police department has shared license plate reader data with federal agencies, going against state law.\u003c/p>\n\u003cp>California’s Attorney General Rob Bonta has also cracked down on similar violations, suing the city of El Cajon in October over its refusal to comply with the more than decade-old state law, SB 34, that bans such data from being shared with federal agencies or out-of-state law enforcement.\u003c/p>\n\u003cfigure id=\"attachment_12047902\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12047902\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/240418-SJPDFILE-JG-6_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/240418-SJPDFILE-JG-6_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/240418-SJPDFILE-JG-6_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/240418-SJPDFILE-JG-6_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The exterior of the San José Police Department headquarters on April 18, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In San José, attorneys with the American Civil Liberties Union of Northern California and the Electronic Frontier Foundation, the organizations that filed the suit, say that because the city has so many readers and retains the plate and car data for a year, its surveillance of residents “is especially pervasive in both time and space.”\u003c/p>\n\u003cp>The lawsuit was filed on behalf of the California chapter of the Council on American Islamic Relations, known as CAIR-CA, and the Services, Immigrant Rights and Education Network, known as SIREN.\u003c/p>\n\u003cp>“For Muslim, immigrant, and other marginalized communities that already live with profiling, the idea that police can map your trips to the mosque, your lawyer, or your doctor — without a warrant — is chilling,” Zahra Billoo, executive director of the San Francisco Bay Area office of CAIR, wrote in an email.\u003c/p>\n\u003cp>The city’s cameras, from surveillance company Flock Safety, capture license plates on cars, but also the car’s make and model and other characteristics like roof racks or bumper stickers, and those captures happen millions of times each month. Flock’s software pings police when a car matching a “hotlist” is scanned by the cameras.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>However, the lawsuit filed Tuesday doesn’t attack the use of the systems for quickly comparing cars to any current hotlists, attorneys say. Rather, the alleged violations of privacy rights and rights to be free from unreasonable searches and seizures stem from the police department’s retrospective reviews of the millions of data points the city keeps for a year.\u003c/p>\n\u003cp>Nick Hidalgo, a staff attorney for the ACLU of Northern California, said the lawsuit asks a judge to require San José police officers and other law enforcement agencies to get a warrant when they want to search the vast troves of stored data.\u003c/p>\n\u003cp>“It would be one thing if San José retained information for three minutes to check a license plate against a hotlist to make sure it wasn’t actively involved in an ongoing crime or an investigation,” Hidalgo said. “But that’s not what they do. They keep them for an entire year, which means that they can go back and look and see where a driver went to obtain medical care, where they worked, whether they attended a protest, or where they take their kids to school. It’s a huge overall scope problem.”\u003c/p>\n\u003cp>In April 2024, following a promotional event where Mayor Mahan climbed a ladder to help install a Flock camera in an East Side neighborhood, the city’s own data privacy officer, Albert Gehami, told KQED that keeping data not related to an investigation for a year is “excessive” and out of line with what many other police departments do.\u003c/p>\n\u003cp>The city attorney’s office at the time said if the City Council wanted to change the city’s policy on how long data is retained, they could, but no such action has been proposed.\u003c/p>\n\u003cfigure id=\"attachment_12005552\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005552\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader.jpg\" alt=\"\" width=\"2000\" height=\"1323\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-800x529.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1536x1016.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1920x1270.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An automated license plate reader is seen mounted on a pole on June 13, 2024, in San Francisco, California. Just across the Bay Bridge, Oakland is installing new automated license plate readers from the state. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city attorney’s office did not respond to a request for comment on Tuesday. The police department declined to comment due to the pending litigation.\u003c/p>\n\u003cp>Mahan, in a statement sent to KQED, said the city has “built in robust data privacy and security measures throughout our ALPR system, including regular deletion of collected data that is not being actively used in an investigation.”\u003c/p>\n\u003cp>“While we take seriously our responsibility for data privacy and security, we can’t let fear of new tools get in the way of the safety of our families, especially given that this system is a big part of the reason we’ve solved 100% of homicides over the past three years,” he said.\u003c/p>\n\u003cp>The lawsuit cites the city’s Flock Transparency Portal data, showing there were 923,159 hotlist hits out of the city’s 361,494,941 total scans in 2024, or roughly 0.2% of scans. “In other words, nearly everyone whose ALPR information is stored by San José were under no suspicion whatsoever at the time the ALPR system captured that information,” the lawsuit said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Between June 5, 2024, and June 17, 2025, the lawsuit said San José police officers conducted 261,711 searches of its Flock database, averaging several hundred times per day.\u003c/p>\n\u003cp>But because the department also shares its data with law enforcement agencies up and down the state, the database was searched a total of 3,965,519 times during that same period.\u003c/p>\n\u003cp>“Short of choosing not to drive, there is no way for a person traveling within the city of San José to avoid having their location information caught up in the SJPD’s ALPR surveillance web,” the lawsuit said. “Yet many San José residents have no choice but to drive because the city is a car-dependent series of communities, too large to commute by foot and often lacking meaningful public transportation alternatives.”\u003c/p>\n\u003cp>While public safety officials have touted the use of the readers as a way to cut down crime and improve safety, the police department has previously refused to offer data points or metrics to show how the systems are a success.\u003c/p>\n\u003cp>“We like to measure our success in terms of usefulness in our pursuit of public safety by solving and reducing crime,” Sgt. Jorge Garibay, a department spokesperson, told KQED in 2024.\u003c/p>\n\u003cp>“Crime trends fluctuate, as do crime types. What most of these have in common is a mode of transportation to and from the scene of crime. When that mode is a vehicle, ALPR success is achieved when a hit has been broadcasted and officers have a tangible lead to follow up on.”\u003c/p>\n\u003cfigure id=\"attachment_11989256\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11989256\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San José Police Department squad car in San José on April 18, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Hidalgo, from the ACLU, said the system vendors like Flock Safety or Vigilant will always point to a handful of cases where the technology was useful for law enforcement. The San José Police Department’s Flock Safety portal, for example, also has a list of about 30 past incidents in 2024 and 2023 where the technology was used to make an arrest.\u003c/p>\n\u003cp>“But when you compare how often they are actually useful to just how much information they’re collecting and how rare those hits are … it really shows you that these are not the right technologies to protect people,” Hidalgo said.\u003c/p>\n\u003cp>The attorneys could have brought a similar lawsuit in many cities or jurisdictions in the state, Hidalgo said, as dragnet surveillance has become more commonplace. But the privacy violations are even worse in San José, due to the size and scope of its system, he said.\u003c/p>\n\u003cp>“But we’re very hopeful that if we obtain a positive ruling in this case, that it will encourage other jurisdictions … to reconsider how they use their license plate reader data.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Tesla Dodges Class Action Case, Now Faces Hundreds of Individual Race-Harassment Claims",
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"content": "\u003cp>A California state judge has ruled that more than 14,000 Black workers who alleged racial harassment at \u003ca href=\"https://www.kqed.org/news/tag/tesla\">Tesla\u003c/a>’s flagship assembly plant in Fremont cannot sue as a class, meaning the company is likely to face a flood of individual lawsuits.\u003c/p>\n\u003cp>According to Superior Court Judge Peter Borkon’s Friday\u003ca href=\"https://tmsnrt.rs/3XzzhNU\"> ruling,\u003c/a> the 2017 lawsuit cannot move forward as a class action because lawyers for the plaintiffs were unable to find 200 randomly sampled class members willing to forgo a few days of wages to testify ahead of a trial scheduled for 2026.\u003c/p>\n\u003cp>Borkon said he did not trust that the jury would be able to “reliably extrapolate from the experiences of the trial witnesses to the 14,000 members of the class as a whole.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“An infinitesimal number of the workers have testified,” Stanford Law School professor emeritus William Gould IV, a former National Labor Relations Board chairman, told KQED. Tesla “has superior resources, and plaintiffs need the class action to really get the defendant’s attention.”\u003c/p>\n\u003cp>The named plaintiff, former assembly line worker Marcus Vaughn, alleged that Black workers at the Fremont facility were subjected to a range of racist conduct, including slurs, graffiti and nooses hung at their workstations. Vaughn said that line workers and supervisors alike referred to him using a slur on a regular basis and that Tesla did not investigate after he complained in writing to the human resources department.\u003c/p>\n\u003cp>Instead, Vaughn said, Tesla fired him for “not having a positive attitude” six months after he started the job.\u003c/p>\n\u003cfigure id=\"attachment_11992305\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11992305\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont.jpg\" alt=\"\" width=\"1920\" height=\"1265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont-800x527.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont-1020x672.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont-1536x1012.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A row of new Tesla Superchargers seen outside of the Tesla Factory on Aug. 16, 2013, in Fremont, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The ruling is a meaningful legal victory for Tesla, but the company still faces multiple lawsuits alleging pervasive race discrimination and other forms of \u003ca href=\"https://www.kqed.org/forum/2010101854776/foreign-workers-at-tesla-spotlight-a-visa-system-vulnerable-to-fraud\">worker mistreatment\u003c/a> at its \u003ca href=\"https://www.kqed.org/news/11662641/tesla-says-its-factory-is-safer-but-it-left-injuries-off-the-books\">Fremont factory\u003c/a>.\u003c/p>\n\u003cp>The U.S. Equal Employment Opportunity Commission, which enforces federal anti-discrimination laws, has also brought \u003ca href=\"https://www.reuters.com/legal/tesla-appears-unlikely-nix-us-suit-alleging-bias-against-black-workers-2024-03-28/\">race discrimination claims\u003c/a> against Tesla in federal court in California, and state regulators at the California Department of Fair Employment & Housing \u003ca href=\"https://omny.fm/shows/kqed-segmented-audio/tesla-sued-over-disturbing-reports-of-workplace-ra\">are suing\u003c/a> in Alameda County Superior Court. The company has\u003ca href=\"https://www.reuters.com/business/autos-transportation/tesla-settles-black-employees-lawsuit-alleging-pervasive-harassment-2025-04-17/\"> settled other race discrimination lawsuits\u003c/a> involving individual plaintiffs.\u003c/p>\n\u003cp>In the wake of the class-action denial, plaintiffs’ lawyers said they intend to press on with a host of individual lawsuits. They’ve already filed more than 500 and plan to eventually file more than 900.\u003c/p>\n\u003cp>“Tesla has jumped out of the frying pan and into the fire with this decertification, because they are now facing hundreds of victims of race harassment seeking damages in their own suits,” wrote the plaintiffs’ co-lead counsel Bryan J. Schwartz.[aside postID=news_12063980 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/231005-TRUCK-GETTY-KQED-1020x680.jpg']Tesla and its attorneys did not respond to requests for comment on Monday, but the board has stated to investors that the company remains “committed to creating and maintaining a respectful and inclusive workplace, and the steps we have taken to prevent and address harassment and discrimination throughout our workforce, and will continue to challenge and defend ourselves against any allegations to the contrary.”\u003c/p>\n\u003cp>Tesla CEO Elon Musk’s performance at the electric vehicle maker has been both celebrated and dogged by persistent reports of erratic behavior. But at least as regards labor law, his largely \u003ca href=\"https://www.kqed.org/forum/2010101907450/lawsuits-against-national-labor-relations-board-could-cloud-future-of-organized-labor\">successful pushback\u003c/a> against the National Labor Relations Board’s attempts to rein in labor practices at his various companies is widely seen as indicating a \u003ca href=\"https://www.kqed.org/forum/2010101911701/federal-workers-face-new-round-of-layoffs-as-labor-rights-under-attack\">troubled future for the NLRB\u003c/a>.\u003c/p>\n\u003cp>“We have prominent people that are close to the White House saying that, really, employment discrimination laws should not have existed in the first place,” said Gould, the Stanford law professor emeritus.\u003c/p>\n\u003cp>Gould said many employees following news headlines may steer clear of lawsuits like Vaughn et al v. Tesla for fear of failure and retaliation from employers.\u003c/p>\n\u003cp>“Under these circumstances, the fact that workers will not come forward and testify does not necessarily mean that the plaintiffs’ case is weak. It may mean that people are more discouraged and less likely to stick their head up, in the fear that it will get chopped off,” he said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“An infinitesimal number of the workers have testified,” Stanford Law School professor emeritus William Gould IV, a former National Labor Relations Board chairman, told KQED. Tesla “has superior resources, and plaintiffs need the class action to really get the defendant’s attention.”\u003c/p>\n\u003cp>The named plaintiff, former assembly line worker Marcus Vaughn, alleged that Black workers at the Fremont facility were subjected to a range of racist conduct, including slurs, graffiti and nooses hung at their workstations. Vaughn said that line workers and supervisors alike referred to him using a slur on a regular basis and that Tesla did not investigate after he complained in writing to the human resources department.\u003c/p>\n\u003cp>Instead, Vaughn said, Tesla fired him for “not having a positive attitude” six months after he started the job.\u003c/p>\n\u003cfigure id=\"attachment_11992305\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11992305\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont.jpg\" alt=\"\" width=\"1920\" height=\"1265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont-800x527.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont-1020x672.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/TeslaFremont-1536x1012.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A row of new Tesla Superchargers seen outside of the Tesla Factory on Aug. 16, 2013, in Fremont, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The ruling is a meaningful legal victory for Tesla, but the company still faces multiple lawsuits alleging pervasive race discrimination and other forms of \u003ca href=\"https://www.kqed.org/forum/2010101854776/foreign-workers-at-tesla-spotlight-a-visa-system-vulnerable-to-fraud\">worker mistreatment\u003c/a> at its \u003ca href=\"https://www.kqed.org/news/11662641/tesla-says-its-factory-is-safer-but-it-left-injuries-off-the-books\">Fremont factory\u003c/a>.\u003c/p>\n\u003cp>The U.S. Equal Employment Opportunity Commission, which enforces federal anti-discrimination laws, has also brought \u003ca href=\"https://www.reuters.com/legal/tesla-appears-unlikely-nix-us-suit-alleging-bias-against-black-workers-2024-03-28/\">race discrimination claims\u003c/a> against Tesla in federal court in California, and state regulators at the California Department of Fair Employment & Housing \u003ca href=\"https://omny.fm/shows/kqed-segmented-audio/tesla-sued-over-disturbing-reports-of-workplace-ra\">are suing\u003c/a> in Alameda County Superior Court. The company has\u003ca href=\"https://www.reuters.com/business/autos-transportation/tesla-settles-black-employees-lawsuit-alleging-pervasive-harassment-2025-04-17/\"> settled other race discrimination lawsuits\u003c/a> involving individual plaintiffs.\u003c/p>\n\u003cp>In the wake of the class-action denial, plaintiffs’ lawyers said they intend to press on with a host of individual lawsuits. They’ve already filed more than 500 and plan to eventually file more than 900.\u003c/p>\n\u003cp>“Tesla has jumped out of the frying pan and into the fire with this decertification, because they are now facing hundreds of victims of race harassment seeking damages in their own suits,” wrote the plaintiffs’ co-lead counsel Bryan J. Schwartz.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Tesla and its attorneys did not respond to requests for comment on Monday, but the board has stated to investors that the company remains “committed to creating and maintaining a respectful and inclusive workplace, and the steps we have taken to prevent and address harassment and discrimination throughout our workforce, and will continue to challenge and defend ourselves against any allegations to the contrary.”\u003c/p>\n\u003cp>Tesla CEO Elon Musk’s performance at the electric vehicle maker has been both celebrated and dogged by persistent reports of erratic behavior. But at least as regards labor law, his largely \u003ca href=\"https://www.kqed.org/forum/2010101907450/lawsuits-against-national-labor-relations-board-could-cloud-future-of-organized-labor\">successful pushback\u003c/a> against the National Labor Relations Board’s attempts to rein in labor practices at his various companies is widely seen as indicating a \u003ca href=\"https://www.kqed.org/forum/2010101911701/federal-workers-face-new-round-of-layoffs-as-labor-rights-under-attack\">troubled future for the NLRB\u003c/a>.\u003c/p>\n\u003cp>“We have prominent people that are close to the White House saying that, really, employment discrimination laws should not have existed in the first place,” said Gould, the Stanford law professor emeritus.\u003c/p>\n\u003cp>Gould said many employees following news headlines may steer clear of lawsuits like Vaughn et al v. Tesla for fear of failure and retaliation from employers.\u003c/p>\n\u003cp>“Under these circumstances, the fact that workers will not come forward and testify does not necessarily mean that the plaintiffs’ case is weak. It may mean that people are more discouraged and less likely to stick their head up, in the fear that it will get chopped off,” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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