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"content": "\u003cp>Kings County is known for farmed products like cotton and milk, as well as prisons and the Naval Air Station in Lemoore. Now, a Southern California group wants to build a brand-new high-tech town in this agricultural county.\u003c/p>\n\u003cp>Many people who visit the rural county don’t even realize they’re there. That’s because they’re zooming by along Interstate 5.\u003c/p>\n\u003cp>Halfway along the drive from Los Angeles to San Francisco, a tiny oasis appears. It’s here that drivers like Rob Parker, from Vancouver, stop to stretch their legs.\u003c/p>\n\u003cp>\"Our 2-year-old boy was bouncing off the walls inside of our motor home and I looked out the window and I saw a sign for Kettleman City,” Parker says.\u003c/p>\n\u003cp>The Parkers ended up at a western-themed strip mall called Bravo Farms. Michelle Magallan, the manager, is scooping ice cream for a customer.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"You get people from out of state, out of the country,\" Magallan says. \"You’re in the middle of nowhere.\"\u003c/p>\n\u003cp>Magallan says she’s heard rumors of a state-of-the-art city in the works about 8 miles south of here on I-5 called Quay Valley.\u003c/p>\n\u003cfigure id=\"attachment_11013051\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11013051\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/BravoFarmsBig-800x470.jpg\" alt=\"Kettleman City is one of the largest rest stops on Interstate 5 between Los Angeles and San Francisco.\" width=\"800\" height=\"470\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig-800x470.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig-400x235.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig-1180x693.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig-960x564.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kettleman City is one of the largest rest stops on Interstate 5 between Los Angeles and San Francisco. \u003ccite>(Ezra David Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At the moment this proposed town is nothing but 7,500 acres of desert. But Southern California real estate developer and entrepreneur Quay Hays wants to change that. His company, GROW Holdings, develops green projects. But this is Hays' first foray into creating a new town. He's worked in marketing, book publishing, finance and the film industry. It’s sort of a legacy project for him.\u003c/p>\n\u003cp>\"My name’s on the door,” Hays says. “I gotta make sure it turns out OK.”\u003c/p>\n\u003cp>The proposed town calls for multiple mixed-use village centers with stores, parks, restaurants, a mall and a college with a focus on sustainability.\u003c/p>\n\u003cp>\"You’ll go under an underpass and what you’ll see to the right we would have a very large entertainment destination,\" says Hays. \"On the left we would have some very unique themed resort hotels and then you go into the community itself.\"\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/272737620\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>In 2007 a slump in the economy and a lawsuit over water halted Hays' initial plan to build Quay Valley. Now the project is back on the table. He says it will create professional careers as well as retail jobs. Hays also says the future city of 75,000 people will feature houses and apartments run on solar energy, a graywater system and a futuristic transportation system called a \u003ca href=\"http://ww2.kqed.org/news/2015/06/18/who-wants-to-design-a-hyperloop-for-elon-musk\" target=\"_blank\">Hyperloop\u003c/a>, first imagined by Elon Musk.\u003c/p>\n\u003cp>“After the initial testing of moving humans, it could be an intermodal transportation system within Quay Valley,” Hays adds.\u003c/p>\n\u003cp>GROW Holdings is paying for all the plans, permitting, land and water acquisitions. Development funds will come from private capital and buyers. But for this city to become a reality, the company’s plans will have to get past the Kings County Planning Division, led by Greg Gatzka.\u003c/p>\n\u003cp>“I’m very excited about this process, but to build an entire new community when there’s nothing that exists there is very comprehensive in terms of everything that would be necessary to actually support that,” says Gatzka.\u003c/p>\n\u003cfigure id=\"attachment_11013000\" class=\"wp-caption alignleft\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/LandUsePlan.jpg\">\u003cimg class=\"wp-image-11013000 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/LandUsePlan-800x988.jpg\" alt=\"A draft land use plan for the Quay Valley project.\" width=\"800\" height=\"988\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/LandUsePlan.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/LandUsePlan-400x494.jpg 400w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A draft land use plan for the Quay Valley project. \u003ccite>(Courtesy GROW Holdings)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Gatzka’s staff is working with Hays on the very early stages of planning. He says there are a number of looming questions yet to be answered. His biggest concern is that lack of water could halt the project.\u003c/p>\n\u003cp>“Where is the water going to come from and how are they going to provide it in a sustainable manner?\" Gatkza asks.\u003c/p>\n\u003cp>When finished, the town is supposed to use around 12,000 acre-feet of water a year. Some of that water will come from water rights Hays purchased for the initial phase, but he isn’t sure where the rest will come from. UC Davis environmental design professor Stephen Wheeler questions whether this project is even sustainable.\u003c/p>\n\u003cp>\"I am pretty skeptical,” says Wheeler. “If we were really thinking about investing $5 billion or whatever it’s going to be, it would be way more sustainable to invest it in some existing city.\"\u003c/p>\n\u003cp>He would rather see that money used in communities with infrastructure already in place. Cal State Fresno urban planning professor Hongwei Dong agrees.\u003c/p>\n\u003cp>“It’s supposed to be self-sustained, but on the other hand I assume they are going to rely on people from off-site to go shopping there, to go there for entertainment,” Dong adds.\u003c/p>\n\u003cp>He says all those people traveling to Quay Valley could actually increase pollution in the area. An environmental review will also need to take place as part of the approval process.\u003c/p>\n\u003cp>Back in Kettleman City, people who live in the area, like Michelle Magallan, think a high-tech town could boost the economy in Kings County.\u003c/p>\n\u003cp>Would she live in Quay Valley?\u003c/p>\n\u003cp>\"I probably would. It’d probably keep me healthier and living longer. Why not?\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But it will be at least a couple of years before Magallan could even consider buying a house in Quay Valley. Developers would like the first set of homes and attractions ready to live in and shop in by 2019.\u003c/p>\n\n",
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"excerpt": "A Southern California group wants to build a brand-new 75,000-person high-tech town in the agricultural county halfway between L.A. and San Francisco.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Kings County is known for farmed products like cotton and milk, as well as prisons and the Naval Air Station in Lemoore. Now, a Southern California group wants to build a brand-new high-tech town in this agricultural county.\u003c/p>\n\u003cp>Many people who visit the rural county don’t even realize they’re there. That’s because they’re zooming by along Interstate 5.\u003c/p>\n\u003cp>Halfway along the drive from Los Angeles to San Francisco, a tiny oasis appears. It’s here that drivers like Rob Parker, from Vancouver, stop to stretch their legs.\u003c/p>\n\u003cp>\"Our 2-year-old boy was bouncing off the walls inside of our motor home and I looked out the window and I saw a sign for Kettleman City,” Parker says.\u003c/p>\n\u003cp>The Parkers ended up at a western-themed strip mall called Bravo Farms. Michelle Magallan, the manager, is scooping ice cream for a customer.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"You get people from out of state, out of the country,\" Magallan says. \"You’re in the middle of nowhere.\"\u003c/p>\n\u003cp>Magallan says she’s heard rumors of a state-of-the-art city in the works about 8 miles south of here on I-5 called Quay Valley.\u003c/p>\n\u003cfigure id=\"attachment_11013051\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11013051\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/BravoFarmsBig-800x470.jpg\" alt=\"Kettleman City is one of the largest rest stops on Interstate 5 between Los Angeles and San Francisco.\" width=\"800\" height=\"470\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig-800x470.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig-400x235.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig-1180x693.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BravoFarmsBig-960x564.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kettleman City is one of the largest rest stops on Interstate 5 between Los Angeles and San Francisco. \u003ccite>(Ezra David Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At the moment this proposed town is nothing but 7,500 acres of desert. But Southern California real estate developer and entrepreneur Quay Hays wants to change that. His company, GROW Holdings, develops green projects. But this is Hays' first foray into creating a new town. He's worked in marketing, book publishing, finance and the film industry. It’s sort of a legacy project for him.\u003c/p>\n\u003cp>\"My name’s on the door,” Hays says. “I gotta make sure it turns out OK.”\u003c/p>\n\u003cp>The proposed town calls for multiple mixed-use village centers with stores, parks, restaurants, a mall and a college with a focus on sustainability.\u003c/p>\n\u003cp>\"You’ll go under an underpass and what you’ll see to the right we would have a very large entertainment destination,\" says Hays. \"On the left we would have some very unique themed resort hotels and then you go into the community itself.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/272737620&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/272737620'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>In 2007 a slump in the economy and a lawsuit over water halted Hays' initial plan to build Quay Valley. Now the project is back on the table. He says it will create professional careers as well as retail jobs. Hays also says the future city of 75,000 people will feature houses and apartments run on solar energy, a graywater system and a futuristic transportation system called a \u003ca href=\"http://ww2.kqed.org/news/2015/06/18/who-wants-to-design-a-hyperloop-for-elon-musk\" target=\"_blank\">Hyperloop\u003c/a>, first imagined by Elon Musk.\u003c/p>\n\u003cp>“After the initial testing of moving humans, it could be an intermodal transportation system within Quay Valley,” Hays adds.\u003c/p>\n\u003cp>GROW Holdings is paying for all the plans, permitting, land and water acquisitions. Development funds will come from private capital and buyers. But for this city to become a reality, the company’s plans will have to get past the Kings County Planning Division, led by Greg Gatzka.\u003c/p>\n\u003cp>“I’m very excited about this process, but to build an entire new community when there’s nothing that exists there is very comprehensive in terms of everything that would be necessary to actually support that,” says Gatzka.\u003c/p>\n\u003cfigure id=\"attachment_11013000\" class=\"wp-caption alignleft\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/LandUsePlan.jpg\">\u003cimg class=\"wp-image-11013000 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/LandUsePlan-800x988.jpg\" alt=\"A draft land use plan for the Quay Valley project.\" width=\"800\" height=\"988\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/LandUsePlan.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/LandUsePlan-400x494.jpg 400w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A draft land use plan for the Quay Valley project. \u003ccite>(Courtesy GROW Holdings)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Gatzka’s staff is working with Hays on the very early stages of planning. He says there are a number of looming questions yet to be answered. His biggest concern is that lack of water could halt the project.\u003c/p>\n\u003cp>“Where is the water going to come from and how are they going to provide it in a sustainable manner?\" Gatkza asks.\u003c/p>\n\u003cp>When finished, the town is supposed to use around 12,000 acre-feet of water a year. Some of that water will come from water rights Hays purchased for the initial phase, but he isn’t sure where the rest will come from. UC Davis environmental design professor Stephen Wheeler questions whether this project is even sustainable.\u003c/p>\n\u003cp>\"I am pretty skeptical,” says Wheeler. “If we were really thinking about investing $5 billion or whatever it’s going to be, it would be way more sustainable to invest it in some existing city.\"\u003c/p>\n\u003cp>He would rather see that money used in communities with infrastructure already in place. Cal State Fresno urban planning professor Hongwei Dong agrees.\u003c/p>\n\u003cp>“It’s supposed to be self-sustained, but on the other hand I assume they are going to rely on people from off-site to go shopping there, to go there for entertainment,” Dong adds.\u003c/p>\n\u003cp>He says all those people traveling to Quay Valley could actually increase pollution in the area. An environmental review will also need to take place as part of the approval process.\u003c/p>\n\u003cp>Back in Kettleman City, people who live in the area, like Michelle Magallan, think a high-tech town could boost the economy in Kings County.\u003c/p>\n\u003cp>Would she live in Quay Valley?\u003c/p>\n\u003cp>\"I probably would. It’d probably keep me healthier and living longer. Why not?\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But it will be at least a couple of years before Magallan could even consider buying a house in Quay Valley. Developers would like the first set of homes and attractions ready to live in and shop in by 2019.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "What Tesla and Google's Approaches Tell Us About Autonomous Driving",
"title": "What Tesla and Google's Approaches Tell Us About Autonomous Driving",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>U.S. transportation authorities are investigating the \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/06/30/484258419/nhtsa-will-look-at-tesla-s-autopilot-mode-after-deadly-car-crash\">deadly collision\u003c/a> of a Tesla Model S car. And \u003ca href=\"http://www.nytimes.com/2016/07/01/business/self-driving-tesla-fatal-crash-investigation.html?_r=0\">many reports\u003c/a> say the fatal crash has heightened concern about self-driving cars. Which may be true. Except — Model S isn't a self-driving car.\u003c/p>\n\u003cp>As NPR's Sonari Glinton \u003ca href=\"http://www.npr.org/2016/07/01/484284728/after-deadly-crash-safety-officials-will-examine-teslas-autopilot-mode\" target=\"_blank\">points out\u003c/a>, what Tesla's Model S has are self-driving \u003cem>features\u003c/em>, autonomous elements meant to assist drivers rather than replace them.\u003c/p>\n\u003cp>Virtually all major car and tech companies are pursuing self-driving technology as the future of transportation. But Tesla and Google are the earliest innovators, taking very different approaches.\u003c/p>\n\u003cp>CEO Elon Musk's approach with Tesla is to roll out Autopilot (a sort of highly advanced cruise control) and other autonomous features like self-parking with software updates over time.\u003c/p>\n\u003cp>As the company \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">underscored\u003c/a> this week in response to the deadly crash, Tesla drivers are required to explicitly acknowledge \"that the system is new technology and still in a public beta phase.\" In other words, Tesla's drivers are the beta testers of self-driving technology and assume the risk associated with it.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This is from \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">Tesla's blog\u003c/a> in response to the fatal crash:\u003c/p>\n\u003cblockquote>\u003cp>\"Autopilot is getting better all the time, but it is not perfect and still requires the driver to remain alert. Nonetheless, when used in conjunction with driver oversight, the data is unequivocal that Autopilot reduces driver workload and results in a statistically significant improvement in safety when compared to purely manual driving.\"\u003c/p>\u003c/blockquote>\n\u003cp>Google instead is focusing on creating a fully autonomous car, all at once, and isn't selling any of them. That means it's lagging behind Tesla on driven miles, but they don't involve regular drivers. (Tesla \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">says\u003c/a> Autopilot has been activated for more than 130 million miles, while Google's \u003ca href=\"https://www.google.com/selfdrivingcar/where/\" target=\"_blank\">website says\u003c/a> its self-driving cars have driven 1.5 million miles.)\u003c/p>\n\u003cp>Technologically, the approaches differ, too.\u003c/p>\n\u003cp>Google relies on a highly expensive complex remote-sensing system called Lidar, which \u003ca href=\"http://9to5google.com/2015/10/16/elon-musk-says-that-the-lidar-google-uses-in-its-self-driving-car-doesnt-make-sense-in-a-car-context/\" target=\"_blank\">the website 9to5google.com explains\u003c/a> as an \"array on top of the vehicle, which — in simple terms — measures distance by pointing lasers at targets surrounding the car and analyzing the light that's reflected.\"\u003c/p>\n\u003cp>Musk late last year suggested \u003ca href=\"https://youtu.be/73_Qjez1MbI?t=35m32s\" target=\"_blank\">in a press conference\u003c/a> that Lidar was a bit excessive for an automobile:\u003c/p>\n\u003cblockquote>\u003cp>\"For full autonomy you'd obviously need 360-degree cameras, you'd need probably redundant forward cameras, you'd need redundant computing hardware, and then redundant motors and a steering rack. ... That said, I don't think you need Lidar. I think you can do this all with passive optical and then with maybe one forward radar.\"\u003c/p>\u003c/blockquote>\n\u003cp>Tesla's Autopilot relies on a combination of \"\u003ca href=\"https://www.teslamotors.com/presskit/autopilot\" target=\"_blank\">cameras, radar, ultrasonic sensors\u003c/a> and data automatically steer down the highway, change lanes, and adjust speed in response to traffic,\" and uses auto braking technology by Israeli company Mobileye.\u003c/p>\n\u003cp>In a statement \u003ca href=\"https://techcrunch.com/2016/07/01/mobileye-tesla/\" target=\"_blank\">posted by TechCrunch\u003c/a>, a Mobileye executive said the emergency auto braking was \"designed specifically\" for rear-end collision avoidance, and not a lateral collision like the fatal case revealed this week.\u003c/p>\n\u003cp>Tesla drivers, including the man killed in the deadly crash, have posted scores of videos of near-collisions involving Autopilot use. Several \u003ca href=\"http://fortune.com/2016/05/26/tesla-autopilot-crash/\" target=\"_blank\">have blamed\u003c/a> the company for accidents that did occur, including 1) \u003ca href=\"http://www.cnet.com/roadshow/news/model-s-on-autopilot-crashes-into-other-car-proving-yet-again-tesla-owners-arent-paying-close-enough/\" target=\"_blank\">this one in Europe\u003c/a>, 2) \u003ca href=\"http://arstechnica.com/cars/2016/05/another-driver-says-teslas-autopilot-failed-to-brake-tesla-says-otherwise/\" target=\"_blank\">this one in California\u003c/a> and 3) \u003ca href=\"http://www.theverge.com/2016/5/11/11658226/tesla-model-s-summon-autopilot-crash-letter\" target=\"_blank\">this one in Utah\u003c/a> — in which the Tesla crashed without the driver inside while the car was self-parking.\u003c/p>\n\u003cp>Tesla, after reviewing vehicle logs, has attributed those accidents to human error, saying the drivers 1) were inattentive, 2) disabled the automation and 3) misused the Summon feature and didn't heed the vehicle's warnings.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Google's fully self-driving cars, which mostly ride in city environments as opposed to highways, have so far caused one crash. The Lexus model \u003ca href=\"http://www.theverge.com/2016/2/29/11134344/google-self-driving-car-crash-report\" target=\"_blank\">collided at low speed\u003c/a> with a public bus in California in February.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=What+Tesla+And+Google%27s+Approaches+Tell+Us+About+Autonomous+Driving&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>U.S. transportation authorities are investigating the \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/06/30/484258419/nhtsa-will-look-at-tesla-s-autopilot-mode-after-deadly-car-crash\">deadly collision\u003c/a> of a Tesla Model S car. And \u003ca href=\"http://www.nytimes.com/2016/07/01/business/self-driving-tesla-fatal-crash-investigation.html?_r=0\">many reports\u003c/a> say the fatal crash has heightened concern about self-driving cars. Which may be true. Except — Model S isn't a self-driving car.\u003c/p>\n\u003cp>As NPR's Sonari Glinton \u003ca href=\"http://www.npr.org/2016/07/01/484284728/after-deadly-crash-safety-officials-will-examine-teslas-autopilot-mode\" target=\"_blank\">points out\u003c/a>, what Tesla's Model S has are self-driving \u003cem>features\u003c/em>, autonomous elements meant to assist drivers rather than replace them.\u003c/p>\n\u003cp>Virtually all major car and tech companies are pursuing self-driving technology as the future of transportation. But Tesla and Google are the earliest innovators, taking very different approaches.\u003c/p>\n\u003cp>CEO Elon Musk's approach with Tesla is to roll out Autopilot (a sort of highly advanced cruise control) and other autonomous features like self-parking with software updates over time.\u003c/p>\n\u003cp>As the company \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">underscored\u003c/a> this week in response to the deadly crash, Tesla drivers are required to explicitly acknowledge \"that the system is new technology and still in a public beta phase.\" In other words, Tesla's drivers are the beta testers of self-driving technology and assume the risk associated with it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This is from \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">Tesla's blog\u003c/a> in response to the fatal crash:\u003c/p>\n\u003cblockquote>\u003cp>\"Autopilot is getting better all the time, but it is not perfect and still requires the driver to remain alert. Nonetheless, when used in conjunction with driver oversight, the data is unequivocal that Autopilot reduces driver workload and results in a statistically significant improvement in safety when compared to purely manual driving.\"\u003c/p>\u003c/blockquote>\n\u003cp>Google instead is focusing on creating a fully autonomous car, all at once, and isn't selling any of them. That means it's lagging behind Tesla on driven miles, but they don't involve regular drivers. (Tesla \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">says\u003c/a> Autopilot has been activated for more than 130 million miles, while Google's \u003ca href=\"https://www.google.com/selfdrivingcar/where/\" target=\"_blank\">website says\u003c/a> its self-driving cars have driven 1.5 million miles.)\u003c/p>\n\u003cp>Technologically, the approaches differ, too.\u003c/p>\n\u003cp>Google relies on a highly expensive complex remote-sensing system called Lidar, which \u003ca href=\"http://9to5google.com/2015/10/16/elon-musk-says-that-the-lidar-google-uses-in-its-self-driving-car-doesnt-make-sense-in-a-car-context/\" target=\"_blank\">the website 9to5google.com explains\u003c/a> as an \"array on top of the vehicle, which — in simple terms — measures distance by pointing lasers at targets surrounding the car and analyzing the light that's reflected.\"\u003c/p>\n\u003cp>Musk late last year suggested \u003ca href=\"https://youtu.be/73_Qjez1MbI?t=35m32s\" target=\"_blank\">in a press conference\u003c/a> that Lidar was a bit excessive for an automobile:\u003c/p>\n\u003cblockquote>\u003cp>\"For full autonomy you'd obviously need 360-degree cameras, you'd need probably redundant forward cameras, you'd need redundant computing hardware, and then redundant motors and a steering rack. ... That said, I don't think you need Lidar. I think you can do this all with passive optical and then with maybe one forward radar.\"\u003c/p>\u003c/blockquote>\n\u003cp>Tesla's Autopilot relies on a combination of \"\u003ca href=\"https://www.teslamotors.com/presskit/autopilot\" target=\"_blank\">cameras, radar, ultrasonic sensors\u003c/a> and data automatically steer down the highway, change lanes, and adjust speed in response to traffic,\" and uses auto braking technology by Israeli company Mobileye.\u003c/p>\n\u003cp>In a statement \u003ca href=\"https://techcrunch.com/2016/07/01/mobileye-tesla/\" target=\"_blank\">posted by TechCrunch\u003c/a>, a Mobileye executive said the emergency auto braking was \"designed specifically\" for rear-end collision avoidance, and not a lateral collision like the fatal case revealed this week.\u003c/p>\n\u003cp>Tesla drivers, including the man killed in the deadly crash, have posted scores of videos of near-collisions involving Autopilot use. Several \u003ca href=\"http://fortune.com/2016/05/26/tesla-autopilot-crash/\" target=\"_blank\">have blamed\u003c/a> the company for accidents that did occur, including 1) \u003ca href=\"http://www.cnet.com/roadshow/news/model-s-on-autopilot-crashes-into-other-car-proving-yet-again-tesla-owners-arent-paying-close-enough/\" target=\"_blank\">this one in Europe\u003c/a>, 2) \u003ca href=\"http://arstechnica.com/cars/2016/05/another-driver-says-teslas-autopilot-failed-to-brake-tesla-says-otherwise/\" target=\"_blank\">this one in California\u003c/a> and 3) \u003ca href=\"http://www.theverge.com/2016/5/11/11658226/tesla-model-s-summon-autopilot-crash-letter\" target=\"_blank\">this one in Utah\u003c/a> — in which the Tesla crashed without the driver inside while the car was self-parking.\u003c/p>\n\u003cp>Tesla, after reviewing vehicle logs, has attributed those accidents to human error, saying the drivers 1) were inattentive, 2) disabled the automation and 3) misused the Summon feature and didn't heed the vehicle's warnings.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Google's fully self-driving cars, which mostly ride in city environments as opposed to highways, have so far caused one crash. The Lexus model \u003ca href=\"http://www.theverge.com/2016/2/29/11134344/google-self-driving-car-crash-report\" target=\"_blank\">collided at low speed\u003c/a> with a public bus in California in February.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=What+Tesla+And+Google%27s+Approaches+Tell+Us+About+Autonomous+Driving&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>In a big win for the Obama administration, a federal appeals court on Tuesday upheld the government's \"net neutrality\" rules that require internet providers to treat all web traffic equally.\u003c/p>\n\u003cp>The 2-1 ruling from the U.S. Court of Appeals for the District of Columbia Circuit is a victory for consumer groups and content companies such as Netflix that want to prevent online content from being blocked or channeled into fast and slow lanes.\u003c/p>\n\u003cp>The rules treat broadband service like a public utility and prevent internet service providers from offering preferential treatment to sites that pay for faster service.\u003cbr>\n[contextly_sidebar id=\"q4atSrh3skQsW8izkzTpjBGUQWMPE9z9\"]\u003cbr>\nConsumers are not likely to see an immediate impact, since the rules have been in effect since last June. But it could make some services more expensive or limit some content, such as T-Mobile's Binge On service that allows customers to watch unlimited video for free.\u003c/p>\n\u003cp>The Federal Communications Commission argued that the rules are crucial for allowing customers to go anywhere on the internet without a provider favoring its own service over that of other competitors. The FCC's move to reclassify broadband came after President Obama publicly urged the commission to protect consumers by regulating internet service as it does other public utilities.\u003c/p>\n\u003cp>The agency has tried for years to enforce net neutrality, but the same appeals court had twice previously struck down similar rules.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Cable and telecom opponents claim the rules prevent them from recovering costs for connecting to broadband hogs like Netflix that generate a huge amount of internet traffic. Providers like Verizon and AT&T say the rules threaten innovation and undermine investment in broadband infrastructure.\u003c/p>\n\u003cp>But Judges David Tatel and Sri Srinivasan denied all challenges to the new rules, including claims that the FCC could not reclassify mobile broadband as a common carrier. That extends the reach of the new rules as more people view content on mobile devices.\u003c/p>\n\u003cp>The telecom industry had argued that broadband was an information service, and the FCC didn't have the authority to change in which camp it fell. But the court ruled that the FCC was justified in reclassifying broadband as a telecom utility because consumers see broadband as a pipe for internet service and a way to get online to use websites and apps.\u003c/p>\n\u003cp>\"Given the tremendous impact third-party internet content has had on our society, it would be hard to deny its dominance in the broadband experience,\" the judges said in their 115-page majority opinion.\u003c/p>\n\u003cp>\"Over the past two decades, this content has transformed nearly every aspect of our lives, from profound actions like choosing a leader, building a career, and falling in love to more quotidian ones like hailing a cab and watching a movie,\" the judges said. \"The same assuredly cannot be said for broadband providers' own add-on applications.\"\u003c/p>\n\u003cp>In a lengthy dissent, Judge Stephen Williams said he would have struck down the rules. He said the FCC \"fails to offer a reasoned basis\" for its view that giving preferential treatment to customers who pay for faster service is a problem.\u003c/p>\n\u003cp>By regulating broadband service like \"natural monopolies,\" Williams said the FCC provides \"little economic space for new firms seeking market entry or relatively small firms seeking expansion through innovations.\"\u003c/p>\n\u003cp>FCC Chairman Tom Wheeler praised the ruling as an affirmation of the government's power to keep the internet open for all consumers.\u003c/p>\n\u003cp>\"After a decade of debate and legal battles, today's ruling affirms the commission's ability to enforce the strongest possible internet protections -- both on fixed and mobile networks -- that will ensure the internet remains open, now and in the future,\" Wheeler said.\u003c/p>\n\u003cp>Christopher Yoo, a professor of law, engineering and communications at the University of Pennsylvania, said some services could become more expensive for consumers or too difficult for providers to offer.\u003c/p>\n\u003cp>\"It may lead to the withdrawal of some tailored plans that provide enhanced access to certain types of content,\" Yoo said. Over the long run, he said the biggest impact will be limits on new services \"that deliver video or other particular types of content in an innovative way.\"\u003c/p>\n\u003cp>Opponents of the ruling vowed to appeal.\u003c/p>\n\u003cp>\"We have always expected this issue to be decided by the Supreme Court, and we look forward to participating in that appeal,\" said David McAtee, AT&T senior executive vice president and general counsel, in a statement posted on the company's website.\u003c/p>\n\u003cp>Berin Szoka, president of TechFreedom, a think tank opposed to net neutrality, said the court's decision gives the FCC \"a blank check to regulate the internet however it sees fit.\"\u003c/p>\n\u003cp>\"The only way to end this madness is a legislative solution that gives the FCC clear but narrow authority over the core of its rules -- but stops the FCC's other power grabs,\" Szoka said.\u003c/p>\n\u003cp>The Wireless Association, an industry trade group also known at CTIA, also said it would pursue legislation to restrict the reach of the rules. Meredith Attwell Baker, the head of CTIA, said mobile carriers want to promote consumer access \"without subjecting the wireless industry to investment-chilling public utility regulation.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"In the interim, we urge the FCC to support innovative new services, like free data, that benefit consumers and reflect the highly competitive mobile market,\" she said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a big win for the Obama administration, a federal appeals court on Tuesday upheld the government's \"net neutrality\" rules that require internet providers to treat all web traffic equally.\u003c/p>\n\u003cp>The 2-1 ruling from the U.S. Court of Appeals for the District of Columbia Circuit is a victory for consumer groups and content companies such as Netflix that want to prevent online content from being blocked or channeled into fast and slow lanes.\u003c/p>\n\u003cp>The rules treat broadband service like a public utility and prevent internet service providers from offering preferential treatment to sites that pay for faster service.\u003cbr>\n\u003c/p>\u003cp>\u003c/p>\u003cp>\u003cbr>\nConsumers are not likely to see an immediate impact, since the rules have been in effect since last June. But it could make some services more expensive or limit some content, such as T-Mobile's Binge On service that allows customers to watch unlimited video for free.\u003c/p>\n\u003cp>The Federal Communications Commission argued that the rules are crucial for allowing customers to go anywhere on the internet without a provider favoring its own service over that of other competitors. The FCC's move to reclassify broadband came after President Obama publicly urged the commission to protect consumers by regulating internet service as it does other public utilities.\u003c/p>\n\u003cp>The agency has tried for years to enforce net neutrality, but the same appeals court had twice previously struck down similar rules.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cable and telecom opponents claim the rules prevent them from recovering costs for connecting to broadband hogs like Netflix that generate a huge amount of internet traffic. Providers like Verizon and AT&T say the rules threaten innovation and undermine investment in broadband infrastructure.\u003c/p>\n\u003cp>But Judges David Tatel and Sri Srinivasan denied all challenges to the new rules, including claims that the FCC could not reclassify mobile broadband as a common carrier. That extends the reach of the new rules as more people view content on mobile devices.\u003c/p>\n\u003cp>The telecom industry had argued that broadband was an information service, and the FCC didn't have the authority to change in which camp it fell. But the court ruled that the FCC was justified in reclassifying broadband as a telecom utility because consumers see broadband as a pipe for internet service and a way to get online to use websites and apps.\u003c/p>\n\u003cp>\"Given the tremendous impact third-party internet content has had on our society, it would be hard to deny its dominance in the broadband experience,\" the judges said in their 115-page majority opinion.\u003c/p>\n\u003cp>\"Over the past two decades, this content has transformed nearly every aspect of our lives, from profound actions like choosing a leader, building a career, and falling in love to more quotidian ones like hailing a cab and watching a movie,\" the judges said. \"The same assuredly cannot be said for broadband providers' own add-on applications.\"\u003c/p>\n\u003cp>In a lengthy dissent, Judge Stephen Williams said he would have struck down the rules. He said the FCC \"fails to offer a reasoned basis\" for its view that giving preferential treatment to customers who pay for faster service is a problem.\u003c/p>\n\u003cp>By regulating broadband service like \"natural monopolies,\" Williams said the FCC provides \"little economic space for new firms seeking market entry or relatively small firms seeking expansion through innovations.\"\u003c/p>\n\u003cp>FCC Chairman Tom Wheeler praised the ruling as an affirmation of the government's power to keep the internet open for all consumers.\u003c/p>\n\u003cp>\"After a decade of debate and legal battles, today's ruling affirms the commission's ability to enforce the strongest possible internet protections -- both on fixed and mobile networks -- that will ensure the internet remains open, now and in the future,\" Wheeler said.\u003c/p>\n\u003cp>Christopher Yoo, a professor of law, engineering and communications at the University of Pennsylvania, said some services could become more expensive for consumers or too difficult for providers to offer.\u003c/p>\n\u003cp>\"It may lead to the withdrawal of some tailored plans that provide enhanced access to certain types of content,\" Yoo said. Over the long run, he said the biggest impact will be limits on new services \"that deliver video or other particular types of content in an innovative way.\"\u003c/p>\n\u003cp>Opponents of the ruling vowed to appeal.\u003c/p>\n\u003cp>\"We have always expected this issue to be decided by the Supreme Court, and we look forward to participating in that appeal,\" said David McAtee, AT&T senior executive vice president and general counsel, in a statement posted on the company's website.\u003c/p>\n\u003cp>Berin Szoka, president of TechFreedom, a think tank opposed to net neutrality, said the court's decision gives the FCC \"a blank check to regulate the internet however it sees fit.\"\u003c/p>\n\u003cp>\"The only way to end this madness is a legislative solution that gives the FCC clear but narrow authority over the core of its rules -- but stops the FCC's other power grabs,\" Szoka said.\u003c/p>\n\u003cp>The Wireless Association, an industry trade group also known at CTIA, also said it would pursue legislation to restrict the reach of the rules. Meredith Attwell Baker, the head of CTIA, said mobile carriers want to promote consumer access \"without subjecting the wireless industry to investment-chilling public utility regulation.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"In the interim, we urge the FCC to support innovative new services, like free data, that benefit consumers and reflect the highly competitive mobile market,\" she said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Who's In Charge? Getting Western States to Agree on Sharing Renewable Energy",
"title": "Who's In Charge? Getting Western States to Agree on Sharing Renewable Energy",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>In California, there is so much solar energy that grid operators have to switch off solar farms. One solution to dealing with the additional power generated is to share the renewable wealth across state borders -- but in the West, it's sparking some not-so-neighborly opposition.\u003c/p>\n\u003cp>Nancy Traweek's job is to balance California's electrical grid at the California Independent System Operator, keeping the lights on for 30 million people. She relies on huge natural gas power plants that put out a steady stream of electricity.\u003c/p>\n\u003cp>But lately, Traweek's job has gotten harder because of solar and wind power. If clouds come in, solar power drops off.\u003c/p>\n\u003cp>\"That needs to come from somewhere else immediately,\" she says.\u003c/p>\n\u003cp>So Traweek has to keep the natural gas plants going in the background in case that happens. But running solar, gas and wind together is a problem because on certain days they make more power than California needs. Traweek will have to tell solar farms to shut off.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Now, we really gotta start cutting as much as we possibly can,\" she says. \"If that's not done, then you could have a blackout.\"\u003c/p>\n\u003cp>One solution to avoid that situation is for California to join up with other Western states.\u003c/p>\n\u003cp>Right now, California's grid runs mostly on its own, like an island. But if there was one big Western grid where states could share power, it would be easier for California to \u003ca href=\"http://www.kqed.org/a/forum/R201510090900\">hit its goal of 50 percent renewable energy\u003c/a> by 2030.\u003c/p>\n\u003cp>\"If you can operate it as an integrated whole, you can just operate the system more efficiently,\" says Keith Casey, who also works at the California grid operator. \"It's a win-win.\"\u003c/p>\n\u003cp>When California has too much solar power, Western states would buy it instead of having to switch off those solar farms.\u003c/p>\n\u003ch2>TOO MUCH RENEWABLE POWER\u003c/h2>\n\u003cp>\u003cb> On March 27, a sunny day, some solar farms had to shut down because there was more power on the grid than Californians were using. \u003c/b>\u003c/p>\n\u003cdiv class=\"sharedaddy show-for-medium-up\">\n\u003cfigure id=\"attachment_611449\" class=\"wp-caption aligncenter\" style=\"max-width: 1730px\">\u003cimg class=\"size-full wp-image-611449\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/Solar_-Grid_Desktop.png\" alt=\"SOURCE: California ISO. \" width=\"1730\" height=\"1000\">\u003cfigcaption class=\"wp-caption-text\">SOURCE: California ISO. \u003ccite>(Teodros Hailye/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\u003cdiv class=\"show-for-small-only\">\n\u003cfigure id=\"attachment_611442\" class=\"wp-caption aligncenter\" style=\"max-width: 750px\">\u003cimg class=\"wp-image-611442 size-full\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/Solar_Grid_Mobile.png\" alt=\"SOURCE: California ISO\" width=\"750\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">SOURCE: California ISO\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\u003cp>\u003cstrong>Different Commitments May Hamper Partnership\u003c/strong>\u003c/p>\n\u003cp>This marriage of electric grids would start with PacifiCorp, a utility in Oregon, Utah and Wyoming, where negotiations are already underway. But PacifiCorp isn't a partner everyone wants to get in bed with — because much of their electricity is generated by coal.\u003c/p>\n\u003cp>\"That's a big problem for California,\" says Travis Ritchie, staff attorney with the Sierra Club.\u003c/p>\n\u003cp>He says coal doesn't fit into California's ambitious climate change agenda, a plan some Western states actively oppose.\u003c/p>\n\u003cp>\"Will California actually lose the ability to lead on climate issues if it gives up its power to Utah and Wyoming?\" Ritchie says.\u003c/p>\n\u003cp>Those states feel the same way about California -- for the opposite reason.\u003c/p>\n\u003cp>Wyoming's Public Service Commissioner Bill Russell is one of the regulators who would need to bless a Pacificorp-California marriage. As it's currently proposed, he's not inclined to do that.\u003c/p>\n\u003cfigure id=\"attachment_10982728\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10982728\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-800x600.jpg\" alt=\"Power lines next to the Laramie River Station coal-fired power plant in Wheatland, Wyo. It's one of a dozen coal-fired power plants in the state.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Power lines next to the Laramie River Station coal-fired power plant in Wheatland, Wyoming. It's one of a dozen coal-fired power plants in the state. \u003ccite>(Leigh Paterson/Inside Energy)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"California policies, whether you like them or not, are going to be exported throughout the entire West, and all of us in the West are going to be importing California policies,\" Russell says.\u003c/p>\n\u003cp>Policies like California's commitment to renewable energy are not shared by Wyoming, the nation's largest coal-producing state.\u003c/p>\n\u003cp>But California isn't the only one who might benefit from sharing electricity between Western states. An \u003ca href=\"http://www.pacificorp.com/about/newsroom/2015nrl/western-grid-integration.html\">initial study by Pacificorp\u003c/a> estimated its customers would save $2 billion over 20 years, which is why Russell isn't dismissing the idea outright.\u003c/p>\n\u003cp>\"I wouldn't say it's dead yet,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Sharing Energy Across States Is Not A New Idea\u003c/strong>\u003c/p>\n\u003cp>Regional grids like the one proposed to share all kinds of power already thrive in the Midwest, New England and in the mid-Atlantic. But Western states have resisted similar arrangements in the past.\u003c/p>\n\u003cp>\"Politics, at the end of the day, are going to be the biggest obstacle,\" says Cindy Crane, CEO of Rocky Mountain Power, the Pacificorp subsidiary in Wyoming, Idaho and Utah. She worked on some of the previous efforts to integrate the Western grid. She says she is hopeful this time will be different.\u003c/p>\n\u003cp>\"I think it has a better shot, but there are some pretty big threshold issues to get through,\" Crane says.\u003c/p>\n\u003cp>If those issues can't be overcome, California will have to find a way to store all the extra renewable energy from wind and solar, which is difficult and expensive.\u003c/p>\n\u003cp>In the end, the West may soon find that it can't afford not to share.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2016 NPR. To see more, visit http://www.npr.org/\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In California, there is so much solar energy that grid operators have to switch off solar farms. One solution to dealing with the additional power generated is to share the renewable wealth across state borders -- but in the West, it's sparking some not-so-neighborly opposition.\u003c/p>\n\u003cp>Nancy Traweek's job is to balance California's electrical grid at the California Independent System Operator, keeping the lights on for 30 million people. She relies on huge natural gas power plants that put out a steady stream of electricity.\u003c/p>\n\u003cp>But lately, Traweek's job has gotten harder because of solar and wind power. If clouds come in, solar power drops off.\u003c/p>\n\u003cp>\"That needs to come from somewhere else immediately,\" she says.\u003c/p>\n\u003cp>So Traweek has to keep the natural gas plants going in the background in case that happens. But running solar, gas and wind together is a problem because on certain days they make more power than California needs. Traweek will have to tell solar farms to shut off.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Now, we really gotta start cutting as much as we possibly can,\" she says. \"If that's not done, then you could have a blackout.\"\u003c/p>\n\u003cp>One solution to avoid that situation is for California to join up with other Western states.\u003c/p>\n\u003cp>Right now, California's grid runs mostly on its own, like an island. But if there was one big Western grid where states could share power, it would be easier for California to \u003ca href=\"http://www.kqed.org/a/forum/R201510090900\">hit its goal of 50 percent renewable energy\u003c/a> by 2030.\u003c/p>\n\u003cp>\"If you can operate it as an integrated whole, you can just operate the system more efficiently,\" says Keith Casey, who also works at the California grid operator. \"It's a win-win.\"\u003c/p>\n\u003cp>When California has too much solar power, Western states would buy it instead of having to switch off those solar farms.\u003c/p>\n\u003ch2>TOO MUCH RENEWABLE POWER\u003c/h2>\n\u003cp>\u003cb> On March 27, a sunny day, some solar farms had to shut down because there was more power on the grid than Californians were using. \u003c/b>\u003c/p>\n\u003cdiv class=\"sharedaddy show-for-medium-up\">\n\u003cfigure id=\"attachment_611449\" class=\"wp-caption aligncenter\" style=\"max-width: 1730px\">\u003cimg class=\"size-full wp-image-611449\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/Solar_-Grid_Desktop.png\" alt=\"SOURCE: California ISO. \" width=\"1730\" height=\"1000\">\u003cfigcaption class=\"wp-caption-text\">SOURCE: California ISO. \u003ccite>(Teodros Hailye/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\u003cdiv class=\"show-for-small-only\">\n\u003cfigure id=\"attachment_611442\" class=\"wp-caption aligncenter\" style=\"max-width: 750px\">\u003cimg class=\"wp-image-611442 size-full\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/Solar_Grid_Mobile.png\" alt=\"SOURCE: California ISO\" width=\"750\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">SOURCE: California ISO\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\u003cp>\u003cstrong>Different Commitments May Hamper Partnership\u003c/strong>\u003c/p>\n\u003cp>This marriage of electric grids would start with PacifiCorp, a utility in Oregon, Utah and Wyoming, where negotiations are already underway. But PacifiCorp isn't a partner everyone wants to get in bed with — because much of their electricity is generated by coal.\u003c/p>\n\u003cp>\"That's a big problem for California,\" says Travis Ritchie, staff attorney with the Sierra Club.\u003c/p>\n\u003cp>He says coal doesn't fit into California's ambitious climate change agenda, a plan some Western states actively oppose.\u003c/p>\n\u003cp>\"Will California actually lose the ability to lead on climate issues if it gives up its power to Utah and Wyoming?\" Ritchie says.\u003c/p>\n\u003cp>Those states feel the same way about California -- for the opposite reason.\u003c/p>\n\u003cp>Wyoming's Public Service Commissioner Bill Russell is one of the regulators who would need to bless a Pacificorp-California marriage. As it's currently proposed, he's not inclined to do that.\u003c/p>\n\u003cfigure id=\"attachment_10982728\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10982728\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-800x600.jpg\" alt=\"Power lines next to the Laramie River Station coal-fired power plant in Wheatland, Wyo. It's one of a dozen coal-fired power plants in the state.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/powerlines-29e600589875f91b80ab93a84e0a6102fa2fcf87-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Power lines next to the Laramie River Station coal-fired power plant in Wheatland, Wyoming. It's one of a dozen coal-fired power plants in the state. \u003ccite>(Leigh Paterson/Inside Energy)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"California policies, whether you like them or not, are going to be exported throughout the entire West, and all of us in the West are going to be importing California policies,\" Russell says.\u003c/p>\n\u003cp>Policies like California's commitment to renewable energy are not shared by Wyoming, the nation's largest coal-producing state.\u003c/p>\n\u003cp>But California isn't the only one who might benefit from sharing electricity between Western states. An \u003ca href=\"http://www.pacificorp.com/about/newsroom/2015nrl/western-grid-integration.html\">initial study by Pacificorp\u003c/a> estimated its customers would save $2 billion over 20 years, which is why Russell isn't dismissing the idea outright.\u003c/p>\n\u003cp>\"I wouldn't say it's dead yet,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Sharing Energy Across States Is Not A New Idea\u003c/strong>\u003c/p>\n\u003cp>Regional grids like the one proposed to share all kinds of power already thrive in the Midwest, New England and in the mid-Atlantic. But Western states have resisted similar arrangements in the past.\u003c/p>\n\u003cp>\"Politics, at the end of the day, are going to be the biggest obstacle,\" says Cindy Crane, CEO of Rocky Mountain Power, the Pacificorp subsidiary in Wyoming, Idaho and Utah. She worked on some of the previous efforts to integrate the Western grid. She says she is hopeful this time will be different.\u003c/p>\n\u003cp>\"I think it has a better shot, but there are some pretty big threshold issues to get through,\" Crane says.\u003c/p>\n\u003cp>If those issues can't be overcome, California will have to find a way to store all the extra renewable energy from wind and solar, which is difficult and expensive.\u003c/p>\n\u003cp>In the end, the West may soon find that it can't afford not to share.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2016 NPR. To see more, visit http://www.npr.org/\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Apple Inc. is investing $1 billion in Didi Chuxing, China's most popular ride-hailing app.\u003c/p>\n\u003cp>It's a striking foray into the Chinese market — where Apple has recently faced strategic challenges — and a possible hint as to Apple's continued interest in the world of transportation. The company has \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">widely been rumored\u003c/a> to be working on self-driving cars.\u003c/p>\n\u003cp>Didi Chuxing, previously known as Didi Kuaidi, is a major competitor of Uber, which is \u003ca href=\"https://www.theguardian.com/technology/2016/feb/18/uber-ceo-company-losing-1-billion-a-year-compete-in-china\">spending big\u003c/a> to try to break into China.\u003c/p>\n\u003cp>By investing in the company, Apple joins Web giants Alibaba Group (an e-commerce company) and Tencent Holdings (a game and entertainment service), Didi Chuxing said in \u003ca href=\"http://www.prnewswire.com/news-releases/didi-chuxing-announces-progress-in-current-fundraising-round-300268199.html#continue-jump\">its announcement Friday\u003c/a>. But Apple's investment is the single biggest infusion of cash in the company.\u003c/p>\n\u003cp>The ride-hailing company says it has 300 million customers in 400 cities, and claims to hold \"over 87 percent market share in private car-hailing and over 99 percent market share in taxi-hailing.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>'A Chance To Learn More' About China\u003c/strong>\u003c/p>\n\u003cp>Apple has hit some trouble in the Chinese market recently.\u003c/p>\n\u003cp>Last month, \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475240876/apple-s-movies-and-books-services-are-closed-in-china\">as we reported on the Two-Way\u003c/a>, China shut down Apple's movie and book stores on iTunes — after they'd been open only for about six months.\u003c/p>\n\u003cp>And in general, Apple is vulnerable to changes of heart in China, as NPR's Aarti Shahani \u003ca href=\"http://www.npr.org/2016/04/29/476203963/apples-lousy-week-could-signal-times-of-trouble-for-tech-giant\">reported two weeks ago\u003c/a>. That's one reason billionaire investor Carl Icahn dropped his shares in Apple, Shahani said:\u003c/p>\n\u003cp>\"Apple is really dependent on China. It's the second-largest market after the U.S., and Icahn says the Chinese government could suddenly change its mind, close the doors and make it very difficult for Apple to sell there,\" she explained.\u003c/p>\n\u003cp>Meanwhile, lower sales in China contributed to Apple's first revenue drop in more than a decade.\u003c/p>\n\u003cp>Apple CEO Tim Cook \u003ca href=\"http://www.reuters.com/article/us-apple-china-idUSKCN0Y404W\">told Reuters\u003c/a> that the company saw the investment in Didi Chuxing as \"a chance to learn more about certain segments of the China market,\" as well as an opportunity to make a profit.\u003c/p>\n\u003cp>And analyst Ben Bajarin told the wire service that the move is also an investment in Apple's relationship with the Chinese government. Here's Reuters again:\u003c/p>\n\u003cblockquote>\u003cp>\" 'This is as much about sending signals about their seriousness in that country as it is about helping Didi build a ride-sharing platform,' [Bajarin] said.\u003c/p>\n\u003cp>\"Didi Chuxing is a poster child for Chinese technology, a critical sector in Beijing's goal to shift the economy toward higher-value services.\u003c/p>\n\u003cp>\"Didi Chuxing executives have met with some of China's top leaders, including President Xi Jinping last December.\"\u003c/p>\u003c/blockquote>\n\u003cp>Another industry expert, Mark Natkin, \u003ca href=\"http://www.nytimes.com/2016/05/14/technology/apple-uber-didi-chuxing.html?_r=0\">tells the New York Times\u003c/a> that \"making a sizable investment in a leading Chinese I.T. company will buy [Apple] a lot of good will.\"\u003c/p>\n\u003cp>Cook will be heading to China later this month on a high-profile visit.\u003c/p>\n\u003cp>\u003cstrong>What's Driving An Investment In Ride-Hailing?\u003c/strong>\u003c/p>\n\u003cp>Meanwhile, other industry-watchers were struck by the fact that the investment — the largest Apple has made \u003ca href=\"http://www.wsj.com/articles/apple-invests-1-billion-in-didi-ubers-rival-in-china-1463106590\">since acquiring Beats Electronics in 2014\u003c/a> — was in a ride-hailing app.\u003c/p>\n\u003cp>Apple's potential interest in the transportation sector, particularly in self-driving cars, has been the topic of \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">many rumors\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/business/la-fi-apple-china-didi-20160512-snap-story.html\">The Los Angeles Times\u003c/a> reports on potential connections to cutting a deal with Didi Chuxing:\u003c/p>\n\u003cblockquote>\u003cp>\"Chinese analysts also speculate that Apple might be interested in tapping Didi's massive trove of data on ride-hailing and car usage to inform Apple's own development of a high-tech, self-driving car, which has long been rumored. Map services are another conceivable area of cooperation.\"\u003c/p>\u003c/blockquote>\n\u003cp>Cook told Reuters that, for now, when it comes to the car business, Apple was focused on the CarPlay system for linking smartphones to car dashboards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We will have to see what the future holds,\" he told the wire service.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Apple+Invests+%241+Billion+In+Chinese+Ride-Hailing+App&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Apple Inc. is investing $1 billion in Didi Chuxing, China's most popular ride-hailing app.\u003c/p>\n\u003cp>It's a striking foray into the Chinese market — where Apple has recently faced strategic challenges — and a possible hint as to Apple's continued interest in the world of transportation. The company has \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">widely been rumored\u003c/a> to be working on self-driving cars.\u003c/p>\n\u003cp>Didi Chuxing, previously known as Didi Kuaidi, is a major competitor of Uber, which is \u003ca href=\"https://www.theguardian.com/technology/2016/feb/18/uber-ceo-company-losing-1-billion-a-year-compete-in-china\">spending big\u003c/a> to try to break into China.\u003c/p>\n\u003cp>By investing in the company, Apple joins Web giants Alibaba Group (an e-commerce company) and Tencent Holdings (a game and entertainment service), Didi Chuxing said in \u003ca href=\"http://www.prnewswire.com/news-releases/didi-chuxing-announces-progress-in-current-fundraising-round-300268199.html#continue-jump\">its announcement Friday\u003c/a>. But Apple's investment is the single biggest infusion of cash in the company.\u003c/p>\n\u003cp>The ride-hailing company says it has 300 million customers in 400 cities, and claims to hold \"over 87 percent market share in private car-hailing and over 99 percent market share in taxi-hailing.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>'A Chance To Learn More' About China\u003c/strong>\u003c/p>\n\u003cp>Apple has hit some trouble in the Chinese market recently.\u003c/p>\n\u003cp>Last month, \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475240876/apple-s-movies-and-books-services-are-closed-in-china\">as we reported on the Two-Way\u003c/a>, China shut down Apple's movie and book stores on iTunes — after they'd been open only for about six months.\u003c/p>\n\u003cp>And in general, Apple is vulnerable to changes of heart in China, as NPR's Aarti Shahani \u003ca href=\"http://www.npr.org/2016/04/29/476203963/apples-lousy-week-could-signal-times-of-trouble-for-tech-giant\">reported two weeks ago\u003c/a>. That's one reason billionaire investor Carl Icahn dropped his shares in Apple, Shahani said:\u003c/p>\n\u003cp>\"Apple is really dependent on China. It's the second-largest market after the U.S., and Icahn says the Chinese government could suddenly change its mind, close the doors and make it very difficult for Apple to sell there,\" she explained.\u003c/p>\n\u003cp>Meanwhile, lower sales in China contributed to Apple's first revenue drop in more than a decade.\u003c/p>\n\u003cp>Apple CEO Tim Cook \u003ca href=\"http://www.reuters.com/article/us-apple-china-idUSKCN0Y404W\">told Reuters\u003c/a> that the company saw the investment in Didi Chuxing as \"a chance to learn more about certain segments of the China market,\" as well as an opportunity to make a profit.\u003c/p>\n\u003cp>And analyst Ben Bajarin told the wire service that the move is also an investment in Apple's relationship with the Chinese government. Here's Reuters again:\u003c/p>\n\u003cblockquote>\u003cp>\" 'This is as much about sending signals about their seriousness in that country as it is about helping Didi build a ride-sharing platform,' [Bajarin] said.\u003c/p>\n\u003cp>\"Didi Chuxing is a poster child for Chinese technology, a critical sector in Beijing's goal to shift the economy toward higher-value services.\u003c/p>\n\u003cp>\"Didi Chuxing executives have met with some of China's top leaders, including President Xi Jinping last December.\"\u003c/p>\u003c/blockquote>\n\u003cp>Another industry expert, Mark Natkin, \u003ca href=\"http://www.nytimes.com/2016/05/14/technology/apple-uber-didi-chuxing.html?_r=0\">tells the New York Times\u003c/a> that \"making a sizable investment in a leading Chinese I.T. company will buy [Apple] a lot of good will.\"\u003c/p>\n\u003cp>Cook will be heading to China later this month on a high-profile visit.\u003c/p>\n\u003cp>\u003cstrong>What's Driving An Investment In Ride-Hailing?\u003c/strong>\u003c/p>\n\u003cp>Meanwhile, other industry-watchers were struck by the fact that the investment — the largest Apple has made \u003ca href=\"http://www.wsj.com/articles/apple-invests-1-billion-in-didi-ubers-rival-in-china-1463106590\">since acquiring Beats Electronics in 2014\u003c/a> — was in a ride-hailing app.\u003c/p>\n\u003cp>Apple's potential interest in the transportation sector, particularly in self-driving cars, has been the topic of \u003ca href=\"http://www.npr.org/2015/02/21/387906258/apple-must-think-different-on-cars-or-join-ranks-of-failed-new-brands\">many rumors\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/business/la-fi-apple-china-didi-20160512-snap-story.html\">The Los Angeles Times\u003c/a> reports on potential connections to cutting a deal with Didi Chuxing:\u003c/p>\n\u003cblockquote>\u003cp>\"Chinese analysts also speculate that Apple might be interested in tapping Didi's massive trove of data on ride-hailing and car usage to inform Apple's own development of a high-tech, self-driving car, which has long been rumored. Map services are another conceivable area of cooperation.\"\u003c/p>\u003c/blockquote>\n\u003cp>Cook told Reuters that, for now, when it comes to the car business, Apple was focused on the CarPlay system for linking smartphones to car dashboards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We will have to see what the future holds,\" he told the wire service.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Apple+Invests+%241+Billion+In+Chinese+Ride-Hailing+App&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Amid Allegations Of Bias, Facebook Explains How 'Trending Topics' Works",
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"content": "\u003cp>Facing an uproar from conservatives and even calls for a congressional inquiry from a prominent lawmaker, Facebook is going to great lengths to explain how it decides what shows up on its trending news notifications.\u003c/p>\n\u003cp>On Thursday, the company released a \u003ca href=\"https://fbnewsroomus.files.wordpress.com/2016/05/full-trending-review-guidelines.pdf\">28-page internal document\u003c/a> that details the instructions to the humans who shepherd the \"Trending Topics\" feature. It's the news section that you — and Facebook's 1.6 billion users worldwide — see in the right-hand column of Facebook on desktops or when you do a search on mobile.\u003c/p>\n\u003cp>What we now know is that trending topics are driven in part by an algorithm and in part by humans. A \u003ca href=\"http://gizmodo.com/former-facebook-workers-we-routinely-suppressed-conser-1775461006\">Gizmodo article\u003c/a> this week cited anonymous former contractors from the Trending Topics team, saying that human curators sometimes passed up conservative-leaning topics in favor of more liberal ones.\u003c/p>\n\u003cp>The release of the internal document represents Facebook's continued pushback against bias allegations. The document was made public for the first time after being shared with \u003ca href=\"https://www.theguardian.com/technology/2016/may/12/facebook-trending-news-leaked-documents-editor-guidelines\">The Guardian\u003c/a>. As Trending Topics' chief said on Monday, the guidelines do not allow or advise some kind of systematic discrimination against sources with particular ideologies.\u003c/p>\n\u003cp>What the document shows is how people are involved in the process, sometimes \"injecting\" newsworthy stories and sometimes \"blacklisting\" stories, for example, for not being a \"real-world\" event or for being duplicative. This kind of role of human curators has drawn suggestions that Facebook was becoming more of a publisher — in a traditional sense, like the mainstream news media — than a perfectly neutral \u003cem>platform\u003c/em>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Facebook says it hasn't found any evidence of intentional manipulations of the Trending Topics section to suppress conservative stories, the New York Times reports. The newspaper outlines \u003ca href=\"http://www.nytimes.com/2016/05/13/technology/facebook-guidelines-trending-topics.html\">some big takeaways\u003c/a> from the guidelines:\u003c/p>\n\u003cblockquote>\u003cp>\"For instance, after algorithms detect early signs of popular stories on the network, editors are asked to cross-reference potential trending topics with a list of 10 major news publications, including CNN, Fox News, The Guardian and The New York Times.\u003c/p>\n\u003cp>\"While algorithms determine the exact mix of topics displayed to each person, based on that user's past actions on Facebook, a team of people is largely responsible for the overall mix of which topics should — and more important, should not — be shown in Trending Topics.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>The document did not detail the inner workings of the algorithm behind Trending Topics, nor did it touch on the way Facebook determines what posts are deemed worthwhile to show up in someone's News Feed.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Amid+Allegations+Of+Bias%2C+Facebook+Explains+How+%27Trending+Topics%27+Works&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Facing an uproar from conservatives and even calls for a congressional inquiry from a prominent lawmaker, Facebook is going to great lengths to explain how it decides what shows up on its trending news notifications.\u003c/p>\n\u003cp>On Thursday, the company released a \u003ca href=\"https://fbnewsroomus.files.wordpress.com/2016/05/full-trending-review-guidelines.pdf\">28-page internal document\u003c/a> that details the instructions to the humans who shepherd the \"Trending Topics\" feature. It's the news section that you — and Facebook's 1.6 billion users worldwide — see in the right-hand column of Facebook on desktops or when you do a search on mobile.\u003c/p>\n\u003cp>What we now know is that trending topics are driven in part by an algorithm and in part by humans. A \u003ca href=\"http://gizmodo.com/former-facebook-workers-we-routinely-suppressed-conser-1775461006\">Gizmodo article\u003c/a> this week cited anonymous former contractors from the Trending Topics team, saying that human curators sometimes passed up conservative-leaning topics in favor of more liberal ones.\u003c/p>\n\u003cp>The release of the internal document represents Facebook's continued pushback against bias allegations. The document was made public for the first time after being shared with \u003ca href=\"https://www.theguardian.com/technology/2016/may/12/facebook-trending-news-leaked-documents-editor-guidelines\">The Guardian\u003c/a>. As Trending Topics' chief said on Monday, the guidelines do not allow or advise some kind of systematic discrimination against sources with particular ideologies.\u003c/p>\n\u003cp>What the document shows is how people are involved in the process, sometimes \"injecting\" newsworthy stories and sometimes \"blacklisting\" stories, for example, for not being a \"real-world\" event or for being duplicative. This kind of role of human curators has drawn suggestions that Facebook was becoming more of a publisher — in a traditional sense, like the mainstream news media — than a perfectly neutral \u003cem>platform\u003c/em>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Facebook says it hasn't found any evidence of intentional manipulations of the Trending Topics section to suppress conservative stories, the New York Times reports. The newspaper outlines \u003ca href=\"http://www.nytimes.com/2016/05/13/technology/facebook-guidelines-trending-topics.html\">some big takeaways\u003c/a> from the guidelines:\u003c/p>\n\u003cblockquote>\u003cp>\"For instance, after algorithms detect early signs of popular stories on the network, editors are asked to cross-reference potential trending topics with a list of 10 major news publications, including CNN, Fox News, The Guardian and The New York Times.\u003c/p>\n\u003cp>\"While algorithms determine the exact mix of topics displayed to each person, based on that user's past actions on Facebook, a team of people is largely responsible for the overall mix of which topics should — and more important, should not — be shown in Trending Topics.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>The document did not detail the inner workings of the algorithm behind Trending Topics, nor did it touch on the way Facebook determines what posts are deemed worthwhile to show up in someone's News Feed.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Amid+Allegations+Of+Bias%2C+Facebook+Explains+How+%27Trending+Topics%27+Works&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "In Salinas, a Repurposed Popsicle Cart Engages Kids With the Library",
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"content": "\u003cp>In the age of the Internet, public libraries are constantly looking for ways to stay relevant and to connect with their communities. In the Central California city of Salinas, the library is trying a new twist on the old bookmobile.\u003c/p>\n\u003cp>Paletero pushcarts are kid magnets with their crunchy snacks and namesake \u003cem>paletas\u003c/em> (the Spanish word for popsicles). The library’s version seems to be no exception, even though the only thing it's peddling is food for thought.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/262299557\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>\"Do you have a library card?\"\u003c/p>\n\u003cp>It’s a question Luis Alejandre has for nearly everyone he passes as he pushes a small blue cart with a clunky wheel along a busy street. He’s a librarian at the \u003ca href=\"http://www.salinaspubliclibrary.org/ceasar-chavez-library\" target=\"_blank\">Cesar Chavez Library\u003c/a> in east Salinas.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>When kids gather round, he pulls the lid off the cart to reveal stacks of books for teens and tweens. There’s visible excitement as one kid says, “You have Minecraft books. Sweet!\"\u003c/p>\n\u003cp>Twice a week, two library staff members push the cart around this predominantly Latino neighborhood.\u003c/p>\n\u003cp>\"You’d be surprised to see how many people who live close to the library do not check out the library. Because either they don’t have time to come or don’t know what services we offer,” says Alejandre.\u003c/p>\n\u003cfigure id=\"attachment_10944958\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10944958\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/KidsBrowseBooks-800x580.jpg\" alt=\"Librarian Luis Alejandre (R) and Library Clerk Luis Moya (L) help kids check out books from the Paletero cart.\" width=\"800\" height=\"580\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks-800x580.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks-400x290.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks-1180x856.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks-960x697.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Librarian Luis Alejandre (R) and Library Clerk Luis Moya (L) help kids check out books from the Paletero cart. \u003ccite>(Krista Almanzan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And that’s the idea behind the Paletero cart: connect the neighborhood with resources just a few blocks away, such as ESL classes, bilingual storytime for kids and computer classes.\u003c/p>\n\u003cp>\"We are in a world where we are advancing really fast with technology. It's really important to help our community keep up with that, and that’s why we are performing the services free,\" says Luis Moya, a library clerk who is also walking with the cart.\u003c/p>\n\u003cp>On the walk through the neighborhood, Lupita Ayala flags down the cart. She says her kids love to read, but they don’t have time to get to the library today.\u003c/p>\n\u003cp>The cart has Wi-Fi and an iPad to handle book checkouts and returns, and it can sign people up for library cards. They also give away free books in English and Spanish.\u003c/p>\n\u003cp>Across the state, libraries are constantly adapting to the public’s changing needs, says Misty Jones, president of the California Library Association. She says it's hard to beat the basic benefit of just getting a book into someone’s hands.\u003c/p>\n\u003cfigure id=\"attachment_10944964\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10944964\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/GirlBookSelection-800x600.jpg\" alt=\"Kids need a parent's permission to get a library card. The Paletero cart offers free books to kids without a library card.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kids need a parent's permission to get a library card. The Paletero cart offers free books to kids without a library card. \u003ccite>(Krista Almanzan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"The ability to have that story, to have that information is something that you never can take away from someone. So when you give them information, and you give them access to information, you’re empowering them to better their lives,” says Jones.\u003c/p>\n\u003cp>Since the Salinas Public Library launched the Paletero program last month, Alejandre estimates they’ve given away nearly 200 free books and signed up more than 20 people for new library cards.\u003c/p>\n\u003cp>“Very often we’re concentrating on services within our four walls, and it’s very important to take services to where people are,” says Cary Ann Siegfried, director of the Salinas Public Library and Community Services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The library is now building a second cart to expand this service into other neighborhoods.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the age of the Internet, public libraries are constantly looking for ways to stay relevant and to connect with their communities. In the Central California city of Salinas, the library is trying a new twist on the old bookmobile.\u003c/p>\n\u003cp>Paletero pushcarts are kid magnets with their crunchy snacks and namesake \u003cem>paletas\u003c/em> (the Spanish word for popsicles). The library’s version seems to be no exception, even though the only thing it's peddling is food for thought.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/262299557&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/262299557'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\"Do you have a library card?\"\u003c/p>\n\u003cp>It’s a question Luis Alejandre has for nearly everyone he passes as he pushes a small blue cart with a clunky wheel along a busy street. He’s a librarian at the \u003ca href=\"http://www.salinaspubliclibrary.org/ceasar-chavez-library\" target=\"_blank\">Cesar Chavez Library\u003c/a> in east Salinas.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When kids gather round, he pulls the lid off the cart to reveal stacks of books for teens and tweens. There’s visible excitement as one kid says, “You have Minecraft books. Sweet!\"\u003c/p>\n\u003cp>Twice a week, two library staff members push the cart around this predominantly Latino neighborhood.\u003c/p>\n\u003cp>\"You’d be surprised to see how many people who live close to the library do not check out the library. Because either they don’t have time to come or don’t know what services we offer,” says Alejandre.\u003c/p>\n\u003cfigure id=\"attachment_10944958\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10944958\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/KidsBrowseBooks-800x580.jpg\" alt=\"Librarian Luis Alejandre (R) and Library Clerk Luis Moya (L) help kids check out books from the Paletero cart.\" width=\"800\" height=\"580\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks-800x580.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks-400x290.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks-1180x856.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/KidsBrowseBooks-960x697.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Librarian Luis Alejandre (R) and Library Clerk Luis Moya (L) help kids check out books from the Paletero cart. \u003ccite>(Krista Almanzan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And that’s the idea behind the Paletero cart: connect the neighborhood with resources just a few blocks away, such as ESL classes, bilingual storytime for kids and computer classes.\u003c/p>\n\u003cp>\"We are in a world where we are advancing really fast with technology. It's really important to help our community keep up with that, and that’s why we are performing the services free,\" says Luis Moya, a library clerk who is also walking with the cart.\u003c/p>\n\u003cp>On the walk through the neighborhood, Lupita Ayala flags down the cart. She says her kids love to read, but they don’t have time to get to the library today.\u003c/p>\n\u003cp>The cart has Wi-Fi and an iPad to handle book checkouts and returns, and it can sign people up for library cards. They also give away free books in English and Spanish.\u003c/p>\n\u003cp>Across the state, libraries are constantly adapting to the public’s changing needs, says Misty Jones, president of the California Library Association. She says it's hard to beat the basic benefit of just getting a book into someone’s hands.\u003c/p>\n\u003cfigure id=\"attachment_10944964\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10944964\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/05/GirlBookSelection-800x600.jpg\" alt=\"Kids need a parent's permission to get a library card. The Paletero cart offers free books to kids without a library card.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/05/GirlBookSelection-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kids need a parent's permission to get a library card. The Paletero cart offers free books to kids without a library card. \u003ccite>(Krista Almanzan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"The ability to have that story, to have that information is something that you never can take away from someone. So when you give them information, and you give them access to information, you’re empowering them to better their lives,” says Jones.\u003c/p>\n\u003cp>Since the Salinas Public Library launched the Paletero program last month, Alejandre estimates they’ve given away nearly 200 free books and signed up more than 20 people for new library cards.\u003c/p>\n\u003cp>“Very often we’re concentrating on services within our four walls, and it’s very important to take services to where people are,” says Cary Ann Siegfried, director of the Salinas Public Library and Community Services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The library is now building a second cart to expand this service into other neighborhoods.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Could End Surge Pricing, a Key Part of Drivers' Earnings",
"title": "Uber Could End Surge Pricing, a Key Part of Drivers' Earnings",
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"content": "\u003cp>\u003cem>Updated at 11:36 a.m. PDT with an editor's note at \u003ca href=\"#editorsnote\">the end of the story\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Sometimes you call an Uber, and what you thought would be an $8 ride is going to be two, three, even four times more — the result of greater demand brought on by a blizzard, or a baseball game. Whatever the reason, surge pricing is not fun.\u003c/p>\n\u003cp>Those price spikes are there for a reason: to persuade more drivers to get in their cars at times of peak demand and pick up riders. But Uber says it's working on something that could end surge pricing. The move likely will be great for riders, but not for drivers.\u003c/p>\n\u003cp>\u003cstrong>Hunting for the Surge\u003c/strong>\u003c/p>\n\u003cp>Many on-demand drivers plan their days around surge rates; Nathan Sapp is one of them. He's sitting in his garage in Columbus, Indiana, a little after midnight, \"trying not to wake up the family,\" he says. His wife and three kids are asleep, but he just got back home from driving for Uber.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sapp showed NPR pay stubs for a recent three-month period. On average, he is in his car and logged into his Uber app — either driving passengers or waiting to get one — 42.4 hours per week.\u003c/p>\n\u003cp>Like many drivers, he's got a system in place for finding surges: He talks to fraternity and sorority members at the campus of Indiana University, over in Bloomington.\u003c/p>\n\u003cp>\"I definitely keep up with the news regarding events in town,\" he says. \"They could be business meetings, conventions. They could be specific sporting events.\"\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/476513775/476559549\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Surge is Uber's solution when passenger demand outstrips driver supply: Inform customers that their ride is going to cost more — maybe way more — then pick up those who agree and accept the loss of the ones who don't.\u003c/p>\n\u003cp>Drivers want surge pricing, though the system for getting it isn't foolproof. Sapp doesn't know in advance where any one fare will take him. He recalls one time he planned his day around a big Bernie Sanders event, \"but not 20 minutes prior to the start of the speech, I got a trip that took me 60 miles away.\"\u003c/p>\n\u003cp>He ended up working in a completely different, slower city that night. To be clear, though, Sapp isn't complaining. He knows unpredictable trips are part of the deal.\u003c/p>\n\u003cp>In the three months of stubs he provided, surge fares were about a quarter of his total take-home pay, boosting his income by nearly $700 a month. That's money to fix his car, pay insurance, take the family out. A day at the museum, for example, costs $100.\u003c/p>\n\u003cp>\"That might not be a lot of money to some people, but for us $100 is $100,\" Sapp says.\u003c/p>\n\u003cp>Uber driver David Thrasher, who works primarily in Atlanta, puts it more bluntly: \"Surge is absolutely make or break. If there was no surge, ever, I wouldn't be able to afford doing this at all.\"\u003c/p>\n\u003cp>Thrasher also showed NPR months of pay stubs. When there's not much surge fare, he makes about $11 an hour. When he gets many surge rides, his weekly earnings go up to more like $16 or $17 an hour, on average.\u003c/p>\n\u003cp>\"That's pretty good,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Automate It\u003c/strong>\u003c/p>\n\u003cp>While drivers see surge as a key feature of the job — and Uber advertises it as such to them — inside the company surge pricing is considered a market failure, a problem to be solved.\u003c/p>\n\u003cp>\"That's where machine learning comes in. That's where the next generation comes in,\" says Jeff Schneider, engineering lead at \u003ca href=\"https://www.uberatc.com/\">Uber Advanced Technologies Center\u003c/a>. \"Because now we can look at all this data, and we can start to make predictions.\"\u003c/p>\n\u003cp>Schneider grants an onstage interview at a Silicon Valley insider conference called \u003ca href=\"http://www.structuredata.com/data-2016/schedule/\">Structure Data\u003c/a>. It is a well-known fact that, in the long term, Uber is working on self-driving cars with no need for human drivers. In the shorter term, killing surge rates is at the top of Schneider's list of priorities.\u003c/p>\n\u003cp>Think of it this way: When a Beyoncé concert lets out, it's a no-brainer that there's a ton of demand. Drivers know that. What's harder, Schneider explains, \"is to find those Tuesday nights when it's not even raining and for some reason there's demand — and to know that's coming. That's machine learning.\"\u003c/p>\n\u003cp>With enough of the right data inputs, computer algorithms can do the research that driver Nathan Sapp already does — only better, \"so the surge pricing never even has to happen,\" Schneider says.\u003c/p>\n\u003cp>Drivers would be informed of the extra demand. \"And I think that's one of the really cool things that machine learning's doing for Uber right now,\" Schneider says.\u003c/p>\n\u003cp>By \"right now,\" he means he's on it. UberEATS, the company's food delivery service, is already using machine learning to anticipate how many people will call for lunch in a given area.\u003c/p>\n\u003cp>Uber hasn't released an exact timeline for the end of surge, and it's not clear if the company plans to make an announcement or just phase it out so that riders lose the unpleasant 400 percent price increase without ticking off drivers.\u003c/p>\n\u003cp>\u003cstrong>Wage Fluctuations the Norm\u003c/strong>\u003c/p>\n\u003cp>Sapp can't say he's surprised when I break the news to him, given the company's nonstop recruitment efforts. More drivers mean less surge pricing brought on by excess demand.\u003c/p>\n\u003cp>\"I get what seems like five to 10 notices every week to invite my friends and family to drive for Uber,\" he says.\u003c/p>\n\u003cp>Uber is competitive because of price: On average, Uber rides are about two-thirds the cost of a taxicab ride, according to data compiled by Certify. And there's a culture — a norm — of changing the rates for drivers regularly. Sapp says he gets a notice every few months telling him the new rates in his area.\u003c/p>\n\u003cp>\"There's no conversation about it,\" he says. \"The end.\"\u003c/p>\n\u003cp>As part of a \u003ca href=\"http://www.npr.org/2016/04/22/475228363/uber-settles-2-lawsuits-over-whether-drivers-are-employees-or-contractors\">recent class-action settlement\u003c/a>, Uber plans to start letting drivers collect tips. It could be that the income lost from surge is replaced by passengers voluntarily giving a bit more.\u003c/p>\n\u003cp>Thrasher says it'll take more than tips — that the company will need to raise the base fare for drivers.\u003c/p>\n\u003cp>\"If they took away surge and kept the base fare as it is, nobody could survive doing it,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Editor's Note:\u003c/strong> Since this story ran, media outlets including \u003ca href=\"http://www.marketwatch.com/story/uber-isnt-killing-surge-pricing-2016-05-03#:rbu8j8FhDpV64Q\" target=\"_blank\">MarketWatch\u003c/a> and \u003ca href=\"http://techcrunch.com/2016/05/03/uber-denies-plans-to-kill-surge-pricing-in-us/?ncid=rss\" target=\"_blank\">TechCrunch\u003c/a> have raised questions about its accuracy, citing a statement from Uber.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>NPR's reporting is based on an on-the-record public conversation with Jeff Schneider, a leading technologist at the Uber Advanced Technology Center. You can watch here. In it, Schneider says surge pricing is a market failure and a problem his team is working to solve:\u003cbr>\n\u003cstrong>\u003cbr>\nSchneider:\u003c/strong> And so the idea is if you can predict that demand, you get that information out there -- and you get that supply there ready for the demand so the surge pricing never even has to happen. And I think that's one of the really cool things that machine learning's doing for Uber right now.\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> So just note, Jeff from Uber is saying that machine learning will solve the problem and get rid of surge pricing.\u003cbr>\n\u003cstrong>Schneider: \u003c/strong>There we go!\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> There we go, promise to customers.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Plans+To+Kill+Surge+Pricing%2C+Though+Drivers+Say+It+Makes+Job+Worth+It&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "Uber says it's using machine learning to predict high demand, which would allow the app to alert extra drivers instead of hiking rates at busy times. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 11:36 a.m. PDT with an editor's note at \u003ca href=\"#editorsnote\">the end of the story\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Sometimes you call an Uber, and what you thought would be an $8 ride is going to be two, three, even four times more — the result of greater demand brought on by a blizzard, or a baseball game. Whatever the reason, surge pricing is not fun.\u003c/p>\n\u003cp>Those price spikes are there for a reason: to persuade more drivers to get in their cars at times of peak demand and pick up riders. But Uber says it's working on something that could end surge pricing. The move likely will be great for riders, but not for drivers.\u003c/p>\n\u003cp>\u003cstrong>Hunting for the Surge\u003c/strong>\u003c/p>\n\u003cp>Many on-demand drivers plan their days around surge rates; Nathan Sapp is one of them. He's sitting in his garage in Columbus, Indiana, a little after midnight, \"trying not to wake up the family,\" he says. His wife and three kids are asleep, but he just got back home from driving for Uber.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sapp showed NPR pay stubs for a recent three-month period. On average, he is in his car and logged into his Uber app — either driving passengers or waiting to get one — 42.4 hours per week.\u003c/p>\n\u003cp>Like many drivers, he's got a system in place for finding surges: He talks to fraternity and sorority members at the campus of Indiana University, over in Bloomington.\u003c/p>\n\u003cp>\"I definitely keep up with the news regarding events in town,\" he says. \"They could be business meetings, conventions. They could be specific sporting events.\"\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/476513775/476559549\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Surge is Uber's solution when passenger demand outstrips driver supply: Inform customers that their ride is going to cost more — maybe way more — then pick up those who agree and accept the loss of the ones who don't.\u003c/p>\n\u003cp>Drivers want surge pricing, though the system for getting it isn't foolproof. Sapp doesn't know in advance where any one fare will take him. He recalls one time he planned his day around a big Bernie Sanders event, \"but not 20 minutes prior to the start of the speech, I got a trip that took me 60 miles away.\"\u003c/p>\n\u003cp>He ended up working in a completely different, slower city that night. To be clear, though, Sapp isn't complaining. He knows unpredictable trips are part of the deal.\u003c/p>\n\u003cp>In the three months of stubs he provided, surge fares were about a quarter of his total take-home pay, boosting his income by nearly $700 a month. That's money to fix his car, pay insurance, take the family out. A day at the museum, for example, costs $100.\u003c/p>\n\u003cp>\"That might not be a lot of money to some people, but for us $100 is $100,\" Sapp says.\u003c/p>\n\u003cp>Uber driver David Thrasher, who works primarily in Atlanta, puts it more bluntly: \"Surge is absolutely make or break. If there was no surge, ever, I wouldn't be able to afford doing this at all.\"\u003c/p>\n\u003cp>Thrasher also showed NPR months of pay stubs. When there's not much surge fare, he makes about $11 an hour. When he gets many surge rides, his weekly earnings go up to more like $16 or $17 an hour, on average.\u003c/p>\n\u003cp>\"That's pretty good,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Automate It\u003c/strong>\u003c/p>\n\u003cp>While drivers see surge as a key feature of the job — and Uber advertises it as such to them — inside the company surge pricing is considered a market failure, a problem to be solved.\u003c/p>\n\u003cp>\"That's where machine learning comes in. That's where the next generation comes in,\" says Jeff Schneider, engineering lead at \u003ca href=\"https://www.uberatc.com/\">Uber Advanced Technologies Center\u003c/a>. \"Because now we can look at all this data, and we can start to make predictions.\"\u003c/p>\n\u003cp>Schneider grants an onstage interview at a Silicon Valley insider conference called \u003ca href=\"http://www.structuredata.com/data-2016/schedule/\">Structure Data\u003c/a>. It is a well-known fact that, in the long term, Uber is working on self-driving cars with no need for human drivers. In the shorter term, killing surge rates is at the top of Schneider's list of priorities.\u003c/p>\n\u003cp>Think of it this way: When a Beyoncé concert lets out, it's a no-brainer that there's a ton of demand. Drivers know that. What's harder, Schneider explains, \"is to find those Tuesday nights when it's not even raining and for some reason there's demand — and to know that's coming. That's machine learning.\"\u003c/p>\n\u003cp>With enough of the right data inputs, computer algorithms can do the research that driver Nathan Sapp already does — only better, \"so the surge pricing never even has to happen,\" Schneider says.\u003c/p>\n\u003cp>Drivers would be informed of the extra demand. \"And I think that's one of the really cool things that machine learning's doing for Uber right now,\" Schneider says.\u003c/p>\n\u003cp>By \"right now,\" he means he's on it. UberEATS, the company's food delivery service, is already using machine learning to anticipate how many people will call for lunch in a given area.\u003c/p>\n\u003cp>Uber hasn't released an exact timeline for the end of surge, and it's not clear if the company plans to make an announcement or just phase it out so that riders lose the unpleasant 400 percent price increase without ticking off drivers.\u003c/p>\n\u003cp>\u003cstrong>Wage Fluctuations the Norm\u003c/strong>\u003c/p>\n\u003cp>Sapp can't say he's surprised when I break the news to him, given the company's nonstop recruitment efforts. More drivers mean less surge pricing brought on by excess demand.\u003c/p>\n\u003cp>\"I get what seems like five to 10 notices every week to invite my friends and family to drive for Uber,\" he says.\u003c/p>\n\u003cp>Uber is competitive because of price: On average, Uber rides are about two-thirds the cost of a taxicab ride, according to data compiled by Certify. And there's a culture — a norm — of changing the rates for drivers regularly. Sapp says he gets a notice every few months telling him the new rates in his area.\u003c/p>\n\u003cp>\"There's no conversation about it,\" he says. \"The end.\"\u003c/p>\n\u003cp>As part of a \u003ca href=\"http://www.npr.org/2016/04/22/475228363/uber-settles-2-lawsuits-over-whether-drivers-are-employees-or-contractors\">recent class-action settlement\u003c/a>, Uber plans to start letting drivers collect tips. It could be that the income lost from surge is replaced by passengers voluntarily giving a bit more.\u003c/p>\n\u003cp>Thrasher says it'll take more than tips — that the company will need to raise the base fare for drivers.\u003c/p>\n\u003cp>\"If they took away surge and kept the base fare as it is, nobody could survive doing it,\" he says.\u003c/p>\n\u003cp>\u003cstrong>Editor's Note:\u003c/strong> Since this story ran, media outlets including \u003ca href=\"http://www.marketwatch.com/story/uber-isnt-killing-surge-pricing-2016-05-03#:rbu8j8FhDpV64Q\" target=\"_blank\">MarketWatch\u003c/a> and \u003ca href=\"http://techcrunch.com/2016/05/03/uber-denies-plans-to-kill-surge-pricing-in-us/?ncid=rss\" target=\"_blank\">TechCrunch\u003c/a> have raised questions about its accuracy, citing a statement from Uber.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>NPR's reporting is based on an on-the-record public conversation with Jeff Schneider, a leading technologist at the Uber Advanced Technology Center. You can watch here. In it, Schneider says surge pricing is a market failure and a problem his team is working to solve:\u003cbr>\n\u003cstrong>\u003cbr>\nSchneider:\u003c/strong> And so the idea is if you can predict that demand, you get that information out there -- and you get that supply there ready for the demand so the surge pricing never even has to happen. And I think that's one of the really cool things that machine learning's doing for Uber right now.\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> So just note, Jeff from Uber is saying that machine learning will solve the problem and get rid of surge pricing.\u003cbr>\n\u003cstrong>Schneider: \u003c/strong>There we go!\u003cbr>\n\u003cstrong>Shahani:\u003c/strong> There we go, promise to customers.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Plans+To+Kill+Surge+Pricing%2C+Though+Drivers+Say+It+Makes+Job+Worth+It&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Just last month, BART -- or should we say \u003ca href=\"https://twitter.com/SFBART\" target=\"_blank\">@SFBART\u003c/a> -- sent out a tweet that rocked the world for social media pundits and at least some customers.\u003c/p>\n\u003cp>Amid a service meltdown in the East Bay, the BART Twitter account let it be known that yes, the system's infrastructure was old, frayed and kind of screwed up.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/710274963987570689\u003c/p>\n\u003cp>\"This is our reality\" became a mini-meme and hashtag, touched off a mostly thoughtful conversation with the system's riders and made \u003ca href=\"https://twitter.com/iwriterealgood\" target=\"_blank\">Taylor Huckaby\u003c/a>, the BART employee who works the @SFBART account, a bit of a celebrity.\u003c/p>\n\u003cp>The general tenor of \u003ca href=\"http://www.popularmechanics.com/technology/infrastructure/a20019/taylor-huckaby-bart/\" target=\"_blank\">the ensuing coverage\u003c/a> was laudatory: Just imagine a public agency being so real with the public! (Not everyone was buying BART's \"truth bombs,\" though. Daniel Borenstein, a columnist for the \u003ca href=\"http://www.eastbaytimes.com/\" target=\"_blank\">East Bay WhateverYouCallIt\u003c/a> who has long been a bruising critic of BART management, called the tweets \"\u003ca href=\"http://www.mercurynews.com/ci_29704142/borenstein-bart-ratchets-up-diversionary-propaganda-tax-vote\" target=\"_blank\">diversionary propaganda\u003c/a>.\")\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Anyway. That was last month. BART has run for several weeks with its usual crowding, normal delays and \u003ca href=\"http://www.eastbaytimes.com/\" target=\"_blank\">a mishap involving a brand-new train car\u003c/a>. #ThisIsOurReality is all but forgotten.\u003c/p>\n\u003cp>Now another Bay Area transit agency is upping the ante for social media attention.\u003c/p>\n\u003cp>On Thursday, the guy running the official account for Caltrain noticed a tweet from someone who was debating whether to drive up the Peninsula to San Mateo, a trip that would take 48 minutes, or take the train, which would take 18 minutes. Here's how \u003ca href=\"https://twitter.com/Caltrain\" target=\"_blank\">@Caltrain\u003c/a> responded:\u003c/p>\n\u003cp>https://twitter.com/Caltrain/status/725836973923913728\u003c/p>\n\u003cp>The message there, of course, is that \"Caltrain doesn't suck, and you'd be crazy to drive.\"\u003c/p>\n\u003cp>Caltrain's gambit, as explained in a series of exchanges with Twitter followers who expressed amazement that the account had not been hacked, aimed to promote a conversation about its service. And the conversation included some @SFBART-like straight talk about the agency's shortcomings, along with customer surprise and gratitude:\u003c/p>\n\u003cfigure id=\"attachment_10941087\" class=\"wp-caption aligncenter\" style=\"max-width: 633px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png\">\u003cimg class=\"size-full wp-image-10941087\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png\" alt=\"Screenshot of Twitter conversation between @Caltrain and some of its followers. \" width=\"633\" height=\"399\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png 633w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45-400x252.png 400w\" sizes=\"(max-width: 633px) 100vw, 633px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot of Twitter conversation between @Caltrain and some of its followers. \u003ccite>(Twitter screenshot)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrain spokesman Will Reisman confirmed Friday that the @Caltrain tweets were real and originated with the agency's social media officer, \u003ca href=\"https://twitter.com/Calif0rnio\" target=\"_blank\">Jeremy Lipps\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"The point is that Caltrain is a very reliable transportation source,\" Reisman said. \"He was using wry humor and a little sarcasm to make that point.\"\u003c/p>\n\n",
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"excerpt": "BART got widespread attention for some straight tweets about its shortcomings. Caltrain takes the tactic in a new direction. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Just last month, BART -- or should we say \u003ca href=\"https://twitter.com/SFBART\" target=\"_blank\">@SFBART\u003c/a> -- sent out a tweet that rocked the world for social media pundits and at least some customers.\u003c/p>\n\u003cp>Amid a service meltdown in the East Bay, the BART Twitter account let it be known that yes, the system's infrastructure was old, frayed and kind of screwed up.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\"This is our reality\" became a mini-meme and hashtag, touched off a mostly thoughtful conversation with the system's riders and made \u003ca href=\"https://twitter.com/iwriterealgood\" target=\"_blank\">Taylor Huckaby\u003c/a>, the BART employee who works the @SFBART account, a bit of a celebrity.\u003c/p>\n\u003cp>The general tenor of \u003ca href=\"http://www.popularmechanics.com/technology/infrastructure/a20019/taylor-huckaby-bart/\" target=\"_blank\">the ensuing coverage\u003c/a> was laudatory: Just imagine a public agency being so real with the public! (Not everyone was buying BART's \"truth bombs,\" though. Daniel Borenstein, a columnist for the \u003ca href=\"http://www.eastbaytimes.com/\" target=\"_blank\">East Bay WhateverYouCallIt\u003c/a> who has long been a bruising critic of BART management, called the tweets \"\u003ca href=\"http://www.mercurynews.com/ci_29704142/borenstein-bart-ratchets-up-diversionary-propaganda-tax-vote\" target=\"_blank\">diversionary propaganda\u003c/a>.\")\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Anyway. That was last month. BART has run for several weeks with its usual crowding, normal delays and \u003ca href=\"http://www.eastbaytimes.com/\" target=\"_blank\">a mishap involving a brand-new train car\u003c/a>. #ThisIsOurReality is all but forgotten.\u003c/p>\n\u003cp>Now another Bay Area transit agency is upping the ante for social media attention.\u003c/p>\n\u003cp>On Thursday, the guy running the official account for Caltrain noticed a tweet from someone who was debating whether to drive up the Peninsula to San Mateo, a trip that would take 48 minutes, or take the train, which would take 18 minutes. Here's how \u003ca href=\"https://twitter.com/Caltrain\" target=\"_blank\">@Caltrain\u003c/a> responded:\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The message there, of course, is that \"Caltrain doesn't suck, and you'd be crazy to drive.\"\u003c/p>\n\u003cp>Caltrain's gambit, as explained in a series of exchanges with Twitter followers who expressed amazement that the account had not been hacked, aimed to promote a conversation about its service. And the conversation included some @SFBART-like straight talk about the agency's shortcomings, along with customer surprise and gratitude:\u003c/p>\n\u003cfigure id=\"attachment_10941087\" class=\"wp-caption aligncenter\" style=\"max-width: 633px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png\">\u003cimg class=\"size-full wp-image-10941087\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png\" alt=\"Screenshot of Twitter conversation between @Caltrain and some of its followers. \" width=\"633\" height=\"399\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png 633w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45-400x252.png 400w\" sizes=\"(max-width: 633px) 100vw, 633px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot of Twitter conversation between @Caltrain and some of its followers. \u003ccite>(Twitter screenshot)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrain spokesman Will Reisman confirmed Friday that the @Caltrain tweets were real and originated with the agency's social media officer, \u003ca href=\"https://twitter.com/Calif0rnio\" target=\"_blank\">Jeremy Lipps\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"The point is that Caltrain is a very reliable transportation source,\" Reisman said. \"He was using wry humor and a little sarcasm to make that point.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Meet Mason Bates — The Man Behind Steve Jobs the Opera",
"headTitle": "Meet Mason Bates — The Man Behind Steve Jobs the Opera | KQED",
"content": "\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/261228276″ params=”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false” width=”100%” height=”166″ iframe=”true” /]\u003c/p>\n\u003cp>\u003ca href=\"http://www.masonbates.com/\" target=\"_blank\" rel=\"noopener\">Mason Bates\u003c/a> writes most of his music in a light, airy home studio on the Peninsula with lots of glass and a view of San Francisco Bay through the trees.\u003c/p>\n\u003cp>But when I visited Bates a few weeks ago, he was working on a piece with a gloomy theme. “\u003cem>Auditorium\u003c/em> starts with the conceit that an orchestra, like a person, can be haunted,” the composer says. “It’s a piece for two orchestras. One that’s living and one that’s dead.”\u003c/p>\n\u003cp>Bates often works to expand the orchestra’s sound universe with electronic dance beats and audio samples. In\u003cem> Auditorium\u003c/em>, which will receive\u003ca href=\"http://www.sfsymphony.org/Buy-Tickets/2015-2016/Shostakovich-Symphony-No-9.aspx\" target=\"_blank\" rel=\"noopener\"> its world premiere performances from Wednesday, Apr. 27 – Friday, Apr. 29 in concerts with the San Francisco Symphony\u003c/a> at Davies Symphony Hall, Bates will play the laptop in the orchestra, triggering recordings he’s made of a baroque ensemble. “So when the orchestra — the living one — goes to tune, we hear this ghost kind of blow in, building almost a kind of Ouija board type of relationship,” Bates says.\u003c/p>\n\u003cp>\u003cstrong>High profile fans\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“His sense of mystery is tremendous,” says the San Francisco Symphony’s music director Michael Tilson Thomas. “There’s a sparkle of joy of life in Mason’s Bate’s music, along with his wonderful ear for harmony and musical gesture. He makes everything, sound lustrous.”\u003c/p>\n\u003cfigure id=\"attachment_11525587\" class=\"wp-caption aligncenter\" style=\"max-width: 600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11525587\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-600x600.jpg\" alt=\"Mason Bates: Works for Orchestra from the San Francisco Symphony\" width=\"600\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-600x600.jpg 600w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-400x400.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-768x768.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-32x32.jpg 32w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-64x64.jpg 64w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-96x96.jpg 96w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-128x128.jpg 128w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-75x75.jpg 75w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra.jpg 920w\" sizes=\"(max-width: 600px) 100vw, 600px\">\u003cfigcaption class=\"wp-caption-text\">Mason Bates: Works for Orchestra from the San Francisco Symphony \u003ccite>(Photo: Courtesy SFS Media)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Bates says he works best at home in this studio. He uses both the old fashioned way of writing notes on a page with pencil and paper, as well as more modern tools that fill the room. “There’s the piano, and I’m often banging on that,” Bates says. “And over here among the synths and computer, that’s where I’ m creating the electronic sounds and integrating them into the pieces I’m writing.”\u003c/p>\n\u003cp>Bates says he likes composing especially because it means he can spend time with his wife, a molecular biologist, and their two young children. “I mean not at the same time, that would not work,” he says. “But you know I’m at home, I’m not traveling.”\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=XrvyBCZ4cxc\u003c/p>\n\u003cp>Time at home for any purpose has been precious lately. Bates just started a gig as \u003ca href=\"https://www.kennedy-center.org/calendar/series/MBC\" target=\"_blank\" rel=\"noopener\">composer-in-residence at the Kennedy Center\u003c/a> in Washington D.C. There’s the San Francisco Symphony premiere, and he’s just finished two recording projects, one with the The San Francisco Symphony, and the other with The Boston Modern Orchestra Project. He’ll also be a composer-in residence at the \u003ca href=\"http://cabrillomusic.org/\" target=\"_blank\" rel=\"noopener\">Cabrillo Festival of Contemporary Music \u003c/a>this summer in Santa Cruz, where he’ll work for the sixth time with Festival Director \u003ca href=\"http://www.marinalsop.com/\" target=\"_blank\" rel=\"noopener\">Marin Alsop\u003c/a>, a champion of Bates’ music.\u003c/p>\n\u003cp>“I think Mason is extraordinarily talented,” Alsop says. “I enjoy so much having him involved in the performances as well. Often he’s in the orchestra with his laptop, and his music resonates with audiences of today with younger audiences.”\u003c/p>\n\u003cp>\u003cstrong>A draw for younger audiences\u003c/strong>\u003c/p>\n\u003cp>That’s one reason Bates is in demand. Symphony orchestras around the world are worried about aging audiences and a shrinking music business. Composers like Bates up the cool factor. He sometimes DJ’s after-concert parties, and his compositions aren’t thickets of atonality, as with some modern composers: the electronica and dance beats he favors ride on familiar harmonies.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=zhhbJ-9lpW0\u003c/p>\n\u003cp>“It’s a sound world that’s very very appealing,” Alsop says. “Some of it is pop oriented, some not. But it’s something everybody can relate to.”\u003c/p>\n\u003cp>\u003cstrong>Accessibility is important\u003c/strong>\u003c/p>\n\u003cp>A few critics and the occasional older audience member have knocked the pop harmonies and beats in some of Bates’ work. But the composer says he wants to be both accessible and something more. “If you want to go to a deep space, a deep listening experience, then you have to find a way to take the listener along with you,” Bates says.\u003c/p>\n\u003cp>Bates’ newest project is a \u003ca href=\"https://www.santafeopera.org/uploadedFiles/The_Company/News/News_Items/2015-08-05%20Santa%20Fe%20Opera%20Announces%20World%20Premiere.pdf\" target=\"_blank\" rel=\"noopener\">Santa Fe Opera commission for 2017\u003c/a>, written with librettist Mark Campbell, about Apple co-founder Steve Jobs. “What if in an opera about a guy who changed communication, everybody communicates through a sound world,” Bates says. “Maybe Steve Jobs has acoustic guitar and electronica, his wife has these oceanic strings, Woz [Apple co-founder Steve Wozniak] has saxophones. And when they’re all on stage together, worlds are colliding.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Bates’ music for the opera includes a theme for Jobs’ spiritual adviser which is full of pulsing synthesizers and vibrating prayer bowls. “Storytelling is the idea that possesses me,” the composer says.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“His sense of mystery is tremendous,” says the San Francisco Symphony’s music director Michael Tilson Thomas. “There’s a sparkle of joy of life in Mason’s Bate’s music, along with his wonderful ear for harmony and musical gesture. He makes everything, sound lustrous.”\u003c/p>\n\u003cfigure id=\"attachment_11525587\" class=\"wp-caption aligncenter\" style=\"max-width: 600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11525587\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-600x600.jpg\" alt=\"Mason Bates: Works for Orchestra from the San Francisco Symphony\" width=\"600\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-600x600.jpg 600w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-400x400.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-768x768.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-32x32.jpg 32w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-64x64.jpg 64w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-96x96.jpg 96w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-128x128.jpg 128w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra-75x75.jpg 75w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/04/Mason-Bates-Works-for-Orchestra.jpg 920w\" sizes=\"(max-width: 600px) 100vw, 600px\">\u003cfigcaption class=\"wp-caption-text\">Mason Bates: Works for Orchestra from the San Francisco Symphony \u003ccite>(Photo: Courtesy SFS Media)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Bates says he works best at home in this studio. He uses both the old fashioned way of writing notes on a page with pencil and paper, as well as more modern tools that fill the room. “There’s the piano, and I’m often banging on that,” Bates says. “And over here among the synths and computer, that’s where I’ m creating the electronic sounds and integrating them into the pieces I’m writing.”\u003c/p>\n\u003cp>Bates says he likes composing especially because it means he can spend time with his wife, a molecular biologist, and their two young children. “I mean not at the same time, that would not work,” he says. “But you know I’m at home, I’m not traveling.”\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/XrvyBCZ4cxc'\n title='//www.youtube.com/embed/XrvyBCZ4cxc'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Time at home for any purpose has been precious lately. Bates just started a gig as \u003ca href=\"https://www.kennedy-center.org/calendar/series/MBC\" target=\"_blank\" rel=\"noopener\">composer-in-residence at the Kennedy Center\u003c/a> in Washington D.C. There’s the San Francisco Symphony premiere, and he’s just finished two recording projects, one with the The San Francisco Symphony, and the other with The Boston Modern Orchestra Project. He’ll also be a composer-in residence at the \u003ca href=\"http://cabrillomusic.org/\" target=\"_blank\" rel=\"noopener\">Cabrillo Festival of Contemporary Music \u003c/a>this summer in Santa Cruz, where he’ll work for the sixth time with Festival Director \u003ca href=\"http://www.marinalsop.com/\" target=\"_blank\" rel=\"noopener\">Marin Alsop\u003c/a>, a champion of Bates’ music.\u003c/p>\n\u003cp>“I think Mason is extraordinarily talented,” Alsop says. “I enjoy so much having him involved in the performances as well. Often he’s in the orchestra with his laptop, and his music resonates with audiences of today with younger audiences.”\u003c/p>\n\u003cp>\u003cstrong>A draw for younger audiences\u003c/strong>\u003c/p>\n\u003cp>That’s one reason Bates is in demand. Symphony orchestras around the world are worried about aging audiences and a shrinking music business. Composers like Bates up the cool factor. He sometimes DJ’s after-concert parties, and his compositions aren’t thickets of atonality, as with some modern composers: the electronica and dance beats he favors ride on familiar harmonies.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/zhhbJ-9lpW0'\n title='//www.youtube.com/embed/zhhbJ-9lpW0'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>“It’s a sound world that’s very very appealing,” Alsop says. “Some of it is pop oriented, some not. But it’s something everybody can relate to.”\u003c/p>\n\u003cp>\u003cstrong>Accessibility is important\u003c/strong>\u003c/p>\n\u003cp>A few critics and the occasional older audience member have knocked the pop harmonies and beats in some of Bates’ work. But the composer says he wants to be both accessible and something more. “If you want to go to a deep space, a deep listening experience, then you have to find a way to take the listener along with you,” Bates says.\u003c/p>\n\u003cp>Bates’ newest project is a \u003ca href=\"https://www.santafeopera.org/uploadedFiles/The_Company/News/News_Items/2015-08-05%20Santa%20Fe%20Opera%20Announces%20World%20Premiere.pdf\" target=\"_blank\" rel=\"noopener\">Santa Fe Opera commission for 2017\u003c/a>, written with librettist Mark Campbell, about Apple co-founder Steve Jobs. “What if in an opera about a guy who changed communication, everybody communicates through a sound world,” Bates says. “Maybe Steve Jobs has acoustic guitar and electronica, his wife has these oceanic strings, Woz [Apple co-founder Steve Wozniak] has saxophones. And when they’re all on stage together, worlds are colliding.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Bates’ music for the opera includes a theme for Jobs’ spiritual adviser which is full of pulsing synthesizers and vibrating prayer bowls. “Storytelling is the idea that possesses me,” the composer says.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>We want to hear from Uber drivers how much they made in a recent week. Drivers, it's information you can see on the app, when you review your weekly ride summary. Send us a screen shot — email \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> — and tell us how we can reach you.\u003c/em>\u003c/p>\n\u003cp>Uber is waiting for a federal judge to approve a \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475210901/uber-settles-two-lawsuits-wont-have-to-treat-drivers-as-employees\" target=\"_blank\">major legal settlemen\u003c/a>t, reached on two cases brought in California and Massachusetts. It would require the ride-hailing company to pay up to $100 million to drivers and, in exchange, continue to treat the drivers as independent contractors, not employees.\u003c/p>\n\u003cp>As contractors, drivers will keep getting paid for hours worked with no benefits. We've heard \u003ca href=\"http://www.npr.org/2016/04/22/475311890/uber-reaches-tentative-settlement-with-drivers-in-class-action-suits\" target=\"_blank\">mixed reviews\u003c/a> from drivers in California.\u003c/p>\n\u003cp>\u003cstrong>But here's what we want to know: How much do Uber drivers make, \u003cem>really\u003c/em>?\u003c/strong>\u003c/p>\n\u003cp>When Uber wants to fill a city with drivers — say for the Super Bowl or New Year's Eve — the company advertises $35 (!) an hour. And in some very limited circumstances, the company even guarantees that rate.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For the most part, drivers are not making $35 an hour. Are they making minimum wage? There aren't reliable numbers or surveys that can help us analyze driver wages. Uber has released data on driver sentiment — for instance, how many people like being their own boss — but not on income and expenses.\u003c/p>\n\u003cp>Where the information does exist is right on the drivers' app. Uber drivers get a really easy-to-read weekly breakdown: how many hours they worked, how much they took home for it.\u003c/p>\n\u003cp>\u003cstrong>Send us a screen shot of a recent week.\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you're an Uber driver (Uber passengers, you can share this with the driver) — email the screen shot to us at \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> and let us know how we can reach you.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=How+Much+Money+Do+Uber+Drivers+Really+Make%3F+Send+Us+Your+Screenshots&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>We want to hear from Uber drivers how much they made in a recent week. Drivers, it's information you can see on the app, when you review your weekly ride summary. Send us a screen shot — email \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> — and tell us how we can reach you.\u003c/em>\u003c/p>\n\u003cp>Uber is waiting for a federal judge to approve a \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475210901/uber-settles-two-lawsuits-wont-have-to-treat-drivers-as-employees\" target=\"_blank\">major legal settlemen\u003c/a>t, reached on two cases brought in California and Massachusetts. It would require the ride-hailing company to pay up to $100 million to drivers and, in exchange, continue to treat the drivers as independent contractors, not employees.\u003c/p>\n\u003cp>As contractors, drivers will keep getting paid for hours worked with no benefits. We've heard \u003ca href=\"http://www.npr.org/2016/04/22/475311890/uber-reaches-tentative-settlement-with-drivers-in-class-action-suits\" target=\"_blank\">mixed reviews\u003c/a> from drivers in California.\u003c/p>\n\u003cp>\u003cstrong>But here's what we want to know: How much do Uber drivers make, \u003cem>really\u003c/em>?\u003c/strong>\u003c/p>\n\u003cp>When Uber wants to fill a city with drivers — say for the Super Bowl or New Year's Eve — the company advertises $35 (!) an hour. And in some very limited circumstances, the company even guarantees that rate.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For the most part, drivers are not making $35 an hour. Are they making minimum wage? There aren't reliable numbers or surveys that can help us analyze driver wages. Uber has released data on driver sentiment — for instance, how many people like being their own boss — but not on income and expenses.\u003c/p>\n\u003cp>Where the information does exist is right on the drivers' app. Uber drivers get a really easy-to-read weekly breakdown: how many hours they worked, how much they took home for it.\u003c/p>\n\u003cp>\u003cstrong>Send us a screen shot of a recent week.\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you're an Uber driver (Uber passengers, you can share this with the driver) — email the screen shot to us at \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> and let us know how we can reach you.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=How+Much+Money+Do+Uber+Drivers+Really+Make%3F+Send+Us+Your+Screenshots&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"title": "Why This Silicon Valley Slowdown Isn’t Like a Bursting Bubble",
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"content": "\u003cp>We’ve heard a lot about the tech boom in recent years, but now there are signs around Silicon Valley that it’s cooling off.\u003c/p>\n\u003cp>“The hiring itself has slowed down,” says Kris Stadelman, director of NOVA Workforce Services in Sunnyvale. But she adds that we ought to put that slowdown in perspective. \u003c/p>\n\u003cp>“This slowdown is compared to last year, which was not a normal year for us. Last year the job market was roaring with job growth. Yes, we are seeing big layoffs, but we are still seeing hiring, too,” she says.\u003c/p>\n\u003cp>Fueling that growth were venture capitalists (VCs) and other investors plowing money into startups, on the hunt for the next Facebook or Airbnb. But that frenzy was fueling an environment where it seemed like investors were throwing money at any young guy with an idea and a hoodie.\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/260357724″ params=”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false” width=”100%” height=”166″ iframe=”true” /]\u003c/p>\n\u003cp>San Francisco alone has seen more than 20 startups dedicated to parking your car in the last five years, and countless more food delivery startups zigzagging across the city. Despite the fact that some of these businesses were not generating profits, nobody seemed to care.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Scott Brosnan, a high-tech recruiter at Workbridge Associates describes the startup mentality by saying, “A million people walk into a bar and don’t spend one dime and the owner considers it success.”\u003c/p>\n\u003caside class=\"pullquote alignright\">‘We don’t need 30 food delivery services in Silicon Valley. Many developers have been attracted to companies with big valuations. They are not working on the most important problems.’\u003c/aside>\n\u003cp>But that attitude is changing as investors have become more cautious about where they put their money. Since some disappointing initial public offerings (IPOs) last year — \u003ca href=\"http://www.economist.com/news/finance-economics/21678792-profitless-payment-firm-goes-public-swiped\" target=\"_blank\" rel=\"noopener\">like Square\u003c/a> — investors have realized that the public market is unwilling to match their sky-high private valuations. According to a recent survey by analytics firm PitchBook, \u003ca href=\"http://www.bizjournals.com/sanjose/blog/techflash/2016/01/startup-funding-slowdown-hits-harder-in-silicon.html\" target=\"_blank\" rel=\"noopener\">funding dropped by 13 percent last quarter\u003c/a> in Silicon Valley.\u003c/p>\n\u003cp>Brosnan says investors aren’t the only ones getting pickier. Unlike in the past couple years, startup employees care less about perks like free massages and stock options and are more concerned with paychecks and salaries.\u003c/p>\n\u003cp>“Candidates like to go work for companies that are making money because they are not dependent on the next round of funding to come in and to stay in business,” he says.\u003c/p>\n\u003cp>Mark Cannice, professor of entrepreneurship and innovation at the University of San Francisco, says the biggest over-valuations have been concentrated among Silicon Valley’s “unicorns,” companies valued at over $1 billion. Cannice attributes over-valuations to non-traditional investors based outside Silicon Valley. That includes international firms and hedge funds from New York. \u003c/p>\n\u003cp>“Outside investors have helped create hyper-growth in these companies, but have also driven up valuations,” Cannice says.\u003c/p>\n\u003cfigure id=\"attachment_10936473\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10936473\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/UnicornDive-800x520.jpg\" alt=\"The hyper-valuations of “unicorns” -- companies valued at over $1 billion -- have been helped along by international firms and New York hedge funds.\" width=\"800\" height=\"520\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive-800x520.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive-400x260.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive-1180x766.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive-960x624.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The hyper-valuations of “unicorns” — companies valued at over $1 billion — have been helped along by international firms and New York hedge funds. \u003ccite>(KARL-JOSEF HILDENBRAND/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Valuations of the most highly valued firms have started to come down. While it’s difficult for some of those companies right now, many VCs see this as a long-term opportunity,” Cannice says.\u003c/p>\n\u003cp>Eric Buatois is a VC at Benhamou Global Ventures in Palo Alto. Like most people in Silicon Valley, Buatois doesn’t use the words “tech bubble” or “bust” when describing the recent tech economy. Instead, he describes it as “frothy.”\u003c/p>\n\u003cp>“Froth” is the Silicon Valley term for when startups are valued at much more than they’re worth.\u003c/p>\n\u003cp>[contextly_sidebar id=”UtWVhZIGZ03JeDPiXJHZgsdr6xp0EOpH”]\u003c/p>\n\u003cp>Unlike a bubble, froth doesn’t pop — it subsides. Buatois thinks that could be a good thing for Silicon Valley.\u003c/p>\n\u003cp>“We don’t need 30 food delivery services in Silicon Valley. Many developers have been attracted to companies with big valuations. They are not working on the most important problems,” he says.\u003c/p>\n\u003cp>Buatois says companies with bad business models might fall to the wayside and viable startups can sweep up talented workers to get stronger. Buatois is optimistic that, unlike the dot-com bust of 2000, he foresees a smoother landing. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“In Silicon Valley, there is always this up and down,” Buatois says. “It’s why this place is so creative and energetic.”\u003c/p>\n\n",
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"title": "Why This Silicon Valley Slowdown Isn’t Like a Bursting Bubble | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>We’ve heard a lot about the tech boom in recent years, but now there are signs around Silicon Valley that it’s cooling off.\u003c/p>\n\u003cp>“The hiring itself has slowed down,” says Kris Stadelman, director of NOVA Workforce Services in Sunnyvale. But she adds that we ought to put that slowdown in perspective. \u003c/p>\n\u003cp>“This slowdown is compared to last year, which was not a normal year for us. Last year the job market was roaring with job growth. Yes, we are seeing big layoffs, but we are still seeing hiring, too,” she says.\u003c/p>\n\u003cp>Fueling that growth were venture capitalists (VCs) and other investors plowing money into startups, on the hunt for the next Facebook or Airbnb. But that frenzy was fueling an environment where it seemed like investors were throwing money at any young guy with an idea and a hoodie.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='”100%”' height='”166″'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=”https://api.soundcloud.com/tracks/260357724″&visual=true&”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false”'\n title='”https://api.soundcloud.com/tracks/260357724″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>San Francisco alone has seen more than 20 startups dedicated to parking your car in the last five years, and countless more food delivery startups zigzagging across the city. Despite the fact that some of these businesses were not generating profits, nobody seemed to care.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Scott Brosnan, a high-tech recruiter at Workbridge Associates describes the startup mentality by saying, “A million people walk into a bar and don’t spend one dime and the owner considers it success.”\u003c/p>\n\u003caside class=\"pullquote alignright\">‘We don’t need 30 food delivery services in Silicon Valley. Many developers have been attracted to companies with big valuations. They are not working on the most important problems.’\u003c/aside>\n\u003cp>But that attitude is changing as investors have become more cautious about where they put their money. Since some disappointing initial public offerings (IPOs) last year — \u003ca href=\"http://www.economist.com/news/finance-economics/21678792-profitless-payment-firm-goes-public-swiped\" target=\"_blank\" rel=\"noopener\">like Square\u003c/a> — investors have realized that the public market is unwilling to match their sky-high private valuations. According to a recent survey by analytics firm PitchBook, \u003ca href=\"http://www.bizjournals.com/sanjose/blog/techflash/2016/01/startup-funding-slowdown-hits-harder-in-silicon.html\" target=\"_blank\" rel=\"noopener\">funding dropped by 13 percent last quarter\u003c/a> in Silicon Valley.\u003c/p>\n\u003cp>Brosnan says investors aren’t the only ones getting pickier. Unlike in the past couple years, startup employees care less about perks like free massages and stock options and are more concerned with paychecks and salaries.\u003c/p>\n\u003cp>“Candidates like to go work for companies that are making money because they are not dependent on the next round of funding to come in and to stay in business,” he says.\u003c/p>\n\u003cp>Mark Cannice, professor of entrepreneurship and innovation at the University of San Francisco, says the biggest over-valuations have been concentrated among Silicon Valley’s “unicorns,” companies valued at over $1 billion. Cannice attributes over-valuations to non-traditional investors based outside Silicon Valley. That includes international firms and hedge funds from New York. \u003c/p>\n\u003cp>“Outside investors have helped create hyper-growth in these companies, but have also driven up valuations,” Cannice says.\u003c/p>\n\u003cfigure id=\"attachment_10936473\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10936473\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/UnicornDive-800x520.jpg\" alt=\"The hyper-valuations of “unicorns” -- companies valued at over $1 billion -- have been helped along by international firms and New York hedge funds.\" width=\"800\" height=\"520\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive-800x520.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive-400x260.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive-1180x766.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/UnicornDive-960x624.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The hyper-valuations of “unicorns” — companies valued at over $1 billion — have been helped along by international firms and New York hedge funds. \u003ccite>(KARL-JOSEF HILDENBRAND/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Valuations of the most highly valued firms have started to come down. While it’s difficult for some of those companies right now, many VCs see this as a long-term opportunity,” Cannice says.\u003c/p>\n\u003cp>Eric Buatois is a VC at Benhamou Global Ventures in Palo Alto. Like most people in Silicon Valley, Buatois doesn’t use the words “tech bubble” or “bust” when describing the recent tech economy. Instead, he describes it as “frothy.”\u003c/p>\n\u003cp>“Froth” is the Silicon Valley term for when startups are valued at much more than they’re worth.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Unlike a bubble, froth doesn’t pop — it subsides. Buatois thinks that could be a good thing for Silicon Valley.\u003c/p>\n\u003cp>“We don’t need 30 food delivery services in Silicon Valley. Many developers have been attracted to companies with big valuations. They are not working on the most important problems,” he says.\u003c/p>\n\u003cp>Buatois says companies with bad business models might fall to the wayside and viable startups can sweep up talented workers to get stronger. Buatois is optimistic that, unlike the dot-com bust of 2000, he foresees a smoother landing. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“In Silicon Valley, there is always this up and down,” Buatois says. “It’s why this place is so creative and energetic.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"masters-of-scale": {
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},
"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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