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"content": "\u003cp>\u003cstrong>Update Jan. 28\u003c/strong> And yet \u003ca href=\"http://ww2.kqed.org/futureofyou/2016/01/28/walgreens-suspends-theranos-service-at-palo-alto/\" target=\"_blank\">more bad news\u003c/a> for Theranos -- from its biggest public supporter, Walgreens.\u003c/p>\n\u003cp>\u003cstrong>Update Jan. 27\u003c/strong> The Centers for Medicare & Medicaid Services has given Theranos 10 days to correct deficiences at its Newark lab. A government inspection of the lab found problems that “pose immediate jeopardy to patient health and safety,” CMS said. \u003ca href=\"http://ww2.kqed.org/futureofyou/2016/01/27/government-says-theranos-lab-problems-pose-immediate-jeopardy-to-patients/\" target=\"_blank\">See the story here\u003c/a>.\u003c/p>\n\u003cp>\u003cem>Original post\u003c/em>\u003c/p>\n\u003cp>So how much do Theranos employees \u003cem>not\u003c/em> look forward to the morning delivery of The Wall Street Journal?\u003c/p>\n\u003cp>On Sunday, the paper \u003ca href=\"http://www.wsj.com/articles/problems-found-at-theranos-lab-1453684743?utm_content=buffer2ea86&utm_medium=social&utm_source=twitter.com&utm_campaign=buffer\" target=\"_blank\">published another damaging report\u003c/a> documenting the blood-testing company's swift fall from grace. Citing \"people familiar with the matter,\" the Journal said an inspection of Theranos' lab in Newark, Calif. by the Centers for Medicare and Medicaid Services turned up \"serious deficiencies.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>If Theranos is found to be out of compliance with CMS standards, then it could potentially be decertified and barred from Medicare and Medicaid. Decertifications are rare, and providers are usually given the right to correct deficiencies.The paper said the inspection findings were \"about to be made public.\" A spokesperson for CMS told KQED in an email the agency could not say when the report will be released. Theranos did not respond to a request for comment but told the Journal it had not yet seen the report.\u003c/p>\n\u003cp>The Journal story is reporter John Carreyrou's latest bubble-deflating piece on Palo Alto-based Theranos. The company, founded in 2003 by 19-year-old Elizabeth Holmes, was once the epitome of a \"disruptive\" high-flying health care startup, introducing diagnostic tests that required only a pinprick's worth of blood.\u003c/p>\n\u003cp>Last year, the private firm was valued at $9 billion, and \u003ca href=\"http://www.forbes.com/sites/matthewherper/2015/07/15/giving-theranos-a-few-tests/#5e2e7b1c1721\" target=\"_blank\">Fortune called\u003c/a> Holmes the \"world's youngest female billionaire\" (she'll be 32 next week).\u003c/p>\n\u003cp>But over the past several months, the story of Theranos has taken an unpleasant turn. Last October, the FDA said Theranos vials (\"nanotainers\"), which collect the blood from patients' fingers, had been improperly listed by the company as exempt from FDA review and approval. The FDA also said Theranos had inadequate procedures for reviewing complaints — including those suggesting the devices may be faulty.\u003c/p>\n\u003cp>Meanwhile, The Wall Street Journal reported Theranos was having \u003ca href=\"http://www.wsj.com/articles/theranos-has-struggled-with-blood-tests-1444881901\" target=\"_blank\"> a lot of problems\u003c/a> with its breakthrough technology:\u003c/p>\n\u003cblockquote>\u003cp>One former senior employee says Theranos was routinely using the device, named Edison after the prolific inventor, for only 15 tests in December 2014. Some employees were leery about the machine’s accuracy, according to the former employees and emails reviewed by The Wall Street Journal.\u003c/p>\n\u003cp>In a complaint to regulators, one Theranos employee accused the company of failing to report test results that raised questions about the precision of the Edison system. Such a failure could be a violation of federal rules for laboratories, the former employee said.\u003c/p>\n\u003cp>Theranos also hasn’t disclosed publicly that it does the vast majority of its tests with traditional machines bought from companies like Siemens AG.\u003c/p>\u003c/blockquote>\n\u003cp>Theranos stopped using Edison for \u003ca href=\"http://www.bloomberg.com/news/articles/2015-10-16/theranos-limits-new-blood-technology-to-one-in-200-tests\" target=\"_blank\">all but one\u003c/a> of the 200 tests it \u003ca href=\"https://www.theranos.com/test-menu\" target=\"_blank\">lists\u003c/a>. In late December, the Journal published another \u003ca href=\"http://www.wsj.com/articles/at-theranos-many-strategies-and-snags-1451259629\" target=\"_blank\">article\u003c/a> with more revelations, including an alleged incident in which managers at the company deleted data from a quality control test to make Edison's results appear more accurate than they really were, sending the faulty results to the patient.\u003c/p>\n\u003cp>A spokesperson for Theranos told the Journal the company did not believe the incident occurred.\u003c/p>\n\u003cp>Walgreens, meanwhile, has \u003ca href=\"http://www.usatoday.com/story/tech/2015/10/24/walgreens-halts-expansion-its-theranos-centers/74537868/\" target=\"_blank\">put on hold plans to expand\u003c/a> the Theranos stations it hosts in dozens of stores in three states.\u003c/p>\n\u003cp>As the Journal has published its reports, Theranos has issued a \u003ca href=\"https://www.theranos.com/news/press-releases\" target=\"_blank\">string of responses \u003c/a>denouncing the accuracy of the stories. The latest statement is from Dec. 21, in the form of a \u003ca href=\"https://www.theranos.com/news/posts/wall-street-journal-letter-to-the-editor\" target=\"_blank\">letter to the Journal's editor\u003c/a>.\u003c/p>\n\u003cblockquote>\u003cp>The Journal has relied almost entirely on anonymous sources – without disclosing those sources’ qualifications, biases, affiliations, motives, or even how recently they were employed. Theranos has not only made its top scientists and engineers available to the Journal, but has provided exhaustive information and on-the-record statements to address every allegation raised by the Journal. ...\u003c/p>\n\u003cp>By continually relying on mostly anonymous sources, while dismissing concrete facts, documents, and expert scientists and engineers in the field provided by Theranos, the Journal denies its readers the ability to scrutinize and weigh the sources’ identities, motives, and the veracity of their statements.\u003c/p>\u003c/blockquote>\n\u003cp>But last October, Christina Farr, reporting for Future of You,\u003ca href=\"http://ww2.kqed.org/futureofyou/2015/10/15/critics-demand-theranos-lift-veil-of-secrecy-on-blood-test/\" target=\"_blank\"> wrote frankly\u003c/a> about the skepticism surrounding Theranos beyond that of The Wall Street Journal's:\u003c/p>\n\u003cblockquote>\u003cp>(S)ome scientists and health writers saw past the hype months ago. They took to their personal blogs and social media to ask some pertinent questions about the science behind Theranos’ test, which largely went unanswered. Some requested that Theranos publish peer-reviewed studies to prove the validity of its test.\u003c/p>\n\u003cp>At health conferences and gatherings, I’ve heard similar skepticism about Theranos’ science and its multi-billion dollar valuation, as well as increasing calls for proof to back up its claims. Theranos has sought FDA approval for its tests, but it \u003ca href=\"http://www.businessinsider.com/science-of-elizabeth-holmes-theranos-2015-4\" target=\"_blank\">has evaded questions about its technology. \u003c/a>\u003c/p>\n\u003cp>As Dr. David Koch, president of the American Association for Clinical Chemistry and a professor at Emory University \u003ca href=\"http://www.businessinsider.com/science-of-elizabeth-holmes-theranos-2015-4\" target=\"_blank\">told Business Insider in April\u003c/a>: “It’s impossible to comment on how good this is going to be — it may be wonderful and it may bomb, but I really can’t be more definitive because there’s nothing to really look at, to read, to react to.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>More, we're quite sure, to come...\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update Jan. 28\u003c/strong> And yet \u003ca href=\"http://ww2.kqed.org/futureofyou/2016/01/28/walgreens-suspends-theranos-service-at-palo-alto/\" target=\"_blank\">more bad news\u003c/a> for Theranos -- from its biggest public supporter, Walgreens.\u003c/p>\n\u003cp>\u003cstrong>Update Jan. 27\u003c/strong> The Centers for Medicare & Medicaid Services has given Theranos 10 days to correct deficiences at its Newark lab. A government inspection of the lab found problems that “pose immediate jeopardy to patient health and safety,” CMS said. \u003ca href=\"http://ww2.kqed.org/futureofyou/2016/01/27/government-says-theranos-lab-problems-pose-immediate-jeopardy-to-patients/\" target=\"_blank\">See the story here\u003c/a>.\u003c/p>\n\u003cp>\u003cem>Original post\u003c/em>\u003c/p>\n\u003cp>So how much do Theranos employees \u003cem>not\u003c/em> look forward to the morning delivery of The Wall Street Journal?\u003c/p>\n\u003cp>On Sunday, the paper \u003ca href=\"http://www.wsj.com/articles/problems-found-at-theranos-lab-1453684743?utm_content=buffer2ea86&utm_medium=social&utm_source=twitter.com&utm_campaign=buffer\" target=\"_blank\">published another damaging report\u003c/a> documenting the blood-testing company's swift fall from grace. Citing \"people familiar with the matter,\" the Journal said an inspection of Theranos' lab in Newark, Calif. by the Centers for Medicare and Medicaid Services turned up \"serious deficiencies.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If Theranos is found to be out of compliance with CMS standards, then it could potentially be decertified and barred from Medicare and Medicaid. Decertifications are rare, and providers are usually given the right to correct deficiencies.The paper said the inspection findings were \"about to be made public.\" A spokesperson for CMS told KQED in an email the agency could not say when the report will be released. Theranos did not respond to a request for comment but told the Journal it had not yet seen the report.\u003c/p>\n\u003cp>The Journal story is reporter John Carreyrou's latest bubble-deflating piece on Palo Alto-based Theranos. The company, founded in 2003 by 19-year-old Elizabeth Holmes, was once the epitome of a \"disruptive\" high-flying health care startup, introducing diagnostic tests that required only a pinprick's worth of blood.\u003c/p>\n\u003cp>Last year, the private firm was valued at $9 billion, and \u003ca href=\"http://www.forbes.com/sites/matthewherper/2015/07/15/giving-theranos-a-few-tests/#5e2e7b1c1721\" target=\"_blank\">Fortune called\u003c/a> Holmes the \"world's youngest female billionaire\" (she'll be 32 next week).\u003c/p>\n\u003cp>But over the past several months, the story of Theranos has taken an unpleasant turn. Last October, the FDA said Theranos vials (\"nanotainers\"), which collect the blood from patients' fingers, had been improperly listed by the company as exempt from FDA review and approval. The FDA also said Theranos had inadequate procedures for reviewing complaints — including those suggesting the devices may be faulty.\u003c/p>\n\u003cp>Meanwhile, The Wall Street Journal reported Theranos was having \u003ca href=\"http://www.wsj.com/articles/theranos-has-struggled-with-blood-tests-1444881901\" target=\"_blank\"> a lot of problems\u003c/a> with its breakthrough technology:\u003c/p>\n\u003cblockquote>\u003cp>One former senior employee says Theranos was routinely using the device, named Edison after the prolific inventor, for only 15 tests in December 2014. Some employees were leery about the machine’s accuracy, according to the former employees and emails reviewed by The Wall Street Journal.\u003c/p>\n\u003cp>In a complaint to regulators, one Theranos employee accused the company of failing to report test results that raised questions about the precision of the Edison system. Such a failure could be a violation of federal rules for laboratories, the former employee said.\u003c/p>\n\u003cp>Theranos also hasn’t disclosed publicly that it does the vast majority of its tests with traditional machines bought from companies like Siemens AG.\u003c/p>\u003c/blockquote>\n\u003cp>Theranos stopped using Edison for \u003ca href=\"http://www.bloomberg.com/news/articles/2015-10-16/theranos-limits-new-blood-technology-to-one-in-200-tests\" target=\"_blank\">all but one\u003c/a> of the 200 tests it \u003ca href=\"https://www.theranos.com/test-menu\" target=\"_blank\">lists\u003c/a>. In late December, the Journal published another \u003ca href=\"http://www.wsj.com/articles/at-theranos-many-strategies-and-snags-1451259629\" target=\"_blank\">article\u003c/a> with more revelations, including an alleged incident in which managers at the company deleted data from a quality control test to make Edison's results appear more accurate than they really were, sending the faulty results to the patient.\u003c/p>\n\u003cp>A spokesperson for Theranos told the Journal the company did not believe the incident occurred.\u003c/p>\n\u003cp>Walgreens, meanwhile, has \u003ca href=\"http://www.usatoday.com/story/tech/2015/10/24/walgreens-halts-expansion-its-theranos-centers/74537868/\" target=\"_blank\">put on hold plans to expand\u003c/a> the Theranos stations it hosts in dozens of stores in three states.\u003c/p>\n\u003cp>As the Journal has published its reports, Theranos has issued a \u003ca href=\"https://www.theranos.com/news/press-releases\" target=\"_blank\">string of responses \u003c/a>denouncing the accuracy of the stories. The latest statement is from Dec. 21, in the form of a \u003ca href=\"https://www.theranos.com/news/posts/wall-street-journal-letter-to-the-editor\" target=\"_blank\">letter to the Journal's editor\u003c/a>.\u003c/p>\n\u003cblockquote>\u003cp>The Journal has relied almost entirely on anonymous sources – without disclosing those sources’ qualifications, biases, affiliations, motives, or even how recently they were employed. Theranos has not only made its top scientists and engineers available to the Journal, but has provided exhaustive information and on-the-record statements to address every allegation raised by the Journal. ...\u003c/p>\n\u003cp>By continually relying on mostly anonymous sources, while dismissing concrete facts, documents, and expert scientists and engineers in the field provided by Theranos, the Journal denies its readers the ability to scrutinize and weigh the sources’ identities, motives, and the veracity of their statements.\u003c/p>\u003c/blockquote>\n\u003cp>But last October, Christina Farr, reporting for Future of You,\u003ca href=\"http://ww2.kqed.org/futureofyou/2015/10/15/critics-demand-theranos-lift-veil-of-secrecy-on-blood-test/\" target=\"_blank\"> wrote frankly\u003c/a> about the skepticism surrounding Theranos beyond that of The Wall Street Journal's:\u003c/p>\n\u003cblockquote>\u003cp>(S)ome scientists and health writers saw past the hype months ago. They took to their personal blogs and social media to ask some pertinent questions about the science behind Theranos’ test, which largely went unanswered. Some requested that Theranos publish peer-reviewed studies to prove the validity of its test.\u003c/p>\n\u003cp>At health conferences and gatherings, I’ve heard similar skepticism about Theranos’ science and its multi-billion dollar valuation, as well as increasing calls for proof to back up its claims. Theranos has sought FDA approval for its tests, but it \u003ca href=\"http://www.businessinsider.com/science-of-elizabeth-holmes-theranos-2015-4\" target=\"_blank\">has evaded questions about its technology. \u003c/a>\u003c/p>\n\u003cp>As Dr. David Koch, president of the American Association for Clinical Chemistry and a professor at Emory University \u003ca href=\"http://www.businessinsider.com/science-of-elizabeth-holmes-theranos-2015-4\" target=\"_blank\">told Business Insider in April\u003c/a>: “It’s impossible to comment on how good this is going to be — it may be wonderful and it may bomb, but I really can’t be more definitive because there’s nothing to really look at, to read, to react to.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>More, we're quite sure, to come...\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "After a Million Miles, BART Cars Are Hella Old",
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"content": "\u003cp>Think back to September 1972.\u003c/p>\n\u003cp>\"The Godfather\" was the top movie in theaters. Gilbert O'Sullivan's \u003ca href=\"https://youtu.be/D_P-v1BVQn8\" target=\"_blank\">\"Alone Again (Naturally)\"\u003c/a> topped the charts. M*A*S*H kicked off its 11-year run on TV. And President Richard Nixon, just months after five people were arrested for breaking into Democratic campaign offices in Washington, D.C.'s Watergate office complex, sought re-election against Sen. George McGovern.\u003c/p>\n\u003cp>And on Sept. 11, the \u003ca href=\"http://www.bart.gov/\" target=\"_blank\">Bay Area Rapid Transit\u003c/a> system opened for business.\u003c/p>\n\u003cp>Now fast-forward more than 43 years, and many of those original BART cars are still in use. Many of them have logged over 1 million miles.\u003c/p>\n\u003cp>To put it simply, BART's rolling stock is old. Hella old.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>According to the American Public Transportation Association, BART is home to the \u003ca href=\"http://www.bart.gov/about/projects/cars\" target=\"_blank\">oldest big-city commuter rail fleet in the nation\u003c/a>. The typical useful life span of these cars is about 25 years. The average age of BART’s fleet (as of 2010, when the study was done) is 30 years.\u003c/p>\n\u003cfigure class=\"wp-caption alignright\" style=\"max-width: 1066px\">\u003cimg class=\"\" src=\"http://www.bart.gov/sites/default/files/images/basic_page/AVG_Fleet_Age3.jpg\" alt=\"\" width=\"1066\" height=\"644\">\u003cfigcaption class=\"wp-caption-text\">A comparison of different fleet ages. (Courtesy bart.gov)\u003c/figcaption>\u003c/figure>\n\u003cp>The system introduced some new cars in 1988 and 1994, but the majority of BART cars still in use today have been in operation since service opened in 1972. According to \u003ca href=\"http://www.bart.gov/about/projects/cars/why-new-cars\" target=\"_blank\">BART's website\u003c/a>, 439 of its 669 train cars have been in use since service began. A large rehabilitation project in the late '90s extended the life of these cars, but ongoing repairs and maintenance are required to keep BART running.\u003c/p>\n\u003cp>These repairs and regular servicing are done at four train yards around the Bay Area. The busiest is the Richmond maintenance yard, just north of Richmond station. Trains from the Richmond fleet arrive in the yard, where they are cleaned and prepared for service -- which often includes refurbishing old parts and repairing antiquated systems.\u003c/p>\n\u003cp>Eric Reinig is a transportation foreworker at the Richmond yard, where he is responsible for assembling BART trains for service every morning. He is often forced to send out shorter trains than scheduled because he doesn’t have enough working cars available.\u003c/p>\n\u003cfigure id=\"attachment_10844782\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10844782\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/reinig-1440x810.png\" alt=\"Eric Reinig works in the traffic control tower at BART's Richmond Maintenance Yard. (Alan Toth/KQED)\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-960x540.png 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Eric Reinig works in the traffic control tower at BART's Richmond Maintenance Yard. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>“Right now I have 20 cars that are sidetracked that are waiting to be repaired,” Reinig said. “Sometimes a patron will be standing on a platform and instead of a six-car train coming in that they normally board, it’s only five cars. It’s downsized due to the fact that we don’t have a train to put in that spot.”\u003c/p>\n\u003cp>As cars get older they break down more frequently, and must spend more time out of service undergoing repairs. This, in turn, decreases the number of cars available, which increases the congestion on in-service cars.\u003c/p>\n\u003cp>The shop, or the maintenance facility, is the part of the yard where BART cars are serviced. A corps of BART technicians perform regular preventive maintenance and repairs. If a BART car is scheduled for maintenance, technicians will inspect it for wear or damage. Any component that seems likely to cause a problem will be fixed before it fails. If a car has been sent to the shop for a specific repair, a technician will be assigned to diagnose the problem.\u003c/p>\n\u003cp>On one October night, Charles Chew was working in the Richmond maintenance Facility as a transit vehicle electronics technician. He was assigned to work on the malfunctioning HVAC (heating, ventilation and air-conditioning system) on car 1728. Even on hot summer days, the HVAC was blowing heat into the car.\u003c/p>\n\u003cfigure id=\"attachment_10844783\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10844783\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/chew-1440x810.png\" alt=\"BART mechanic, Charles Chew, inspects a malfunctioning HVAC system on a BART car. (Alan Toth/KQED)\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-960x540.png 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">BART mechanic Charles Chew inspects a malfunctioning HVAC system on a BART car. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Chew found that a component in the HVAC logic, the computer running the heating and air conditioning, was behaving erratically. To fix the problem, an electrical switch needed to be replaced. Though the part was small, replacing it was a complex job requiring four to six hours to complete.\u003c/p>\n\u003cp>“These cars are so old, it’s based on technology that was cutting-edge 20 years ago, but has kind of been phased out everywhere else,” Chew said.\u003c/p>\n\u003cp>“Imagine a computer produced in 1972,” said David Hardt, the assistant chief mechanical officer at BART. “No one is supporting that old equipment any longer, but those same microprocessors are what we have controlling our logic systems.”\u003c/p>\n\u003cp>For reference, \u003ca href=\"https://youtu.be/e4VRgY3tkh0\" target=\"_blank\">Atari released its seminal arcade game Pong\u003c/a> just two months after BART service opened -- that's the kind of technological antique Hardt and Chew are dealing with.\u003c/p>\n\u003cp>Hardt oversees the maintenance of the BART fleet, and he says that one of the most challenging aspects of his job is finding the antiquated parts for the fleet — many of which are no longer manufactured. When these old parts are no longer available from suppliers, Hardt often looks to \u003ca href=\"http://www.ebay.com\" target=\"_blank\">eBay\u003c/a>. But most of the time BART technicians are forced to buy newer parts and adapt them to be compatible with the old systems.\u003c/p>\n\u003cfigure id=\"attachment_10844785\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10844785\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/ext-800x450.png\" alt=\"Cars sit outside BART's Richmond maintenance yard awaiting repair. (Alan Toth/KQED)\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-960x540.png 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Cars sit outside BART's Richmond maintenance yard awaiting repair. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Change is on the way. BART and Montreal-based manufacturer Bombardier are producing a \u003ca href=\"http://www.bart.gov/about/projects/cars\" target=\"_blank\">new generation of cars\u003c/a>, with the first \"pilot\" models expected later this year. After an initial testing phase, full-scale production is expected in 2017, with more than 1,000 new cars being phased into the existing BART fleet over a 10-year period. (775 of those new cars have been confirmed, while funding for an additional 200 has not yet been secured.)\u003c/p>\n\u003cp>But the old BART cars cannot simply be retired. Once the line extensions to Warm Springs and Livermore are completed, the system will require a bigger fleet, so the old cars will continue to be used for the foreseeable future, creating a new challenge for BART technicians. Once the new cars enter service, technicians will need to know how to work with both the old and the new systems. Train yards, like the one in Richmond, will have to work with parts and tools for both old and new cars.\u003c/p>\n\u003cp>Over the next decade, the BART fleet will certainly be larger and more modern. But much of the system’s infrastructure, like the rails and traffic control systems, remains outdated.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>According to Hardt, these outdated systems impose serious limits on efficiency. BART is currently researching how to resolve these issues.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Think back to September 1972.\u003c/p>\n\u003cp>\"The Godfather\" was the top movie in theaters. Gilbert O'Sullivan's \u003ca href=\"https://youtu.be/D_P-v1BVQn8\" target=\"_blank\">\"Alone Again (Naturally)\"\u003c/a> topped the charts. M*A*S*H kicked off its 11-year run on TV. And President Richard Nixon, just months after five people were arrested for breaking into Democratic campaign offices in Washington, D.C.'s Watergate office complex, sought re-election against Sen. George McGovern.\u003c/p>\n\u003cp>And on Sept. 11, the \u003ca href=\"http://www.bart.gov/\" target=\"_blank\">Bay Area Rapid Transit\u003c/a> system opened for business.\u003c/p>\n\u003cp>Now fast-forward more than 43 years, and many of those original BART cars are still in use. Many of them have logged over 1 million miles.\u003c/p>\n\u003cp>To put it simply, BART's rolling stock is old. Hella old.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to the American Public Transportation Association, BART is home to the \u003ca href=\"http://www.bart.gov/about/projects/cars\" target=\"_blank\">oldest big-city commuter rail fleet in the nation\u003c/a>. The typical useful life span of these cars is about 25 years. The average age of BART’s fleet (as of 2010, when the study was done) is 30 years.\u003c/p>\n\u003cfigure class=\"wp-caption alignright\" style=\"max-width: 1066px\">\u003cimg class=\"\" src=\"http://www.bart.gov/sites/default/files/images/basic_page/AVG_Fleet_Age3.jpg\" alt=\"\" width=\"1066\" height=\"644\">\u003cfigcaption class=\"wp-caption-text\">A comparison of different fleet ages. (Courtesy bart.gov)\u003c/figcaption>\u003c/figure>\n\u003cp>The system introduced some new cars in 1988 and 1994, but the majority of BART cars still in use today have been in operation since service opened in 1972. According to \u003ca href=\"http://www.bart.gov/about/projects/cars/why-new-cars\" target=\"_blank\">BART's website\u003c/a>, 439 of its 669 train cars have been in use since service began. A large rehabilitation project in the late '90s extended the life of these cars, but ongoing repairs and maintenance are required to keep BART running.\u003c/p>\n\u003cp>These repairs and regular servicing are done at four train yards around the Bay Area. The busiest is the Richmond maintenance yard, just north of Richmond station. Trains from the Richmond fleet arrive in the yard, where they are cleaned and prepared for service -- which often includes refurbishing old parts and repairing antiquated systems.\u003c/p>\n\u003cp>Eric Reinig is a transportation foreworker at the Richmond yard, where he is responsible for assembling BART trains for service every morning. He is often forced to send out shorter trains than scheduled because he doesn’t have enough working cars available.\u003c/p>\n\u003cfigure id=\"attachment_10844782\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10844782\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/reinig-1440x810.png\" alt=\"Eric Reinig works in the traffic control tower at BART's Richmond Maintenance Yard. (Alan Toth/KQED)\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/reinig-960x540.png 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Eric Reinig works in the traffic control tower at BART's Richmond Maintenance Yard. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>“Right now I have 20 cars that are sidetracked that are waiting to be repaired,” Reinig said. “Sometimes a patron will be standing on a platform and instead of a six-car train coming in that they normally board, it’s only five cars. It’s downsized due to the fact that we don’t have a train to put in that spot.”\u003c/p>\n\u003cp>As cars get older they break down more frequently, and must spend more time out of service undergoing repairs. This, in turn, decreases the number of cars available, which increases the congestion on in-service cars.\u003c/p>\n\u003cp>The shop, or the maintenance facility, is the part of the yard where BART cars are serviced. A corps of BART technicians perform regular preventive maintenance and repairs. If a BART car is scheduled for maintenance, technicians will inspect it for wear or damage. Any component that seems likely to cause a problem will be fixed before it fails. If a car has been sent to the shop for a specific repair, a technician will be assigned to diagnose the problem.\u003c/p>\n\u003cp>On one October night, Charles Chew was working in the Richmond maintenance Facility as a transit vehicle electronics technician. He was assigned to work on the malfunctioning HVAC (heating, ventilation and air-conditioning system) on car 1728. Even on hot summer days, the HVAC was blowing heat into the car.\u003c/p>\n\u003cfigure id=\"attachment_10844783\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg class=\"size-large wp-image-10844783\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/chew-1440x810.png\" alt=\"BART mechanic, Charles Chew, inspects a malfunctioning HVAC system on a BART car. (Alan Toth/KQED)\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/chew-960x540.png 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">BART mechanic Charles Chew inspects a malfunctioning HVAC system on a BART car. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Chew found that a component in the HVAC logic, the computer running the heating and air conditioning, was behaving erratically. To fix the problem, an electrical switch needed to be replaced. Though the part was small, replacing it was a complex job requiring four to six hours to complete.\u003c/p>\n\u003cp>“These cars are so old, it’s based on technology that was cutting-edge 20 years ago, but has kind of been phased out everywhere else,” Chew said.\u003c/p>\n\u003cp>“Imagine a computer produced in 1972,” said David Hardt, the assistant chief mechanical officer at BART. “No one is supporting that old equipment any longer, but those same microprocessors are what we have controlling our logic systems.”\u003c/p>\n\u003cp>For reference, \u003ca href=\"https://youtu.be/e4VRgY3tkh0\" target=\"_blank\">Atari released its seminal arcade game Pong\u003c/a> just two months after BART service opened -- that's the kind of technological antique Hardt and Chew are dealing with.\u003c/p>\n\u003cp>Hardt oversees the maintenance of the BART fleet, and he says that one of the most challenging aspects of his job is finding the antiquated parts for the fleet — many of which are no longer manufactured. When these old parts are no longer available from suppliers, Hardt often looks to \u003ca href=\"http://www.ebay.com\" target=\"_blank\">eBay\u003c/a>. But most of the time BART technicians are forced to buy newer parts and adapt them to be compatible with the old systems.\u003c/p>\n\u003cfigure id=\"attachment_10844785\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-10844785\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/ext-800x450.png\" alt=\"Cars sit outside BART's Richmond maintenance yard awaiting repair. (Alan Toth/KQED)\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1440x810.png 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1920x1080.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/ext-960x540.png 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Cars sit outside BART's Richmond maintenance yard awaiting repair. (Alan Toth/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Change is on the way. BART and Montreal-based manufacturer Bombardier are producing a \u003ca href=\"http://www.bart.gov/about/projects/cars\" target=\"_blank\">new generation of cars\u003c/a>, with the first \"pilot\" models expected later this year. After an initial testing phase, full-scale production is expected in 2017, with more than 1,000 new cars being phased into the existing BART fleet over a 10-year period. (775 of those new cars have been confirmed, while funding for an additional 200 has not yet been secured.)\u003c/p>\n\u003cp>But the old BART cars cannot simply be retired. Once the line extensions to Warm Springs and Livermore are completed, the system will require a bigger fleet, so the old cars will continue to be used for the foreseeable future, creating a new challenge for BART technicians. Once the new cars enter service, technicians will need to know how to work with both the old and the new systems. Train yards, like the one in Richmond, will have to work with parts and tools for both old and new cars.\u003c/p>\n\u003cp>Over the next decade, the BART fleet will certainly be larger and more modern. But much of the system’s infrastructure, like the rails and traffic control systems, remains outdated.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to Hardt, these outdated systems impose serious limits on efficiency. BART is currently researching how to resolve these issues.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>While we all love going to the movies, the experience often becomes a huge challenge for the blind and low-vision community when the visual aids provided by theaters are broken (or can't even be found). Fortunately, that may be about to change.\u003c/p>\n\u003cp>Pixar Studios is developing an app that syncs your phone with a narration track. Interspersed between segments of dialogue, it describes what’s happening on-screen -- characters, action, costumes -- through your headphones.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/243324744\" 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>Last month, Pixar \u003ca href=\"https://www.flickr.com/photos/guidedogsfortheblind/sets/72157662146678371/\" target=\"_blank\">threw a party\u003c/a> at their Emeryville headquarters to test out the new app, in collaboration with Bay Area non-profits like LightHouse for the Blind, the Blind Babies Foundation and Guide Dogs. Complete with an expansive red carpet, the event was a Gatsby-like dazzle of light and noise, flashing cameras and a whole fleet of seeing-eye dogs. The evening culminated in a screening of \"The Good Dinosaur.\"\u003c/p>\n\u003cp>There are definitely some kinks to be worked out. A large portion of the audience -- sighted and non-sighted alike -- had trouble downloading it onto their phones. But thanks to a few Pixar employees, looking only mildly nervous, everyone soon had it working. Lisamaria Martinez, the director of community services at the LightHouse for the Blind, explained that it offered great improvements over current visual aids.\u003c/p>\n\u003cfigure id=\"attachment_10841766\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-800x503.jpg\" alt='Attendees walk into the theater at “The Good Dinosaur\" screening event at Pixar headquarters.' width=\"800\" height=\"503\" class=\"size-medium wp-image-10841766\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-800x503.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-400x251.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-768x482.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-1440x905.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-1180x741.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-960x603.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Attendees walk into the theater at “The Good Dinosaur\" screening event at Pixar headquarters. \u003ccite>(Guide Dogs for the Blind/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"Often I'm handed the handset for the hard of hearing,” she said. “Then I have to rely on the fact that they've charged the device...and that they've turned on the audio-description tracks. A lot of times they don't and I have to go look for someone...and I've lost the first 15 minutes of the movie.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Going to movies with her four-year-old is particularly discouraging.\u003c/p>\n\u003cp>\"My kid’s a pretty smart kid, and he asks lots of questions: Mommy, what was that? How do I explain something that needs explaining when I don't even know it happened?\"\u003c/p>\n\u003cp>As the film began and animated talking dinosaurs galloped across the screen, the theater filled with laughter. Many folks who had never fully followed a film before suddenly knew what was happening. Read in an almost comical monotone, the female narration track was concise and dry -- a bit like IKEA instructions. Here's an example: “A bush rustled nearby. Arlo hides. A fully-grown chicken-like dinosaur with red eyes looms over them.\"\u003c/p>\n\u003cp>Yet no one seemed to mind the hollow voice, and when the lights came up, the applause was raucous. Ms. Martinez was excited by how thorough the narration was. \u003c/p>\n\u003cp>\"During the movie,” she explained, “I realized that it had dialogue, [but] not nearly as much as other movies. If that wasn’t there, I’d be so lost. Being able to have accessibility in my own power, it’s empowering to me.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For much of the audience, Pixar's new app offers much more than a chance to merely follow along. It offers the possibility of a drastic change -- that a group of people who have long been left out of a full movie experience can finally feel included.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>While we all love going to the movies, the experience often becomes a huge challenge for the blind and low-vision community when the visual aids provided by theaters are broken (or can't even be found). Fortunately, that may be about to change.\u003c/p>\n\u003cp>Pixar Studios is developing an app that syncs your phone with a narration track. Interspersed between segments of dialogue, it describes what’s happening on-screen -- characters, action, costumes -- through your headphones.\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/243324744&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/243324744'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Last month, Pixar \u003ca href=\"https://www.flickr.com/photos/guidedogsfortheblind/sets/72157662146678371/\" target=\"_blank\">threw a party\u003c/a> at their Emeryville headquarters to test out the new app, in collaboration with Bay Area non-profits like LightHouse for the Blind, the Blind Babies Foundation and Guide Dogs. Complete with an expansive red carpet, the event was a Gatsby-like dazzle of light and noise, flashing cameras and a whole fleet of seeing-eye dogs. The evening culminated in a screening of \"The Good Dinosaur.\"\u003c/p>\n\u003cp>There are definitely some kinks to be worked out. A large portion of the audience -- sighted and non-sighted alike -- had trouble downloading it onto their phones. But thanks to a few Pixar employees, looking only mildly nervous, everyone soon had it working. Lisamaria Martinez, the director of community services at the LightHouse for the Blind, explained that it offered great improvements over current visual aids.\u003c/p>\n\u003cfigure id=\"attachment_10841766\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-800x503.jpg\" alt='Attendees walk into the theater at “The Good Dinosaur\" screening event at Pixar headquarters.' width=\"800\" height=\"503\" class=\"size-medium wp-image-10841766\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-800x503.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-400x251.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-768x482.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-1440x905.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-1180x741.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/01/TheaterAttendeesWalkIn-960x603.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Attendees walk into the theater at “The Good Dinosaur\" screening event at Pixar headquarters. \u003ccite>(Guide Dogs for the Blind/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"Often I'm handed the handset for the hard of hearing,” she said. “Then I have to rely on the fact that they've charged the device...and that they've turned on the audio-description tracks. A lot of times they don't and I have to go look for someone...and I've lost the first 15 minutes of the movie.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Going to movies with her four-year-old is particularly discouraging.\u003c/p>\n\u003cp>\"My kid’s a pretty smart kid, and he asks lots of questions: Mommy, what was that? How do I explain something that needs explaining when I don't even know it happened?\"\u003c/p>\n\u003cp>As the film began and animated talking dinosaurs galloped across the screen, the theater filled with laughter. Many folks who had never fully followed a film before suddenly knew what was happening. Read in an almost comical monotone, the female narration track was concise and dry -- a bit like IKEA instructions. Here's an example: “A bush rustled nearby. Arlo hides. A fully-grown chicken-like dinosaur with red eyes looms over them.\"\u003c/p>\n\u003cp>Yet no one seemed to mind the hollow voice, and when the lights came up, the applause was raucous. Ms. Martinez was excited by how thorough the narration was. \u003c/p>\n\u003cp>\"During the movie,” she explained, “I realized that it had dialogue, [but] not nearly as much as other movies. If that wasn’t there, I’d be so lost. Being able to have accessibility in my own power, it’s empowering to me.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For much of the audience, Pixar's new app offers much more than a chance to merely follow along. It offers the possibility of a drastic change -- that a group of people who have long been left out of a full movie experience can finally feel included.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART says it will install new surveillance cameras on its trains in the wake of a fatal shooting earlier this month that \u003ca href=\"http://www.sfgate.com/crime/article/BART-killing-exposes-security-gap-many-train-6757514.php\" target=\"_blank\">exposed the fact\u003c/a> that most of the devices on its cars are actually decoys.\u003c/p>\n\u003cp>\"We just want to make sure everyone knows that we are already working on it and the decision’s been made,\" BART spokeswoman Alicia Trost said Wednesday. \"We’re very committed to installing working cameras in every train car.\"\u003c/p>\n\u003cp>The use of fake cameras came to light following \u003ca href=\"http://ww2.kqed.org/news/2016/01/10/suspect-escaped-after-fatal-bart-shooting-on-saturday-night\" target=\"_blank\">a Jan. 9 attack\u003c/a> in which one passenger shot and killed another aboard a train at West Oakland Station. BART police later released pictures of a suspect exiting through the station's fare gates, but conceded that there was no video from the train car.\u003c/p>\n\u003cp>Each of BART's hundreds of cars is outfitted with units that appear to be cameras, complete with a red light that suggests the units are operational. But very few of the devices, placed at each end of the car, are real.\u003c/p>\n\u003cp>BART's police chief, Kenton Rainey, defended the use of the decoys after the West Oakland shooting and said the fact the agency captured images of the suspect showed the system's surveillance measures work. Agency officials also said that its \"fleet of the future,\" a new generation of train cars to replace the four-decade-old cars now in use, would be equipped with functioning security cameras.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Among those not buying that argument is Santa Clara County Supervisor Dave Cortese, who serves as chair of the Metropolitan Transportation Commission. On Tuesday he blasted BART for using the decoys.\u003c/p>\n\u003cp>\"I think they’ve got to figure out a way to put the equivalent of what we now call body-worn cameras in fixed locations on those cars immediately,\" Cortese said. \"Who has to die next before that can become a priority?\"\u003c/p>\n\u003cp>Cortese joined a long line of public officials to criticize the decoys, including elected members of the BART board, who said they had no idea before the Jan. 9 killing the cameras were not real.\u003c/p>\n\u003cp>Later Wednesday, BART announced an about-face, saying it's already started the process of buying cameras for the existing cars.\u003c/p>\n\u003cp>\"We’ve decided we’re not going to wait for the fleet of the future to put a working camera on every train car,\" said BART spokeswoman Trost. \"We are going to go ahead and move forward and get those cameras and install them onto the current fleet as soon as possible.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Trost did not give a timeline for the installation.\u003cbr>\n\u003cem>\u003cbr>\nKQED's Peter Jon Shuler contributed to this post. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART says it will install new surveillance cameras on its trains in the wake of a fatal shooting earlier this month that \u003ca href=\"http://www.sfgate.com/crime/article/BART-killing-exposes-security-gap-many-train-6757514.php\" target=\"_blank\">exposed the fact\u003c/a> that most of the devices on its cars are actually decoys.\u003c/p>\n\u003cp>\"We just want to make sure everyone knows that we are already working on it and the decision’s been made,\" BART spokeswoman Alicia Trost said Wednesday. \"We’re very committed to installing working cameras in every train car.\"\u003c/p>\n\u003cp>The use of fake cameras came to light following \u003ca href=\"http://ww2.kqed.org/news/2016/01/10/suspect-escaped-after-fatal-bart-shooting-on-saturday-night\" target=\"_blank\">a Jan. 9 attack\u003c/a> in which one passenger shot and killed another aboard a train at West Oakland Station. BART police later released pictures of a suspect exiting through the station's fare gates, but conceded that there was no video from the train car.\u003c/p>\n\u003cp>Each of BART's hundreds of cars is outfitted with units that appear to be cameras, complete with a red light that suggests the units are operational. But very few of the devices, placed at each end of the car, are real.\u003c/p>\n\u003cp>BART's police chief, Kenton Rainey, defended the use of the decoys after the West Oakland shooting and said the fact the agency captured images of the suspect showed the system's surveillance measures work. Agency officials also said that its \"fleet of the future,\" a new generation of train cars to replace the four-decade-old cars now in use, would be equipped with functioning security cameras.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Among those not buying that argument is Santa Clara County Supervisor Dave Cortese, who serves as chair of the Metropolitan Transportation Commission. On Tuesday he blasted BART for using the decoys.\u003c/p>\n\u003cp>\"I think they’ve got to figure out a way to put the equivalent of what we now call body-worn cameras in fixed locations on those cars immediately,\" Cortese said. \"Who has to die next before that can become a priority?\"\u003c/p>\n\u003cp>Cortese joined a long line of public officials to criticize the decoys, including elected members of the BART board, who said they had no idea before the Jan. 9 killing the cameras were not real.\u003c/p>\n\u003cp>Later Wednesday, BART announced an about-face, saying it's already started the process of buying cameras for the existing cars.\u003c/p>\n\u003cp>\"We’ve decided we’re not going to wait for the fleet of the future to put a working camera on every train car,\" said BART spokeswoman Trost. \"We are going to go ahead and move forward and get those cameras and install them onto the current fleet as soon as possible.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Trost did not give a timeline for the installation.\u003cbr>\n\u003cem>\u003cbr>\nKQED's Peter Jon Shuler contributed to this post. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>No one's saying the party's over or anything, but the spectacle of stock indexes opening with drops of 2 or 3 percent, the way they have this week, can start you thinking about the past. \u003ca href=\"http://www.investopedia.com/features/crashes/crashes8.asp\" target=\"_blank\">The end of the dot-com bubble,\u003c/a> for instance.\u003c/p>\n\u003cp>That plunge, which began early in 2001, \u003cem>did\u003c/em> shut down a prolonged round of partying in the Bay Area. The story need not be repeated in detail, but yes, billions were invested and lost on can't-miss Internet-based enterprises like online grocery shopping and delivery (\u003ca href=\"http://www.wsj.com/articles/rebuilding-historys-biggest-dot-come-bust-1421111794\" target=\"_blank\">Webvan\u003c/a>), pet food shopping and delivery (\u003ca href=\"http://www.marketwatch.com/story/pet-project-history-lessons-for-a-petfood-startup-1306600428322\" target=\"_blank\">Pets.com\u003c/a>), and ill-conceived or badly timed or fabulously cash-intensive search and publishing efforts too numerous to want to remember.\u003c/p>\n\u003cp>Again, 2016 isn't 2001. Sure, it's not hard to spot new-generation Web companies that are stumbling along after highly touted public stock offerings. Twitter, for instance, and Zynga. But the most talked-about new-wave companies, Uber and Airbnb, have stayed away from the public markets while they pile up round after round of private investment and build their valuations into the tens of billions of dollars.\u003c/p>\n\u003cp>What have those companies and their more established counterparts wrought?\u003c/p>\n\u003cp>The technology sector, old-line and new, has played such an outsize role in driving the Bay Area's economic boom that's it's spawned a series of best-selling books, Hollywood movies and even \u003ca href=\"http://www.hbo.com/silicon-valley\" target=\"_blank\">an HBO geek sitcom\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The $4,500-a-month, one-bedroom apartments? The appalling crowding on BART, sudden popularity of ferries and daily traffic gridlock? The nearly weekly appearance of hip, expensive new eateries that are instantly full? The ubiquitous microbrews, artisanal java and $6 bagels? The plague of bad fedoras? Yeah -- that all looks like part of the Bay Area that tech has built.\u003c/p>\n\u003cp>Part of what's fueled that tech-aided transformation, of course, is the compensation many tech employees get -- including stock options that, when exercised, may reappear in the form of cash offers on that house down the street.\u003c/p>\n\u003cp>That's why indications of trouble in the markets and the current ebb in stock prices for most of our local technology firms triggers a little bit of, \"Hey, what's that?\" A little like the first seconds of an earthquake seem to always trigger the thought, \"Is this it? The big one?\" Is this the market correction that turns out to be a downturn that turns out to be a collapse?\u003c/p>\n\u003cp>Nah. Although you wonder how much money has been taken out of people's pockets as the biggest tech companies watch their share prices slide. The decline, which for some firms began a year or more ago, has wiped out about $500 billion in market capitalization (the cumulative value of publicly traded shares) for 14 of the region's largest tech concerns.\u003c/p>\n\u003cp>Having been through a big one 15 years ago -- with its mass layoffs, empty office buildings and scads of suddenly orphaned Aeron chairs -- we're not anxious to see that again. Though it might be OK if the fedoras went away.\u003c/p>\n\u003cp>\u003cem>Below: Leading Bay Area tech companies and their current market capitalization compared to recent peak capitalization. Sources: Google Finance, Yahoo Finance.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://bay-tech-stocks.silk.co/s/embed/VOWmvBM\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>No one's saying the party's over or anything, but the spectacle of stock indexes opening with drops of 2 or 3 percent, the way they have this week, can start you thinking about the past. \u003ca href=\"http://www.investopedia.com/features/crashes/crashes8.asp\" target=\"_blank\">The end of the dot-com bubble,\u003c/a> for instance.\u003c/p>\n\u003cp>That plunge, which began early in 2001, \u003cem>did\u003c/em> shut down a prolonged round of partying in the Bay Area. The story need not be repeated in detail, but yes, billions were invested and lost on can't-miss Internet-based enterprises like online grocery shopping and delivery (\u003ca href=\"http://www.wsj.com/articles/rebuilding-historys-biggest-dot-come-bust-1421111794\" target=\"_blank\">Webvan\u003c/a>), pet food shopping and delivery (\u003ca href=\"http://www.marketwatch.com/story/pet-project-history-lessons-for-a-petfood-startup-1306600428322\" target=\"_blank\">Pets.com\u003c/a>), and ill-conceived or badly timed or fabulously cash-intensive search and publishing efforts too numerous to want to remember.\u003c/p>\n\u003cp>Again, 2016 isn't 2001. Sure, it's not hard to spot new-generation Web companies that are stumbling along after highly touted public stock offerings. Twitter, for instance, and Zynga. But the most talked-about new-wave companies, Uber and Airbnb, have stayed away from the public markets while they pile up round after round of private investment and build their valuations into the tens of billions of dollars.\u003c/p>\n\u003cp>What have those companies and their more established counterparts wrought?\u003c/p>\n\u003cp>The technology sector, old-line and new, has played such an outsize role in driving the Bay Area's economic boom that's it's spawned a series of best-selling books, Hollywood movies and even \u003ca href=\"http://www.hbo.com/silicon-valley\" target=\"_blank\">an HBO geek sitcom\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The $4,500-a-month, one-bedroom apartments? The appalling crowding on BART, sudden popularity of ferries and daily traffic gridlock? The nearly weekly appearance of hip, expensive new eateries that are instantly full? The ubiquitous microbrews, artisanal java and $6 bagels? The plague of bad fedoras? Yeah -- that all looks like part of the Bay Area that tech has built.\u003c/p>\n\u003cp>Part of what's fueled that tech-aided transformation, of course, is the compensation many tech employees get -- including stock options that, when exercised, may reappear in the form of cash offers on that house down the street.\u003c/p>\n\u003cp>That's why indications of trouble in the markets and the current ebb in stock prices for most of our local technology firms triggers a little bit of, \"Hey, what's that?\" A little like the first seconds of an earthquake seem to always trigger the thought, \"Is this it? The big one?\" Is this the market correction that turns out to be a downturn that turns out to be a collapse?\u003c/p>\n\u003cp>Nah. Although you wonder how much money has been taken out of people's pockets as the biggest tech companies watch their share prices slide. The decline, which for some firms began a year or more ago, has wiped out about $500 billion in market capitalization (the cumulative value of publicly traded shares) for 14 of the region's largest tech concerns.\u003c/p>\n\u003cp>Having been through a big one 15 years ago -- with its mass layoffs, empty office buildings and scads of suddenly orphaned Aeron chairs -- we're not anxious to see that again. Though it might be OK if the fedoras went away.\u003c/p>\n\u003cp>\u003cem>Below: Leading Bay Area tech companies and their current market capitalization compared to recent peak capitalization. Sources: Google Finance, Yahoo Finance.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://bay-tech-stocks.silk.co/s/embed/VOWmvBM\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "California Lawmakers Remain Intent on Regulating Drones",
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"content": "\u003cp>Drones are once again a popular topic in the California Legislature in 2016. Already several bills have been introduced that would limit their use.\u003c/p>\n\u003cp>A bill from Democratic state Sen. Hannah-Beth Jackson would \u003ca href=\"http://sd19.senate.ca.gov/news/2016-01-13-jackson-introduces-legislation-protect-californians-unsafe-drone-use\" target=\"_blank\">limit the use of drones \u003c/a>around critical infrastructure, state parks, private property and the state Capitol. It would also prohibit turning drones into flying bomb or guns.\u003c/p>\n\u003cp>Jackson says right now drone use is the tech world’s Wild West.\u003c/p>\n\u003cp>\"This is an exciting emerging technology,\" she says. \"But it also is without guidelines, and it presents some serious public safety and privacy concerns as well.\"\u003c/p>\n\u003cp>This is not the first time Jackson has attempted to limit the use of drones. Last year she authored a bill prohibiting them from trespassing over private property.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Jackson's measure was one of several \u003ca href=\"https://www.gov.ca.gov/docs/SB_142_Veto_Message.pdf\" target=\"_blank\">drone-related bills vetoed\u003c/a> by Gov. Jerry Brown. Brown expressed concern that drone hobbyists might be caught up in litigation resulting from the legislation.\u003c/p>\n\u003cp>[contextly_sidebar id=\"eAxFruzUXwfmBDNH4ILbe82RucHPM94f\"]\u003c/p>\n\u003cp>But Brown's hesitance on the issue does not appear to be dissuading lawmakers from trying. In addition to Jackson's bill, several other lawmakers have authored drone legislation.\u003c/p>\n\u003cp>Among them is Republican state Sen. Ted Gaines. \u003ca href=\"http://www.latimes.com/politics/la-me-pc-gov-brown-vetoes-bills-restricting-hobbyist-drones-at-fires-schools-prisons-20151003-story.html\" target=\"_blank\">Brown also vetoed\u003c/a> several of his drone bills last year, including measures prohibiting drones from being flown above schools and prisons. But Gaines is bringing those measures back. He's also \u003ca href=\"http://gaines.cssrc.us/content/senator-gaines-continues-efforts-carry-common-sense-drone-legislation\" target=\"_blank\">adding four more\u003c/a> into the mix.\u003c/p>\n\u003cp>In the Assembly, Democrat Ed Chau is backing a bill that would require drone owners to come forward if their drones are \u003ca href=\"http://asmdc.org/members/a49/news-room/press-releases/assemblymember-ed-chau-introduces-bill-to-prevent-drone-hit-and-run-accidents\" target=\"_blank\">involved in an accident\u003c/a>. And Democrat Mike Gatto has announced legislation that would require drones to be registered and insured. Drones would also have to meet a certain size requirement, be equipped with GPS monitoring and have automatic shut-off technology.\u003c/p>\n\u003cp>In a statement, Gatto says drones should be regulated like cars.\u003c/p>\n\u003cp>“One could imagine the auto industry balking at the idea of registration requirements at the turn of the century, but the industry survived,” Gatto said. \"As technology evolves, so must our laws in order to protect our citizenry.\"\u003c/p>\n\u003cp>In October, the Los Angeles Times reported there were \u003ca href=\"http://www.latimes.com/business/la-fi-drone-incidents-20151007-story.html\" target=\"_blank\">nearly 200 reports of close encounters\u003c/a> between drones and aircraft in California since April 2014.\u003c/p>\n\u003cp>In December, a California Highway Patrol helicopter tracking a suspected stolen vehicle \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/chp-helicopter-nearly-collides-with-drone-in-east-bay\">almost collided with a drone\u003c/a> hovering above the East Bay city of Martinez.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The U.S. Forest Service also said drones \u003ca href=\"http://ww2.kqed.org/news/2015/07/20/firefighters-could-destroy-drones-under-proposed-california-law/\" target=\"_blank\">interfered with firefighting aircraft battling California wildfires\u003c/a> last year, prompting U.S. Sen. Jeanne Shaheen of New Hampshire to introduce the \u003ca href=\"http://www.wired.com/2015/10/drones-soon-banned-flying-near-wildfires/\" target=\"_blank\">Wildfire and Emergency Airspace Protection Act\u003c/a>.\u003c/p>\n\n",
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"excerpt": "Several bills have been introduced in the Legislature already this year, despite previous vetoes from Gov. Brown on similar measures.",
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"title": "California Lawmakers Remain Intent on Regulating Drones | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Drones are once again a popular topic in the California Legislature in 2016. Already several bills have been introduced that would limit their use.\u003c/p>\n\u003cp>A bill from Democratic state Sen. Hannah-Beth Jackson would \u003ca href=\"http://sd19.senate.ca.gov/news/2016-01-13-jackson-introduces-legislation-protect-californians-unsafe-drone-use\" target=\"_blank\">limit the use of drones \u003c/a>around critical infrastructure, state parks, private property and the state Capitol. It would also prohibit turning drones into flying bomb or guns.\u003c/p>\n\u003cp>Jackson says right now drone use is the tech world’s Wild West.\u003c/p>\n\u003cp>\"This is an exciting emerging technology,\" she says. \"But it also is without guidelines, and it presents some serious public safety and privacy concerns as well.\"\u003c/p>\n\u003cp>This is not the first time Jackson has attempted to limit the use of drones. Last year she authored a bill prohibiting them from trespassing over private property.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jackson's measure was one of several \u003ca href=\"https://www.gov.ca.gov/docs/SB_142_Veto_Message.pdf\" target=\"_blank\">drone-related bills vetoed\u003c/a> by Gov. Jerry Brown. Brown expressed concern that drone hobbyists might be caught up in litigation resulting from the legislation.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>But Brown's hesitance on the issue does not appear to be dissuading lawmakers from trying. In addition to Jackson's bill, several other lawmakers have authored drone legislation.\u003c/p>\n\u003cp>Among them is Republican state Sen. Ted Gaines. \u003ca href=\"http://www.latimes.com/politics/la-me-pc-gov-brown-vetoes-bills-restricting-hobbyist-drones-at-fires-schools-prisons-20151003-story.html\" target=\"_blank\">Brown also vetoed\u003c/a> several of his drone bills last year, including measures prohibiting drones from being flown above schools and prisons. But Gaines is bringing those measures back. He's also \u003ca href=\"http://gaines.cssrc.us/content/senator-gaines-continues-efforts-carry-common-sense-drone-legislation\" target=\"_blank\">adding four more\u003c/a> into the mix.\u003c/p>\n\u003cp>In the Assembly, Democrat Ed Chau is backing a bill that would require drone owners to come forward if their drones are \u003ca href=\"http://asmdc.org/members/a49/news-room/press-releases/assemblymember-ed-chau-introduces-bill-to-prevent-drone-hit-and-run-accidents\" target=\"_blank\">involved in an accident\u003c/a>. And Democrat Mike Gatto has announced legislation that would require drones to be registered and insured. Drones would also have to meet a certain size requirement, be equipped with GPS monitoring and have automatic shut-off technology.\u003c/p>\n\u003cp>In a statement, Gatto says drones should be regulated like cars.\u003c/p>\n\u003cp>“One could imagine the auto industry balking at the idea of registration requirements at the turn of the century, but the industry survived,” Gatto said. \"As technology evolves, so must our laws in order to protect our citizenry.\"\u003c/p>\n\u003cp>In October, the Los Angeles Times reported there were \u003ca href=\"http://www.latimes.com/business/la-fi-drone-incidents-20151007-story.html\" target=\"_blank\">nearly 200 reports of close encounters\u003c/a> between drones and aircraft in California since April 2014.\u003c/p>\n\u003cp>In December, a California Highway Patrol helicopter tracking a suspected stolen vehicle \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/chp-helicopter-nearly-collides-with-drone-in-east-bay\">almost collided with a drone\u003c/a> hovering above the East Bay city of Martinez.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The U.S. Forest Service also said drones \u003ca href=\"http://ww2.kqed.org/news/2015/07/20/firefighters-could-destroy-drones-under-proposed-california-law/\" target=\"_blank\">interfered with firefighting aircraft battling California wildfires\u003c/a> last year, prompting U.S. Sen. Jeanne Shaheen of New Hampshire to introduce the \u003ca href=\"http://www.wired.com/2015/10/drones-soon-banned-flying-near-wildfires/\" target=\"_blank\">Wildfire and Emergency Airspace Protection Act\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Solar Surges Past Wind, Hydro as California's No. 1 Renewable Energy Source",
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"content": "\u003cp>In just a few short years, solar power has gotten big in California, and now it’s at the top of the renewable energy heap.\u003c/p>\n\u003cp>Data compiled from daily reports by the state’s major grid manager indicate that in 2015, solar became the No. 1 source of renewable energy in California. Not only did solar beat wind power for the first time, but it also topped drought-depleted hydropower, the long-standing leader in California electricity generation outside fossil fuels and nuclear.\u003c/p>\n\u003cp>The California Independent System Operator doesn’t cover the entire state, but it does manage about 80 percent of the California grid, including those portions served by PG&E, Southern California Edison and San Diego Gas & Electric, the state’s three big investor-owned utilities.\u003c/p>\n\u003cp>Every day, CAISO reports on the hourly electrical output from a long list of sources for the electricity used by 30 million Californians, ranging from biogas at the low end of generation to thermal — natural gas, essentially — at the high end. \u003c/p>\n\u003cp>The reports in sum show that in 2015, utility-scale solar power plants produced 15,591,964 megawatt-hours of electricity for CAISO. That’s 6.7 percent of the system’s total of 231,965,326 MWh. Wind came in at 5.3 percent. Hydro contributed 5.9 percent, with the portion that the state considers renewable, “small hydro,” at 0.6 percent of generation.\u003c/p>\n\u003cfigure id=\"attachment_10826476\" class=\"wp-caption alignright\" style=\"max-width: 542px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Wind-and-Solar-Line-Chart.png\" rel=\"attachment wp-att-10826476\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10826476\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Wind-and-Solar-Line-Chart.png\" alt=\"Power generated from large solar installations has overtaken wind-power generation in California.\" width=\"542\" height=\"391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Wind-and-Solar-Line-Chart.png 542w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Wind-and-Solar-Line-Chart-400x289.png 400w\" sizes=\"(max-width: 542px) 100vw, 542px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Power generated from large solar installations has overtaken wind-power generation in California.\u003c/figcaption>\u003c/figure>\n\u003cp>That’s a vastly changed picture from just a few years ago. As recently as 2012, solar accounted for just 0.9 percent of CAISO generation, less than one-quarter of the 4 percent share that wind had at the time. (Hydro, with the drought beginning to unfold, produced 9.3 percent of the system’s energy that year.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>And here’s the kicker: These figures \u003cem>undercount\u003c/em> solar’s true contribution. CAISO’s solar data are derived only from big plants that sell their power at the wholesale level. The agency’s numbers don’t include the ubiquitous small systems installed throughout the state.\u003c/p>\n\u003cp>Variously labeled rooftop, distributed or behind-the-meter solar, there are hundreds of thousands of small installations on California homes and businesses, and their output adds up. Experts estimate that including these systems would boost solar’s tally by nearly half — meaning solar in all its sizes, shapes and forms probably accounted for close to 10 percent of California’s electricity in 2015.\u003c/p>\n\u003cp>\u003cstrong>A Benefit During Drought\u003c/strong>\u003c/p>\n\u003cp>One payoff from all the solar: Despite the big drop in hydropower due to the drought, CAISO used less thermal and imported energy last year than it did in 2012. Bernadette Del Chiaro, who heads the California Solar Energy Industries Association, called that “a really interesting story that has not gotten enough play.”\u003c/p>\n\u003cp>Financial incentives and ever-increasing requirements through the state’s renewable portfolio standard are driving the growth of renewable energy, and solar in California has some particular advantages, Del Chiaro said.\u003c/p>\n\u003cp>We all know there’s a lot of sunshine here. But beyond that, Del Chiaro said, “As utilities have worked to meet their renewable energy mandates, solar has become a favorite choice because the cost of PV [photovoltaic] panels has declined so much that it is more competitive than most other forms of energy.”\u003c/p>\n\u003cp>That includes wind, said Mark Jacobson, a Stanford professor who has been researching and promoting scenarios for achieving 100 percent renewable energy for all purposes, not just electricity, by 2050.\u003c/p>\n\u003cp>“While wind costs in the national average are much lower than both solar and gas due to extremely fast Great Plains wind, they are more comparable in California,” Jacobson said in an email. “And wind has a little more siting difficulty in California.”\u003c/p>\n\u003cp>According to GTM Research, which tracks solar trends, utility-scale photovoltaic solar in California (including non-CAISO areas) grew from 0.8 gigawatts installed capacity at the beginning of 2013 to 6.6 GW by last October, the most recent update available. Concentrating solar — what CAISO calls “solar thermal” plants, like Ivanpah in the Mojave Desert — adds nearly another gigawatt of generating capacity.\u003c/p>\n\u003cp>Wind power capacity in the state inched up from 5.5 GW to 6 GW during the same period.\u003c/p>\n\u003cp>Nancy Rader, executive director of the California Wind Energy Association, says that’s cause for concern.\u003c/p>\n\u003cp>“We cannot have just solar,” Rader said. “We have to have a mix. It is clear from all the studies that have been done.”\u003c/p>\n\u003cp>\u003cstrong>Challenges for Wind Power Development\u003c/strong>\u003c/p>\n\u003cp>In an op-ed in the Sacramento Bee last November, Rader blamed wind’s meager growth on “sweeping restrictions” that “have been adopted or are slated for adoption by Los Angeles, San Diego and Solano counties in rural areas hosting some of the state’s best remaining wind resources.” Rader was also critical of a draft plan to regulate desert development that would put “80 percent of the high-quality wind resources on remote federal lands in the vast deserts of Southern California … permanently off-limits.”\u003c/p>\n\u003cp>The most realistic scenario for adding significant wind power in California is wiring it in from out of state, Rader said. Developers in Wyoming, which has a monstrous wind resource but practically nobody to use it, are especially keen to send wind power California’s way.\u003c/p>\n\u003cp>California has largely cut off new out-of-state renewables, but that could change. The Legislature last year opened the door to expanding the Independent System Operator, and CAISO has been talking up a plan to bring in PacifiCorp, which serves around 1.8 million customers in six Western states, including California’s far north and big chunks of Utah and Wyoming.\u003c/p>\n\u003cp>\u003ca href=\"https://www.caiso.com/Documents/StudyBenefits-PacifiCorp-ISOIntegration.pdf\" target=\"_blank\" rel=\"noopener\">A recent report\u003c/a> commissioned by CAISO and PacifiCorp suggested a merger could help solve a problem that comes with the rapid growth of solar power generation: The grid can handle only so much power at one time.\u003c/p>\n\u003cp>Since solar power is generated only during daylight hours and ramps up rapidly after sunrise, it could create what amounts to an overload and force grid operators to curtail the amount of solar power flowing into the system. Adding PacifiCorp to its system would give CAISO an outlet for the surplus solar power, the report says.\u003c/p>\n\u003cfigure id=\"attachment_10826477\" class=\"wp-caption alignleft\" style=\"max-width: 584px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Bar-Chart.png\" rel=\"attachment wp-att-10826477\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10826477\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Bar-Chart.png\" alt=\"Solar power has become California's No. 1 source of the renewable energy over the last four years. \" width=\"584\" height=\"393\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Bar-Chart.png 584w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Bar-Chart-400x269.png 400w\" sizes=\"(max-width: 584px) 100vw, 584px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Solar power has become California’s No. 1 source of the renewable energy over the last four years.\u003c/figcaption>\u003c/figure>\n\u003cp>Del Chiaro’s group hasn’t taken a position on the CAISO expansion, but she said solar growth that includes a significant rooftop component would promote grid innovation.\u003c/p>\n\u003cp>“If we did nothing, obviously we’d have problems,” she said. “But if we model a vision that takes advantage of localized generation and incorporates storage, that is the answer to the concern.”\u003c/p>\n\u003cp>Residential rooftop solar capacity was at 2.4 GW at the beginning of October 2015, with another 1.9 GW in the “non-residential” rooftop category, according to GTM Research.\u003c/p>\n\u003cp>\u003cstrong>Tax, Metering Policies Impact Solar Development\u003c/strong>\u003c/p>\n\u003cp>Last month, Congress passed and President Obama signed into law an extension of a 30 percent investment tax credit for solar. It applies to all forms of solar, but will especially aid utility solar, Del Chiaro said. She expects it to continue to thrive in California, although she suspects most new plants will be in the 5 MW to 20 MW range as opposed to the 50 MW and larger facilities that have been built in recent years.\u003c/p>\n\u003cp>But the tax credit won’t be enough to keep rooftop solar growing, Del Chiaro added. The key there, she said, is the potential for \u003ca href=\"http://ww2.kqed.org/science/2014/11/24/california-utilities-and-solar-companies-battle-over-electricity-prices/\" target=\"_blank\" rel=\"noopener\">changes in net metering\u003c/a>, the policy of compensating small-system owners at the retail rate for the solar power they generate.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Utilities around the country, including in California, say net metering results in non-solar users carrying an unfair burden in maintaining a grid that benefits all. They’re pushing for reduced solar payments and/or new fees for solar adopters. In December, the California Public Utilities Commission proposed \u003ca href=\"http://www.pe.com/articles/solar-789435-proposed-utilities.html\" target=\"_blank\" rel=\"noopener\">maintaining the full retail rate\u003c/a> for net metering, with only modest new fees. The commission could vote on that proposal as early as Jan. 28.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In just a few short years, solar power has gotten big in California, and now it’s at the top of the renewable energy heap.\u003c/p>\n\u003cp>Data compiled from daily reports by the state’s major grid manager indicate that in 2015, solar became the No. 1 source of renewable energy in California. Not only did solar beat wind power for the first time, but it also topped drought-depleted hydropower, the long-standing leader in California electricity generation outside fossil fuels and nuclear.\u003c/p>\n\u003cp>The California Independent System Operator doesn’t cover the entire state, but it does manage about 80 percent of the California grid, including those portions served by PG&E, Southern California Edison and San Diego Gas & Electric, the state’s three big investor-owned utilities.\u003c/p>\n\u003cp>Every day, CAISO reports on the hourly electrical output from a long list of sources for the electricity used by 30 million Californians, ranging from biogas at the low end of generation to thermal — natural gas, essentially — at the high end. \u003c/p>\n\u003cp>The reports in sum show that in 2015, utility-scale solar power plants produced 15,591,964 megawatt-hours of electricity for CAISO. That’s 6.7 percent of the system’s total of 231,965,326 MWh. Wind came in at 5.3 percent. Hydro contributed 5.9 percent, with the portion that the state considers renewable, “small hydro,” at 0.6 percent of generation.\u003c/p>\n\u003cfigure id=\"attachment_10826476\" class=\"wp-caption alignright\" style=\"max-width: 542px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Wind-and-Solar-Line-Chart.png\" rel=\"attachment wp-att-10826476\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10826476\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Wind-and-Solar-Line-Chart.png\" alt=\"Power generated from large solar installations has overtaken wind-power generation in California.\" width=\"542\" height=\"391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Wind-and-Solar-Line-Chart.png 542w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Wind-and-Solar-Line-Chart-400x289.png 400w\" sizes=\"(max-width: 542px) 100vw, 542px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Power generated from large solar installations has overtaken wind-power generation in California.\u003c/figcaption>\u003c/figure>\n\u003cp>That’s a vastly changed picture from just a few years ago. As recently as 2012, solar accounted for just 0.9 percent of CAISO generation, less than one-quarter of the 4 percent share that wind had at the time. (Hydro, with the drought beginning to unfold, produced 9.3 percent of the system’s energy that year.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And here’s the kicker: These figures \u003cem>undercount\u003c/em> solar’s true contribution. CAISO’s solar data are derived only from big plants that sell their power at the wholesale level. The agency’s numbers don’t include the ubiquitous small systems installed throughout the state.\u003c/p>\n\u003cp>Variously labeled rooftop, distributed or behind-the-meter solar, there are hundreds of thousands of small installations on California homes and businesses, and their output adds up. Experts estimate that including these systems would boost solar’s tally by nearly half — meaning solar in all its sizes, shapes and forms probably accounted for close to 10 percent of California’s electricity in 2015.\u003c/p>\n\u003cp>\u003cstrong>A Benefit During Drought\u003c/strong>\u003c/p>\n\u003cp>One payoff from all the solar: Despite the big drop in hydropower due to the drought, CAISO used less thermal and imported energy last year than it did in 2012. Bernadette Del Chiaro, who heads the California Solar Energy Industries Association, called that “a really interesting story that has not gotten enough play.”\u003c/p>\n\u003cp>Financial incentives and ever-increasing requirements through the state’s renewable portfolio standard are driving the growth of renewable energy, and solar in California has some particular advantages, Del Chiaro said.\u003c/p>\n\u003cp>We all know there’s a lot of sunshine here. But beyond that, Del Chiaro said, “As utilities have worked to meet their renewable energy mandates, solar has become a favorite choice because the cost of PV [photovoltaic] panels has declined so much that it is more competitive than most other forms of energy.”\u003c/p>\n\u003cp>That includes wind, said Mark Jacobson, a Stanford professor who has been researching and promoting scenarios for achieving 100 percent renewable energy for all purposes, not just electricity, by 2050.\u003c/p>\n\u003cp>“While wind costs in the national average are much lower than both solar and gas due to extremely fast Great Plains wind, they are more comparable in California,” Jacobson said in an email. “And wind has a little more siting difficulty in California.”\u003c/p>\n\u003cp>According to GTM Research, which tracks solar trends, utility-scale photovoltaic solar in California (including non-CAISO areas) grew from 0.8 gigawatts installed capacity at the beginning of 2013 to 6.6 GW by last October, the most recent update available. Concentrating solar — what CAISO calls “solar thermal” plants, like Ivanpah in the Mojave Desert — adds nearly another gigawatt of generating capacity.\u003c/p>\n\u003cp>Wind power capacity in the state inched up from 5.5 GW to 6 GW during the same period.\u003c/p>\n\u003cp>Nancy Rader, executive director of the California Wind Energy Association, says that’s cause for concern.\u003c/p>\n\u003cp>“We cannot have just solar,” Rader said. “We have to have a mix. It is clear from all the studies that have been done.”\u003c/p>\n\u003cp>\u003cstrong>Challenges for Wind Power Development\u003c/strong>\u003c/p>\n\u003cp>In an op-ed in the Sacramento Bee last November, Rader blamed wind’s meager growth on “sweeping restrictions” that “have been adopted or are slated for adoption by Los Angeles, San Diego and Solano counties in rural areas hosting some of the state’s best remaining wind resources.” Rader was also critical of a draft plan to regulate desert development that would put “80 percent of the high-quality wind resources on remote federal lands in the vast deserts of Southern California … permanently off-limits.”\u003c/p>\n\u003cp>The most realistic scenario for adding significant wind power in California is wiring it in from out of state, Rader said. Developers in Wyoming, which has a monstrous wind resource but practically nobody to use it, are especially keen to send wind power California’s way.\u003c/p>\n\u003cp>California has largely cut off new out-of-state renewables, but that could change. The Legislature last year opened the door to expanding the Independent System Operator, and CAISO has been talking up a plan to bring in PacifiCorp, which serves around 1.8 million customers in six Western states, including California’s far north and big chunks of Utah and Wyoming.\u003c/p>\n\u003cp>\u003ca href=\"https://www.caiso.com/Documents/StudyBenefits-PacifiCorp-ISOIntegration.pdf\" target=\"_blank\" rel=\"noopener\">A recent report\u003c/a> commissioned by CAISO and PacifiCorp suggested a merger could help solve a problem that comes with the rapid growth of solar power generation: The grid can handle only so much power at one time.\u003c/p>\n\u003cp>Since solar power is generated only during daylight hours and ramps up rapidly after sunrise, it could create what amounts to an overload and force grid operators to curtail the amount of solar power flowing into the system. Adding PacifiCorp to its system would give CAISO an outlet for the surplus solar power, the report says.\u003c/p>\n\u003cfigure id=\"attachment_10826477\" class=\"wp-caption alignleft\" style=\"max-width: 584px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Bar-Chart.png\" rel=\"attachment wp-att-10826477\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10826477\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Bar-Chart.png\" alt=\"Solar power has become California's No. 1 source of the renewable energy over the last four years. \" width=\"584\" height=\"393\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Bar-Chart.png 584w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/2012-2015-CAISO-Bar-Chart-400x269.png 400w\" sizes=\"(max-width: 584px) 100vw, 584px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Solar power has become California’s No. 1 source of the renewable energy over the last four years.\u003c/figcaption>\u003c/figure>\n\u003cp>Del Chiaro’s group hasn’t taken a position on the CAISO expansion, but she said solar growth that includes a significant rooftop component would promote grid innovation.\u003c/p>\n\u003cp>“If we did nothing, obviously we’d have problems,” she said. “But if we model a vision that takes advantage of localized generation and incorporates storage, that is the answer to the concern.”\u003c/p>\n\u003cp>Residential rooftop solar capacity was at 2.4 GW at the beginning of October 2015, with another 1.9 GW in the “non-residential” rooftop category, according to GTM Research.\u003c/p>\n\u003cp>\u003cstrong>Tax, Metering Policies Impact Solar Development\u003c/strong>\u003c/p>\n\u003cp>Last month, Congress passed and President Obama signed into law an extension of a 30 percent investment tax credit for solar. It applies to all forms of solar, but will especially aid utility solar, Del Chiaro said. She expects it to continue to thrive in California, although she suspects most new plants will be in the 5 MW to 20 MW range as opposed to the 50 MW and larger facilities that have been built in recent years.\u003c/p>\n\u003cp>But the tax credit won’t be enough to keep rooftop solar growing, Del Chiaro added. The key there, she said, is the potential for \u003ca href=\"http://ww2.kqed.org/science/2014/11/24/california-utilities-and-solar-companies-battle-over-electricity-prices/\" target=\"_blank\" rel=\"noopener\">changes in net metering\u003c/a>, the policy of compensating small-system owners at the retail rate for the solar power they generate.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Utilities around the country, including in California, say net metering results in non-solar users carrying an unfair burden in maintaining a grid that benefits all. They’re pushing for reduced solar payments and/or new fees for solar adopters. In December, the California Public Utilities Commission proposed \u003ca href=\"http://www.pe.com/articles/solar-789435-proposed-utilities.html\" target=\"_blank\" rel=\"noopener\">maintaining the full retail rate\u003c/a> for net metering, with only modest new fees. The commission could vote on that proposal as early as Jan. 28.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "In Reversal, Some Drivers Ditching Uber and Lyft for Cabs",
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"content": "\u003cp>As you will quickly discover if you ask your cab driver what he or she thinks about Uber and Lyft, those who work in the taxi industry consider the ride-service companies to be four-letter words of another order.\u003c/p>\n\u003cp>Still, over the past few years, San Francisco taxi companies have had trouble filling their shifts. That's because drivers have jumped ship to work for the upstarts, and new drivers entering the profession have opted for the ride services as well.\u003c/p>\n\u003cp>The San Francisco Examiner reported on Wednesday that Yellow Cab, the largest taxi company in the city, \u003ca href=\"http://www.sfexaminer.com/yellow-cab-to-file-for-bankruptcy/\" target=\"_blank\">will soon file for bankruptcy\u003c/a> in order to restructure its business.\u003c/p>\n\u003cp>\"On background, multiple sources told the Examiner that cab companies are having a tough time hiring competent drivers and may be hiring drivers with spotty driving records,\" the paper said.\u003c/p>\n\u003cp>Yet, there are other drivers who have taken the opposite route, going from Uber and Lyft to driving a cab.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Mickey Kelley operates the San Francisco Taxi School, which offers prospective cab drivers the courses they must take to get licensed. Classes range from five to 15 students each week. He estimates that from one-third to one-half of his students over the last six months have been former Uber and Lyft drivers.\u003c/p>\n\u003cp>“It started longer than six months ago, but about six months ago it really picked up,” he said.\u003c/p>\n\u003cp>Some of those were former cab drivers who had let their licenses expire when they moved on to the ride-service companies but now wanted to return to taxi work, Kelley says.\u003c/p>\n\u003cp>\"We’ve had cab drivers that quit driving a cab [to work for a ride-service firm], and a lot of those guys have come back and had to drive a cab again,“ he said.\u003c/p>\n\u003cp>Hansu Kim, owner of Flywheel Cab, said he's seen the same thing.\u003c/p>\n\u003cp>“We’re seeing a stream of UberX and Lyft drivers looking to drive a taxi now,\" Kim said. \"It used to be a trickle, now it’s more of a stream. Not the floodgates, yet.”\u003c/p>\n\u003cp>Flywheel referred me to Abdallah Hammad, 49, who has been driving for the company for about three years. To supplement his income, he drove on the side for both Uber and Lyft for about a year, but stopped around seven or eight months ago. The main reason: the extra cost and \"wear and tear\" of using his own car to do business.\u003c/p>\n\u003cp>(Note: Ride-service drivers can get partial relief from this expense by using the standard mileage-rate deduction on their tax returns.)\u003c/p>\n\u003cp>Hammad said that twice during Uber calls, customers became angry at the inflated fares they had to pay during a \u003ca href=\"https://www.google.com/search?q=surge+pricing+ube\" target=\"_blank\">surge pricing period\u003c/a> and slammed his car door so hard he had to have his automatic windows repaired.\u003c/p>\n\u003cp>But hadn't those customers agreed to accept the surge price when they ordered the ride?\u003c/p>\n\u003cp>“[Passengers] are \u003ca href=\"http://thegrio.com/2016/01/03/ubers-new-years-eve-surge-pricing-outrages-passengers-worldwide/\" target=\"_blank\">still mad\u003c/a>, even though they know in advance,” he said.\u003c/p>\n\u003cp>Hammad said passengers who had to fork over during a surge also tended to give him a lower rating. Uber drivers must maintain a 4.6 passenger rating or be \u003ca href=\"http://observer.com/2015/02/uber-drivers-the-punishment-for-bad-ratings-is-costly-training-courses/\" target=\"_blank\">suspended from driving\u003c/a>.\u003c/p>\n\u003cp>Kelly Dessaint, 44, who chronicles his \u003ca href=\"http://www.sfexaminer.com/author/k_dessaint/\" target=\"_blank\">adventures as a cab driver\u003c/a> for the San Francisco Examiner, started his professional driving career working for Uber and Lyft in 2014. But he quit early last year, went to taxi school, and has been driving for National Veterans Cab in San Francisco since February. He says he likes the feeling of community among cab drivers and that he makes more money driving a taxi than he did for Uber and Lyft.\u003c/p>\n\u003cp>“You’re doing all these $5 rides, you’re not getting tipped,” he said about driving for the ride services. “With a cab you can talk it up and people will tip you really well.”\u003c/p>\n\u003cp>Uber doesn’t \u003ca href=\"http://www.scpr.org/news/2015/10/21/55137/uber-tips-policy-causing-confusion-possibly-lower/\">allow tipping\u003c/a>, and Dessaint says \"you can tip on Lyft but nobody does. It’s so rare.” (Lyft says passengers collectively \u003ca href=\"http://thehub.lyft.com/blog/2015-highlights-for-drivers?utm_medium=Email&utm_source=ExactTarget&utm_campaign=82821259\" target=\"_blank\">gave more than $40 million in tips\u003c/a> to its 100,000 drivers in 2015. That's an average of $400 for each driver.)\u003c/p>\n\u003cp>Kelley, of the San Francisco Taxi School, believes that ride-service drivers who do the math discover that after maintenance and depreciation on their vehicle, they can do better driving a cab, which hasn't always been the case.\u003c/p>\n\u003cp>\"If you go back two years ago, it used to be pretty profitable to drive for [the ride services],\" he said. \"It’s just not anymore.\"\u003c/p>\n\u003cp>A price war between Uber and Lyft has contributed to a \u003ca href=\"http://fortune.com/2014/05/28/in-price-wars-some-uber-and-lyft-drivers-feel-the-crunch/\" target=\"_blank\">decline in driver pay\u003c/a>. Michael Banko, for instance, who has been driving for Lyft in San Francisco since 2012, said the lower rates that Lyft now charges have cut his driving income in half. He did say, however, that he gets tips from passengers “all the time.”\u003c/p>\n\u003cp>\u003cstrong>How Much Do Ride Service Drivers Really Make? \u003c/strong>\u003c/p>\n\u003cp>Nobody has really figured out, empirically, whether taxi or TNC (transportation network company) drivers make more money. Early last year, Uber released data that showed their drivers having the advantage.\u003c/p>\n\u003cp>\"A lot of former taxi drivers have decided they wanted to work for themselves and become self-employed,” the company wrote in an April 2015 \u003ca href=\"https://newsroom.uber.com/taxi-driver-jobs-vs-driving-with-uber/\">Uber Newsroom post\u003c/a>. \"These ex-taxicab drivers are choosing Uber because they like making more money and having a much more flexible schedule.” The post included this graphic: \u003cimg class=\"aligncenter size-full wp-image-10815071\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/uberEarnings.jpg\" alt=\"uberEarnings\" width=\"788\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings.jpg 788w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-768x512.jpg 768w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/p>\n\u003cp>That $19.04 per hour figure comes from a \u003ca href=\"http://www.bsgco.com/insights/uber-the-driver-roadmap\" target=\"_blank\">December 2014 survey\u003c/a> by Benenson Strategy Group of 601 Uber \"driver partners\" in 20 markets. An Uber \u003ca href=\"https://s3.amazonaws.com/uber-static/comms/PDF/Uber_Driver-Partners_Hall_Kreuger_2015.pdf\" target=\"_blank\">analysis\u003c/a>, put together in conjunction with economist Alan B. Krueger, also cited data in a \u003ca href=\"http://stats.bls.gov/oes/2013/may/oes533041.htm\" target=\"_blank\">May 2013 Occupational Employment Statistics Survey\u003c/a> by the U.S. Bureau of Labor Statistics to show that taxi and limo drivers in six key markets made a median wage of $12.90 per hour, compared with Uber drivers' $19.19. But the Uber earnings figures \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2015/01/22/the-missing-data-point-from-ubers-driver-analysis-how-far-they-drive/\" target=\"_blank\">do not subtract the cost of gas, insurance and other expenses, like repairs\u003c/a>. (Newsweek \u003ca href=\"http://www.newsweek.com/thousands-drivers-declined-take-uber-survey-which-claims-78-drivers-satisfied-301252\" target=\"_blank\">also noted \u003c/a>that Uber price cuts went into effect soon after the survey. )\u003c/p>\n\u003cp>A similar survey released by Uber last month notably didn't address \u003ca href=\"http://www.sfgate.com/business/article/Uber-survey-highlights-driver-happiness-ignores-6676872.php\" target=\"_blank\">how much\u003c/a> drivers make.\u003c/p>\n\u003cp>Another data point: In September and October 2015, Sherpashare, a company that helps ride-service drivers track their earnings, surveyed 963 Uber and Lyft drivers. You can see self-reported gross income in this \u003ca href=\"https://www.sherpashare.com/share/the-top-demographic-trends-of-the-on-demand-workforce-appendix/\" target=\"_blank\">chart\u003c/a>.\u003c/p>\n\u003cp>The data found a big discrepancy in earnings between drivers over and under 55. Those who worked 31 to 40 hours per week and were 55 or under made an average of $2,162 gross per month, while those over 55 made $1,662.\u003c/p>\n\u003cp>Another \u003ca href=\"https://www.sherpashare.com/share/what-uber-lyft-drivers-earn-per-trip/\" target=\"_blank\">SherpaShare study\u003c/a>, “based on millions of UberX and Lyft trips tracked by drivers on the SherpaShare platform,” reported the average gross earnings per trip in May 2015 for each company in major cities.\u003c/p>\n\u003cp>In San Francisco, the average trip earned UberX drivers -- and again, these are gross earnings --- $14.65. Lyft drivers grossed $13.42 a trip.\u003c/p>\n\u003cp>And yet another set of numbers: \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\">Aggregated data for all ride-service trips\u003c/a> in California presented at a Nov. 5 meeting of the California Public Utilities Commission and obtained by KQED combine stats submitted by UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It shows the distribution of rides by the amount that passengers paid over 2014-15. Almost half of all fares were under $10, with an additional 23 percent between $10 to $15. A driver's share would be less than that after Uber and Lyft took their cut.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bls.gov/oes/current/oes533041.htm\" target=\"_blank\">May 2014 Occupational Employment Statistics Survey\u003c/a> found 178,000 cab drivers and chauffeurs in the country made an average of almost $26,000, or $12.35 per hour. In California, the average was $28,190 and $13.56 per hour.\u003c/p>\n\u003cp>\u003cstrong>A Former Cab Driver Who Loves Uber\u003c/strong>\u003c/p>\n\u003cp>In response to taxi driver Abdallah Hammad's negative experience driving for Uber, company spokeswoman Eva Behrend referred me to current UberX driver Tammy Johnson, of East Oakland.\u003c/p>\n\u003cp>Johnson, 38, told me she loves working for Uber, after driving for cab companies in San Leandro and Walnut Creek, where she experienced \"harassment in different forms. Everyone trying to hit on you.\"\u003c/p>\n\u003cp>Financial concerns also compelled her to switch. In general, every time taxi drivers go out on a shift, there's a chance they'll actually \u003cem>lose\u003c/em> money, because most of them lease their vehicles from the cab companies. Combine that with the cost of gas, and drivers start every shift in the hole. Johnson says that at least five times she didn't make enough money in fares to cover her daily costs.\u003c/p>\n\u003cp>She also said there was \"too much favoritism. Family members and insiders got the best calls.\" She felt compelled to buy dispatchers lunch or a bottle of wine to gain favor.\u003c/p>\n\u003cp>To be sure, the taxi industry has long had a reputation as a place where drivers \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">have to pay cab company employees\u003c/a>. The San Francisco Transportation Code prohibits these payments, which some in the industry call tips, and others refer to as bribes, but the rule is unenforced.\u003c/p>\n\u003cp>While the amounts may seem small, they can add up. For example, John Han, a longtime San Francisco cab driver, told me he switched back to working at Yellow Cab in part because dispatchers at another company, which he didn't want to name, were demanding a total of $10 per day instead of the $6 he had been paying at Yellow.\u003c/p>\n\u003cp>Drivers are generally split over the fairness of this tipping system -- some don't mind, some say it's onerous. Either way, even $10 a day over the course of a year can easily add up to a couple of thousand dollars in a job that doesn't pay much to begin with. In 2014, one cab driver I talked to told me he was quitting to go to work for a ride service specifically because of having to pay taxi dispatchers.\u003c/p>\n\u003cp>\u003cstrong>New Taxi Meters: Leveling the Playing Field?\u003c/strong>\u003c/p>\n\u003cp>Last month, California's Division of Measurement Standards \u003ca href=\"http://www.sfchronicle.com/business/article/Flywheel-aims-to-replace-taxi-meters-with-6713925.php\" target=\"_blank\">approved TaxiOS\u003c/a> from Redwood City's Flywheel, a new GPS-based taxicab metering system. That's the same Flywheel that enables passengers to request cabs, track their location and pay, all via smartphones, just like Uber and Lyft.\u003c/p>\n\u003cp>Flywheel says about 80 percent of San Francisco cabs now accept calls from its app. The requests go out to every taxi that uses the system regardless of which company they work for.\u003c/p>\n\u003cp>Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley, last month \u003ca href=\"https://soundcloud.com/kqed/california-allows-smartphone-metered-taxis\" target=\"_blank\">told KQED's Mina Kim\u003c/a> that TaxiOS, which works with Android phones, will add \"an additional layer of flexibility to the taxi industry,\" allowing fare-splitting among customers and dynamic prices based on demand.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/238752982\" 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>Hansu Kim -- who likes Flywheel's e-hailing system so much he \u003ca href=\"http://www.sfgate.com/business/article/DeSoto-S-F-s-oldest-taxi-firm-rebrands-6087480.php\" target=\"_blank\">renamed his company\u003c/a> after it -- thinks the new TaxiOS meters will further enable cabbies to compete with Uber and Lyft drivers. About 50 Flywheel cabs participated in a recent two-month pilot program of the new meters.\u003c/p>\n\u003cp>Kim believes the abundance of San Francisco cabs that have adopted Flywheel's convenient e-hailing system leaves Uber and Lyft with the sole advantage of lower prices. He says the new meters will offer his drivers the ability to compete on cost, too.\u003c/p>\n\u003cp>\"With our [new] system we can now go to lower rates, more competitive rates ... where they’re appropriate,\" he said.\u003c/p>\n\u003cp>Flywheel -- the smartphone platform, not the cab company -- will create an algorithm that lowers prices when demand is low, Kim said. Those calls will be offered to cab drivers, who can decide whether to take them or not.\u003c/p>\n\u003cp>Cabs will still not be able to charge more during periods of high demand, as Uber has \u003ca href=\"http://bgr.com/2016/01/04/new-years-eve-uber-surge-pricing-reactions/\" target=\"_blank\">notoriously done\u003c/a>, because the San Francisco Municipal Transportation Agency has to approve any higher fares. However, Kim says, customers can lure cabs when they appear to be scarce through a pre-tipping component on the Flywheel app.\u003c/p>\n\u003cp>\"A passenger through their app can say I’m going to tip you 10 bucks, or 20 percent, and that creates a tremendous incentive for someone to ... go pick up that fare.\"\u003c/p>\n\u003cp>Kim said TaxiOS will also allow him to offer drivers a \"split meter system,\" in which the problem that former cab driver Tammy Johnson described -- leasing a cab and then not making enough money to cover the cost of the rental -- wouldn't be a risk, because the cab company will take only a portion of what the driver makes, the same business model that Uber and Lyft use.\u003c/p>\n\u003cp>\"I need to be able to lease vehicles to drivers who want to drive just a few hours a week part time,\" Kim said. \"So the traditional payment system, where you pay a lease for a cab for a certain amount of time, that needs to change.\"\u003c/p>\n\u003cp>The two taxi drivers I spoke to about the new TaxiOS meters were less than enthusiastic, if not downright suspicious.\u003c/p>\n\u003cp>\"Ultimately, the new Flywheel meters are fixing a problem that doesn’t exist,\" said Kelly Dessaint. He said his customers already split fares and negotiate for lower fares on slow nights. And he considers the algorithmic ability to decrease prices to be a bug, not a feature.\u003c/p>\n\u003cp>\"It becomes a race to the bottom,\" he said. \"And that's how Uber and Lyft screw their drivers.\"\u003c/p>\n\u003cp>(Uber has \u003ca href=\"https://newsroom.uber.com/beating-the-winter-slump-price-cuts-for-riders-with-guaranteed-earnings-for-drivers/\" target=\"_blank\">claimed\u003c/a> drivers actually make more in \u003ca href=\"https://ww2.kqed.org/wp-content/uploads/2015/01/uber_PriceCuts_BlogInfographic-01.png\" target=\"_blank\">some cities\u003c/a> under the price cuts.)\u003c/p>\n\u003cp>John Han, who drives for Yellow Cab, echoed Dessaint's concern.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I think that’s just participating in a race to the bottom,\" Han said. \"I don't want to compete for these lesser fares. It would be another reason to hand in my keys as a taxi driver.\"\u003c/p>\n\n",
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"excerpt": "One factor is a price war that has hurt the bottom line of ride-service drivers. ",
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"description": "One factor is a price war that has hurt the bottom line of ride-service drivers. ",
"title": "In Reversal, Some Drivers Ditching Uber and Lyft for Cabs | KQED",
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"headline": "In Reversal, Some Drivers Ditching Uber and Lyft for Cabs",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As you will quickly discover if you ask your cab driver what he or she thinks about Uber and Lyft, those who work in the taxi industry consider the ride-service companies to be four-letter words of another order.\u003c/p>\n\u003cp>Still, over the past few years, San Francisco taxi companies have had trouble filling their shifts. That's because drivers have jumped ship to work for the upstarts, and new drivers entering the profession have opted for the ride services as well.\u003c/p>\n\u003cp>The San Francisco Examiner reported on Wednesday that Yellow Cab, the largest taxi company in the city, \u003ca href=\"http://www.sfexaminer.com/yellow-cab-to-file-for-bankruptcy/\" target=\"_blank\">will soon file for bankruptcy\u003c/a> in order to restructure its business.\u003c/p>\n\u003cp>\"On background, multiple sources told the Examiner that cab companies are having a tough time hiring competent drivers and may be hiring drivers with spotty driving records,\" the paper said.\u003c/p>\n\u003cp>Yet, there are other drivers who have taken the opposite route, going from Uber and Lyft to driving a cab.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Mickey Kelley operates the San Francisco Taxi School, which offers prospective cab drivers the courses they must take to get licensed. Classes range from five to 15 students each week. He estimates that from one-third to one-half of his students over the last six months have been former Uber and Lyft drivers.\u003c/p>\n\u003cp>“It started longer than six months ago, but about six months ago it really picked up,” he said.\u003c/p>\n\u003cp>Some of those were former cab drivers who had let their licenses expire when they moved on to the ride-service companies but now wanted to return to taxi work, Kelley says.\u003c/p>\n\u003cp>\"We’ve had cab drivers that quit driving a cab [to work for a ride-service firm], and a lot of those guys have come back and had to drive a cab again,“ he said.\u003c/p>\n\u003cp>Hansu Kim, owner of Flywheel Cab, said he's seen the same thing.\u003c/p>\n\u003cp>“We’re seeing a stream of UberX and Lyft drivers looking to drive a taxi now,\" Kim said. \"It used to be a trickle, now it’s more of a stream. Not the floodgates, yet.”\u003c/p>\n\u003cp>Flywheel referred me to Abdallah Hammad, 49, who has been driving for the company for about three years. To supplement his income, he drove on the side for both Uber and Lyft for about a year, but stopped around seven or eight months ago. The main reason: the extra cost and \"wear and tear\" of using his own car to do business.\u003c/p>\n\u003cp>(Note: Ride-service drivers can get partial relief from this expense by using the standard mileage-rate deduction on their tax returns.)\u003c/p>\n\u003cp>Hammad said that twice during Uber calls, customers became angry at the inflated fares they had to pay during a \u003ca href=\"https://www.google.com/search?q=surge+pricing+ube\" target=\"_blank\">surge pricing period\u003c/a> and slammed his car door so hard he had to have his automatic windows repaired.\u003c/p>\n\u003cp>But hadn't those customers agreed to accept the surge price when they ordered the ride?\u003c/p>\n\u003cp>“[Passengers] are \u003ca href=\"http://thegrio.com/2016/01/03/ubers-new-years-eve-surge-pricing-outrages-passengers-worldwide/\" target=\"_blank\">still mad\u003c/a>, even though they know in advance,” he said.\u003c/p>\n\u003cp>Hammad said passengers who had to fork over during a surge also tended to give him a lower rating. Uber drivers must maintain a 4.6 passenger rating or be \u003ca href=\"http://observer.com/2015/02/uber-drivers-the-punishment-for-bad-ratings-is-costly-training-courses/\" target=\"_blank\">suspended from driving\u003c/a>.\u003c/p>\n\u003cp>Kelly Dessaint, 44, who chronicles his \u003ca href=\"http://www.sfexaminer.com/author/k_dessaint/\" target=\"_blank\">adventures as a cab driver\u003c/a> for the San Francisco Examiner, started his professional driving career working for Uber and Lyft in 2014. But he quit early last year, went to taxi school, and has been driving for National Veterans Cab in San Francisco since February. He says he likes the feeling of community among cab drivers and that he makes more money driving a taxi than he did for Uber and Lyft.\u003c/p>\n\u003cp>“You’re doing all these $5 rides, you’re not getting tipped,” he said about driving for the ride services. “With a cab you can talk it up and people will tip you really well.”\u003c/p>\n\u003cp>Uber doesn’t \u003ca href=\"http://www.scpr.org/news/2015/10/21/55137/uber-tips-policy-causing-confusion-possibly-lower/\">allow tipping\u003c/a>, and Dessaint says \"you can tip on Lyft but nobody does. It’s so rare.” (Lyft says passengers collectively \u003ca href=\"http://thehub.lyft.com/blog/2015-highlights-for-drivers?utm_medium=Email&utm_source=ExactTarget&utm_campaign=82821259\" target=\"_blank\">gave more than $40 million in tips\u003c/a> to its 100,000 drivers in 2015. That's an average of $400 for each driver.)\u003c/p>\n\u003cp>Kelley, of the San Francisco Taxi School, believes that ride-service drivers who do the math discover that after maintenance and depreciation on their vehicle, they can do better driving a cab, which hasn't always been the case.\u003c/p>\n\u003cp>\"If you go back two years ago, it used to be pretty profitable to drive for [the ride services],\" he said. \"It’s just not anymore.\"\u003c/p>\n\u003cp>A price war between Uber and Lyft has contributed to a \u003ca href=\"http://fortune.com/2014/05/28/in-price-wars-some-uber-and-lyft-drivers-feel-the-crunch/\" target=\"_blank\">decline in driver pay\u003c/a>. Michael Banko, for instance, who has been driving for Lyft in San Francisco since 2012, said the lower rates that Lyft now charges have cut his driving income in half. He did say, however, that he gets tips from passengers “all the time.”\u003c/p>\n\u003cp>\u003cstrong>How Much Do Ride Service Drivers Really Make? \u003c/strong>\u003c/p>\n\u003cp>Nobody has really figured out, empirically, whether taxi or TNC (transportation network company) drivers make more money. Early last year, Uber released data that showed their drivers having the advantage.\u003c/p>\n\u003cp>\"A lot of former taxi drivers have decided they wanted to work for themselves and become self-employed,” the company wrote in an April 2015 \u003ca href=\"https://newsroom.uber.com/taxi-driver-jobs-vs-driving-with-uber/\">Uber Newsroom post\u003c/a>. \"These ex-taxicab drivers are choosing Uber because they like making more money and having a much more flexible schedule.” The post included this graphic: \u003cimg class=\"aligncenter size-full wp-image-10815071\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/uberEarnings.jpg\" alt=\"uberEarnings\" width=\"788\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings.jpg 788w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-768x512.jpg 768w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/p>\n\u003cp>That $19.04 per hour figure comes from a \u003ca href=\"http://www.bsgco.com/insights/uber-the-driver-roadmap\" target=\"_blank\">December 2014 survey\u003c/a> by Benenson Strategy Group of 601 Uber \"driver partners\" in 20 markets. An Uber \u003ca href=\"https://s3.amazonaws.com/uber-static/comms/PDF/Uber_Driver-Partners_Hall_Kreuger_2015.pdf\" target=\"_blank\">analysis\u003c/a>, put together in conjunction with economist Alan B. Krueger, also cited data in a \u003ca href=\"http://stats.bls.gov/oes/2013/may/oes533041.htm\" target=\"_blank\">May 2013 Occupational Employment Statistics Survey\u003c/a> by the U.S. Bureau of Labor Statistics to show that taxi and limo drivers in six key markets made a median wage of $12.90 per hour, compared with Uber drivers' $19.19. But the Uber earnings figures \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2015/01/22/the-missing-data-point-from-ubers-driver-analysis-how-far-they-drive/\" target=\"_blank\">do not subtract the cost of gas, insurance and other expenses, like repairs\u003c/a>. (Newsweek \u003ca href=\"http://www.newsweek.com/thousands-drivers-declined-take-uber-survey-which-claims-78-drivers-satisfied-301252\" target=\"_blank\">also noted \u003c/a>that Uber price cuts went into effect soon after the survey. )\u003c/p>\n\u003cp>A similar survey released by Uber last month notably didn't address \u003ca href=\"http://www.sfgate.com/business/article/Uber-survey-highlights-driver-happiness-ignores-6676872.php\" target=\"_blank\">how much\u003c/a> drivers make.\u003c/p>\n\u003cp>Another data point: In September and October 2015, Sherpashare, a company that helps ride-service drivers track their earnings, surveyed 963 Uber and Lyft drivers. You can see self-reported gross income in this \u003ca href=\"https://www.sherpashare.com/share/the-top-demographic-trends-of-the-on-demand-workforce-appendix/\" target=\"_blank\">chart\u003c/a>.\u003c/p>\n\u003cp>The data found a big discrepancy in earnings between drivers over and under 55. Those who worked 31 to 40 hours per week and were 55 or under made an average of $2,162 gross per month, while those over 55 made $1,662.\u003c/p>\n\u003cp>Another \u003ca href=\"https://www.sherpashare.com/share/what-uber-lyft-drivers-earn-per-trip/\" target=\"_blank\">SherpaShare study\u003c/a>, “based on millions of UberX and Lyft trips tracked by drivers on the SherpaShare platform,” reported the average gross earnings per trip in May 2015 for each company in major cities.\u003c/p>\n\u003cp>In San Francisco, the average trip earned UberX drivers -- and again, these are gross earnings --- $14.65. Lyft drivers grossed $13.42 a trip.\u003c/p>\n\u003cp>And yet another set of numbers: \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\">Aggregated data for all ride-service trips\u003c/a> in California presented at a Nov. 5 meeting of the California Public Utilities Commission and obtained by KQED combine stats submitted by UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It shows the distribution of rides by the amount that passengers paid over 2014-15. Almost half of all fares were under $10, with an additional 23 percent between $10 to $15. A driver's share would be less than that after Uber and Lyft took their cut.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bls.gov/oes/current/oes533041.htm\" target=\"_blank\">May 2014 Occupational Employment Statistics Survey\u003c/a> found 178,000 cab drivers and chauffeurs in the country made an average of almost $26,000, or $12.35 per hour. In California, the average was $28,190 and $13.56 per hour.\u003c/p>\n\u003cp>\u003cstrong>A Former Cab Driver Who Loves Uber\u003c/strong>\u003c/p>\n\u003cp>In response to taxi driver Abdallah Hammad's negative experience driving for Uber, company spokeswoman Eva Behrend referred me to current UberX driver Tammy Johnson, of East Oakland.\u003c/p>\n\u003cp>Johnson, 38, told me she loves working for Uber, after driving for cab companies in San Leandro and Walnut Creek, where she experienced \"harassment in different forms. Everyone trying to hit on you.\"\u003c/p>\n\u003cp>Financial concerns also compelled her to switch. In general, every time taxi drivers go out on a shift, there's a chance they'll actually \u003cem>lose\u003c/em> money, because most of them lease their vehicles from the cab companies. Combine that with the cost of gas, and drivers start every shift in the hole. Johnson says that at least five times she didn't make enough money in fares to cover her daily costs.\u003c/p>\n\u003cp>She also said there was \"too much favoritism. Family members and insiders got the best calls.\" She felt compelled to buy dispatchers lunch or a bottle of wine to gain favor.\u003c/p>\n\u003cp>To be sure, the taxi industry has long had a reputation as a place where drivers \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">have to pay cab company employees\u003c/a>. The San Francisco Transportation Code prohibits these payments, which some in the industry call tips, and others refer to as bribes, but the rule is unenforced.\u003c/p>\n\u003cp>While the amounts may seem small, they can add up. For example, John Han, a longtime San Francisco cab driver, told me he switched back to working at Yellow Cab in part because dispatchers at another company, which he didn't want to name, were demanding a total of $10 per day instead of the $6 he had been paying at Yellow.\u003c/p>\n\u003cp>Drivers are generally split over the fairness of this tipping system -- some don't mind, some say it's onerous. Either way, even $10 a day over the course of a year can easily add up to a couple of thousand dollars in a job that doesn't pay much to begin with. In 2014, one cab driver I talked to told me he was quitting to go to work for a ride service specifically because of having to pay taxi dispatchers.\u003c/p>\n\u003cp>\u003cstrong>New Taxi Meters: Leveling the Playing Field?\u003c/strong>\u003c/p>\n\u003cp>Last month, California's Division of Measurement Standards \u003ca href=\"http://www.sfchronicle.com/business/article/Flywheel-aims-to-replace-taxi-meters-with-6713925.php\" target=\"_blank\">approved TaxiOS\u003c/a> from Redwood City's Flywheel, a new GPS-based taxicab metering system. That's the same Flywheel that enables passengers to request cabs, track their location and pay, all via smartphones, just like Uber and Lyft.\u003c/p>\n\u003cp>Flywheel says about 80 percent of San Francisco cabs now accept calls from its app. The requests go out to every taxi that uses the system regardless of which company they work for.\u003c/p>\n\u003cp>Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley, last month \u003ca href=\"https://soundcloud.com/kqed/california-allows-smartphone-metered-taxis\" target=\"_blank\">told KQED's Mina Kim\u003c/a> that TaxiOS, which works with Android phones, will add \"an additional layer of flexibility to the taxi industry,\" allowing fare-splitting among customers and dynamic prices based on demand.\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/238752982&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/238752982'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Hansu Kim -- who likes Flywheel's e-hailing system so much he \u003ca href=\"http://www.sfgate.com/business/article/DeSoto-S-F-s-oldest-taxi-firm-rebrands-6087480.php\" target=\"_blank\">renamed his company\u003c/a> after it -- thinks the new TaxiOS meters will further enable cabbies to compete with Uber and Lyft drivers. About 50 Flywheel cabs participated in a recent two-month pilot program of the new meters.\u003c/p>\n\u003cp>Kim believes the abundance of San Francisco cabs that have adopted Flywheel's convenient e-hailing system leaves Uber and Lyft with the sole advantage of lower prices. He says the new meters will offer his drivers the ability to compete on cost, too.\u003c/p>\n\u003cp>\"With our [new] system we can now go to lower rates, more competitive rates ... where they’re appropriate,\" he said.\u003c/p>\n\u003cp>Flywheel -- the smartphone platform, not the cab company -- will create an algorithm that lowers prices when demand is low, Kim said. Those calls will be offered to cab drivers, who can decide whether to take them or not.\u003c/p>\n\u003cp>Cabs will still not be able to charge more during periods of high demand, as Uber has \u003ca href=\"http://bgr.com/2016/01/04/new-years-eve-uber-surge-pricing-reactions/\" target=\"_blank\">notoriously done\u003c/a>, because the San Francisco Municipal Transportation Agency has to approve any higher fares. However, Kim says, customers can lure cabs when they appear to be scarce through a pre-tipping component on the Flywheel app.\u003c/p>\n\u003cp>\"A passenger through their app can say I’m going to tip you 10 bucks, or 20 percent, and that creates a tremendous incentive for someone to ... go pick up that fare.\"\u003c/p>\n\u003cp>Kim said TaxiOS will also allow him to offer drivers a \"split meter system,\" in which the problem that former cab driver Tammy Johnson described -- leasing a cab and then not making enough money to cover the cost of the rental -- wouldn't be a risk, because the cab company will take only a portion of what the driver makes, the same business model that Uber and Lyft use.\u003c/p>\n\u003cp>\"I need to be able to lease vehicles to drivers who want to drive just a few hours a week part time,\" Kim said. \"So the traditional payment system, where you pay a lease for a cab for a certain amount of time, that needs to change.\"\u003c/p>\n\u003cp>The two taxi drivers I spoke to about the new TaxiOS meters were less than enthusiastic, if not downright suspicious.\u003c/p>\n\u003cp>\"Ultimately, the new Flywheel meters are fixing a problem that doesn’t exist,\" said Kelly Dessaint. He said his customers already split fares and negotiate for lower fares on slow nights. And he considers the algorithmic ability to decrease prices to be a bug, not a feature.\u003c/p>\n\u003cp>\"It becomes a race to the bottom,\" he said. \"And that's how Uber and Lyft screw their drivers.\"\u003c/p>\n\u003cp>(Uber has \u003ca href=\"https://newsroom.uber.com/beating-the-winter-slump-price-cuts-for-riders-with-guaranteed-earnings-for-drivers/\" target=\"_blank\">claimed\u003c/a> drivers actually make more in \u003ca href=\"https://ww2.kqed.org/wp-content/uploads/2015/01/uber_PriceCuts_BlogInfographic-01.png\" target=\"_blank\">some cities\u003c/a> under the price cuts.)\u003c/p>\n\u003cp>John Han, who drives for Yellow Cab, echoed Dessaint's concern.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I think that’s just participating in a race to the bottom,\" Han said. \"I don't want to compete for these lesser fares. It would be another reason to hand in my keys as a taxi driver.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Coding Behind Bars: Fighting Crime and Recidivism With Web Development",
"title": "Coding Behind Bars: Fighting Crime and Recidivism With Web Development",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>James Houston got out of prison three years ago after serving 18 years for second-degree murder. This month he returned to San Quentin State Prison -- as a guest.\u003c/p>\n\u003cp>Houston was back at the prison to try to convince Silicon Valley venture capitalists to invest in an after-school program he designed called Teen Tech Hub, which aims to teach technology skills to youths in Richmond.\u003c/p>\n\u003caside class=\"alignright pullquote\">'My goal is to get a job as a junior software developer, and I’ve got to tell you, this program has given me those skills.'\u003ccite>Aly Tamboura, program participant\u003c/cite>\u003c/aside>\n\u003cp>Houston presented his project with still-incarcerated inmates during Demo Day, an event for inmates to present their tech projects to venture capitalists.\u003c/p>\n\u003cp>“Teen Tech Hub was born out of my incarceration,” said the 42-year-old during his presentation. “I came to San Quentin and I realized what it meant to be in a community, and I wanted to bring that back to my community.”\u003c/p>\n\u003cp>The event was part of the San Quentin Coding Program, Code 7370, an initiative launched last year by a nonprofit group called The Last Mile to teach computer programming to inmates. The program is effectively a technology startup incubator inside the prison.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Last Mile was founded five years ago by San Francisco-based venture capitalist Chris Redlitz and his wife, Beverly Parenti, to help reduce mass incarceration and recidivism in prisons by developing job skills.\u003c/p>\n\u003cp>\u003cstrong>Recidivism: An Urgent Problem\u003c/strong>\u003c/p>\n\u003cp>Mass incarceration and recidivism are urgent problems in California. While recidivism in 2014 declined nearly 7 percent from 2013, it was still 54.3 percent, according to a California Department of Corrections and Rehabilitation report. And the state’s prison system is overflowing with 116,124 inmates, 33 percent over capacity as of Dec. 2.\u003c/p>\n\u003cp>At first, the group focused on the development of entrepreneurial skills, but the program took a different turn last year when the organization partnered with the San Francisco-based coding school Hack Reactor. The two organizations worked together to create a curriculum to teach basic Web programming and advanced coding languages.\u003cbr>\n[contextly_sidebar id=\"Ql6jwArWC6iKBoBycJTRkyPjNaYeF3yq\"]\u003cbr>\nWes Bailey, director of operations for The Last Mile, said the move made sense because the group’s aim was to provide inmates with job opportunities after they leave prison. Not only is the technology sector a fast-growing industry, but Bailey believes that there will be a shortage of Web developers in the next five years that former inmates could fill.\u003c/p>\n\u003cp>“The No.1 reason that inmates typically return to prison is if they don’t have something that is gainful employment,” said Bailey, who also worked as an instructor on the first stage of the program. “Our program is designed to prep them for really good jobs, and these are well-paying jobs.”\u003c/p>\n\u003cp>To help ensure the program’s success, inmates have to go through a competitive selection process that includes an interview and an assessment of their behavior and expected release date. Inmates with some experience in technology who can demonstrate an ability to learn are invited into the program.\u003c/p>\n\u003cp>But the program has had its challenges. One of the biggest hurdles in the beginning was trying to figure out a way to teach coding without Internet access because prisoners do not have permission to go online. To solve this problem, the organization built an internal system to share the projects developed by the inmates.\u003c/p>\n\u003cp>Another issue was how to handle the transition to the real world after prisoners have finished their sentences. The nonprofit solved this by continuing to work with their former students after their release.\u003c/p>\n\u003cp>Houston was one of them. After being released in May 2013, he continued to develop his tech project until the organization decided to fund it this year. Now, he is seeking venture capital funding.\u003c/p>\n\u003cp>Houston said that he was grateful for the skills he developed because so much in California is technology driven.\u003c/p>\n\u003cp>“You’re an archaic man trying to survive in today’s society,” said Houston.\u003c/p>\n\u003cp>\u003cstrong>Another Benefit: Cost-Cutting\u003c/strong>\u003c/p>\n\u003cp>The Last Mile’s co-founder, Redlitz, said the program has another side benefit. By reducing recidivism, it also cuts down the prison system’s cost to taxpayers, which would allow the savings to be re-invested in education.\u003c/p>\n\u003cp>“The end result is if we can mitigate some of the problems that are a big fiscal issue for us and take some of that cost away, [it can be] re-dedicated to other areas, especially education,” Redlitz said.\u003c/p>\n\u003cp>He added that prison spending was “on par with higher education.” According to the state’s enacted budget, the California Department of Corrections and Rehabilitation has a budget this year of $12.6 billion, while higher education has a budget of $14.6 billion.\u003c/p>\n\u003cp>“If you took a fraction of that budget and redirected it towards education, every young person in California could have a free college education,” Bailey said.\u003c/p>\n\u003cp>Also attending Demo Day was former inmate Heracio Harts, 42, who had been convicted of manslaughter. He went through the entrepreneurial program in 2012 and developed a project called the Healthy Hearts Institute. His project aims to encourage nutrition and physical fitness to combat childhood obesity in low-income neighborhood in Pittsburg.\u003c/p>\n\u003cfigure id=\"attachment_10798434\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/SQ10-e1451333354650.jpg\" rel=\"attachment wp-att-10798434\">\u003cimg class=\"size-medium wp-image-10798434\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/SQ10-800x591.jpg\" alt=\"Code 7370's student inmates listen to introductory speeches on Demo Day prior to their projects' presentation at San Quentin.\" width=\"800\" height=\"591\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Code 7370's student inmates listen to introductory speeches on Demo Day prior to their projects' presentation at San Quentin. \u003ccite>(Marcos Martinez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Harts said The Last Mile’s program gave him the support he did not find outside prison.\u003c/p>\n\u003cp>“In my neighborhood ... (t)he entrepreneurs were the drug dealers,\" said Harts.\u003c/p>\n\u003cp>Current inmates see Houston and Harts as inspirational examples of re-entering society successfully. Four months after being released, Houston was hired as an outreach worker at the Richmond Office of Neighborhood Safety, which aims to reduce crime rates.\u003c/p>\n\u003cp>Meanwhile, Harts stayed focused on his project.\u003c/p>\n\u003cp>Aly Tamboura, a participant in the coding program, says he aspires to become a software developer when he is released next year.\u003c/p>\n\u003cp>“My goal is to get a job as a junior software developer, and I’ve got to tell you, this program has given me those skills,” said Tamboura, who is serving a 12-year sentence for assaulting his wife. The 49-year-old had initially been sentenced to 14 years in prison, but the term was recently reduced for good behavior.\u003c/p>\n\u003cp>At Demo Day, Tamboura presented his project, Tycho, an interactive Web database for parents with children who suffer from diseases such as polio, influenza, measles and chicken pox.\u003c/p>\n\u003cp>The Last Mile’s hope is that the success stories will change society’s negative perception of ex-convicts.\u003c/p>\n\u003cp>“There’s a lot of talent and desire inside that really needs to be nurtured, and that’s really what we are doing,” said Redlitz.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>As a next step, the organization is launching its first women’s program next spring.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>James Houston got out of prison three years ago after serving 18 years for second-degree murder. This month he returned to San Quentin State Prison -- as a guest.\u003c/p>\n\u003cp>Houston was back at the prison to try to convince Silicon Valley venture capitalists to invest in an after-school program he designed called Teen Tech Hub, which aims to teach technology skills to youths in Richmond.\u003c/p>\n\u003caside class=\"alignright pullquote\">'My goal is to get a job as a junior software developer, and I’ve got to tell you, this program has given me those skills.'\u003ccite>Aly Tamboura, program participant\u003c/cite>\u003c/aside>\n\u003cp>Houston presented his project with still-incarcerated inmates during Demo Day, an event for inmates to present their tech projects to venture capitalists.\u003c/p>\n\u003cp>“Teen Tech Hub was born out of my incarceration,” said the 42-year-old during his presentation. “I came to San Quentin and I realized what it meant to be in a community, and I wanted to bring that back to my community.”\u003c/p>\n\u003cp>The event was part of the San Quentin Coding Program, Code 7370, an initiative launched last year by a nonprofit group called The Last Mile to teach computer programming to inmates. The program is effectively a technology startup incubator inside the prison.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Last Mile was founded five years ago by San Francisco-based venture capitalist Chris Redlitz and his wife, Beverly Parenti, to help reduce mass incarceration and recidivism in prisons by developing job skills.\u003c/p>\n\u003cp>\u003cstrong>Recidivism: An Urgent Problem\u003c/strong>\u003c/p>\n\u003cp>Mass incarceration and recidivism are urgent problems in California. While recidivism in 2014 declined nearly 7 percent from 2013, it was still 54.3 percent, according to a California Department of Corrections and Rehabilitation report. And the state’s prison system is overflowing with 116,124 inmates, 33 percent over capacity as of Dec. 2.\u003c/p>\n\u003cp>At first, the group focused on the development of entrepreneurial skills, but the program took a different turn last year when the organization partnered with the San Francisco-based coding school Hack Reactor. The two organizations worked together to create a curriculum to teach basic Web programming and advanced coding languages.\u003cbr>\n\u003c/p>\u003cp>\u003c/p>\u003cp>\u003cbr>\nWes Bailey, director of operations for The Last Mile, said the move made sense because the group’s aim was to provide inmates with job opportunities after they leave prison. Not only is the technology sector a fast-growing industry, but Bailey believes that there will be a shortage of Web developers in the next five years that former inmates could fill.\u003c/p>\n\u003cp>“The No.1 reason that inmates typically return to prison is if they don’t have something that is gainful employment,” said Bailey, who also worked as an instructor on the first stage of the program. “Our program is designed to prep them for really good jobs, and these are well-paying jobs.”\u003c/p>\n\u003cp>To help ensure the program’s success, inmates have to go through a competitive selection process that includes an interview and an assessment of their behavior and expected release date. Inmates with some experience in technology who can demonstrate an ability to learn are invited into the program.\u003c/p>\n\u003cp>But the program has had its challenges. One of the biggest hurdles in the beginning was trying to figure out a way to teach coding without Internet access because prisoners do not have permission to go online. To solve this problem, the organization built an internal system to share the projects developed by the inmates.\u003c/p>\n\u003cp>Another issue was how to handle the transition to the real world after prisoners have finished their sentences. The nonprofit solved this by continuing to work with their former students after their release.\u003c/p>\n\u003cp>Houston was one of them. After being released in May 2013, he continued to develop his tech project until the organization decided to fund it this year. Now, he is seeking venture capital funding.\u003c/p>\n\u003cp>Houston said that he was grateful for the skills he developed because so much in California is technology driven.\u003c/p>\n\u003cp>“You’re an archaic man trying to survive in today’s society,” said Houston.\u003c/p>\n\u003cp>\u003cstrong>Another Benefit: Cost-Cutting\u003c/strong>\u003c/p>\n\u003cp>The Last Mile’s co-founder, Redlitz, said the program has another side benefit. By reducing recidivism, it also cuts down the prison system’s cost to taxpayers, which would allow the savings to be re-invested in education.\u003c/p>\n\u003cp>“The end result is if we can mitigate some of the problems that are a big fiscal issue for us and take some of that cost away, [it can be] re-dedicated to other areas, especially education,” Redlitz said.\u003c/p>\n\u003cp>He added that prison spending was “on par with higher education.” According to the state’s enacted budget, the California Department of Corrections and Rehabilitation has a budget this year of $12.6 billion, while higher education has a budget of $14.6 billion.\u003c/p>\n\u003cp>“If you took a fraction of that budget and redirected it towards education, every young person in California could have a free college education,” Bailey said.\u003c/p>\n\u003cp>Also attending Demo Day was former inmate Heracio Harts, 42, who had been convicted of manslaughter. He went through the entrepreneurial program in 2012 and developed a project called the Healthy Hearts Institute. His project aims to encourage nutrition and physical fitness to combat childhood obesity in low-income neighborhood in Pittsburg.\u003c/p>\n\u003cfigure id=\"attachment_10798434\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/SQ10-e1451333354650.jpg\" rel=\"attachment wp-att-10798434\">\u003cimg class=\"size-medium wp-image-10798434\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/SQ10-800x591.jpg\" alt=\"Code 7370's student inmates listen to introductory speeches on Demo Day prior to their projects' presentation at San Quentin.\" width=\"800\" height=\"591\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Code 7370's student inmates listen to introductory speeches on Demo Day prior to their projects' presentation at San Quentin. \u003ccite>(Marcos Martinez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Harts said The Last Mile’s program gave him the support he did not find outside prison.\u003c/p>\n\u003cp>“In my neighborhood ... (t)he entrepreneurs were the drug dealers,\" said Harts.\u003c/p>\n\u003cp>Current inmates see Houston and Harts as inspirational examples of re-entering society successfully. Four months after being released, Houston was hired as an outreach worker at the Richmond Office of Neighborhood Safety, which aims to reduce crime rates.\u003c/p>\n\u003cp>Meanwhile, Harts stayed focused on his project.\u003c/p>\n\u003cp>Aly Tamboura, a participant in the coding program, says he aspires to become a software developer when he is released next year.\u003c/p>\n\u003cp>“My goal is to get a job as a junior software developer, and I’ve got to tell you, this program has given me those skills,” said Tamboura, who is serving a 12-year sentence for assaulting his wife. The 49-year-old had initially been sentenced to 14 years in prison, but the term was recently reduced for good behavior.\u003c/p>\n\u003cp>At Demo Day, Tamboura presented his project, Tycho, an interactive Web database for parents with children who suffer from diseases such as polio, influenza, measles and chicken pox.\u003c/p>\n\u003cp>The Last Mile’s hope is that the success stories will change society’s negative perception of ex-convicts.\u003c/p>\n\u003cp>“There’s a lot of talent and desire inside that really needs to be nurtured, and that’s really what we are doing,” said Redlitz.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The good news is that parts of the economy may be \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article36633297.html\" target=\"_blank\" rel=\"noopener\">improving\u003c/a>. The bad news is that those improvements have lulled people into a false sense of security — even as many still struggle to make ends meet. That struggle is playing out at Bay Area food banks, where fundraising isn’t meeting demand.\u003c/p>\n\u003cp>\u003ca href=\"http://www.shfb.org/\" target=\"_blank\" rel=\"noopener\">Second Harvest Food Bank\u003c/a> of Santa Clara and San Mateo counties is $6 million short of its $15 million goal in a year when the food bank has actually seen a 5-6 percent increase in people in need.\u003c/p>\n\u003cp>“That’s a little bit gulp-inducing,” said Second Harvest Food Bank CEO Kathy Jackson. “The truth is that with all the good news about the economy, the concern is that the community doesn’t realize that there are actually more people seeking help than what was true a year ago.”\u003c/p>\n\u003cp>Jackson attributed the increase in residents seeking help from the food bank to the \u003ca href=\"http://www.bizjournals.com/sanjose/news/2015/10/19/silicon-valley-apartmentrents-jump-again-in-third.html\" target=\"_blank\" rel=\"noopener\">skyrocketing cost of rent\u003c/a> in Silicon Valley.\u003c/p>\n\u003cp>“The average rent in Silicon Valley is up 12 percent over last year,” said Jackson. “If your rent has gone up $300-$400, that may have been your food budget.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/239752307″ 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>The problem isn’t just in Silicon Valley, though. \u003ca href=\"http://www.sfmfoodbank.org/\" target=\"_blank\" rel=\"noopener\">The San Francisco-Marin Food Bank\u003c/a> is $500,000 short, compared with donations at the same time last year.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘The truth is that with all the good news about the economy, the concern is that the community doesn’t realize that there are actually more people seeking help than what was true a year ago.’\u003c/aside>\n\u003cp>“The economy couldn’t be better in San Francisco,” said SF-Marin Food Bank executive director Paul Ash. “There’s no distractions, there’s no disaster somewhere that should pull people’s interest away, and we just are seeing a slower level of giving than we’ve seen in past years.”\u003c/p>\n\u003cp>In Alameda County, where \u003ca href=\"http://blog.sfgate.com/ontheblock/2015/12/21/oakland-ascends-to-nations-4th-most-expensive-rental-market/\" target=\"_blank\" rel=\"noopener\">Oakland recently ascended\u003c/a> to the fourth- most-expensive rental market in the U.S., \u003ca href=\"http://www.accfb.org/\" target=\"_blank\" rel=\"noopener\">Alameda County Community Food Bank’s\u003c/a> communications manager Michael Alfest hesitates to say things are going well.\u003c/p>\n\u003cp>“The next few days are critical days of the year for us,” said Alfest. “This time of year really drives us to serve our community well into 2016. After New Year’s we won’t see the kind of donations we see during the holidays.”\u003c/p>\n\u003cp>Currently one in five Alameda County residents rely on food banks, surpassing the national average.\u003c/p>\n\u003cp>“We’re going to see the same struggles, if not even greater struggles for quite some time,” said Alfest.\u003c/p>\n\u003cp>At least one food bank says it’s doing OK. The\u003ca href=\"http://www.foodbankccs.org/\" target=\"_blank\" rel=\"noopener\"> Food Bank of Contra Costa and Solano County\u003c/a> is on track as far as food donations go, but its monetary donations are still $400,000 short of a $3 million goal for 2015.\u003c/p>\n\u003cp>“Like the other food banks in the area, it is critical that we meet our goal to continue our services in 2016 at the level we have been,” said Lisa Sherrill, communications director at the food bank. “People have hunger at the top of their minds during the holidays.”\u003c/p>\n\u003cp>With more students on holiday break, Alfest and Jackson said the need for donations during this time of the year is all the more urgent. Both said that extended school closures are times when families are not able to rely on school lunches for their children.\u003c/p>\n\u003cp>“During holidays, every family has more things pulling at the available cash flow than at any other time for the year,” said Jackson.\u003c/p>\n\u003cp>The last few days of the year have historically served as a critical time for donations. Last year, the Alameda County Community Food Bank pulled in $330,000 in the final three days of the year. And it’s certainly hoping to repeat that this year.\u003c/p>\n\u003ch2>To make a donation:\u003c/h2>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.accfb.org/\">Alameda County Food Bank\u003c/a>: 7900 Edgewater Drive, Oakland. Call (510) 635-3663 for hours.\u003c/li>\n\u003cli>\u003ca href=\"http://www.foodbankccs.org/\">Food Bank of Contra Costa and Solano\u003c/a>: 4010 Nelson Ave., Concord. Call (925) 676-7543 for hours.\u003c/li>\n\u003cli>\u003ca href=\"http://www.shfb.org/\">Second Harvest Food Bank of Santa Clara and San Mateo Counties\u003c/a>: Call (866) 234-3663 or email donor.relations@shfb.org for locations and hours.\u003c/li>\n\u003cli>\u003ca href=\"http://www.sffoodbank.org/\">San Francisco and Marin Food Bank\u003c/a>: 900 Pennsylvania Ave., San Francisco. Call (415) 282-1907 for hours.\u003c/li>\n\u003cli>\u003ca href=\"http://66.211.107.100/home\">Glide Memorial United Methodist Church\u003c/a>: 330 Ellis St., San Francisco. Call (415) 674-6000 for hours.\u003c/li>\n\u003cli>\u003ca href=\"http://www.stanthonysf.org/DiningRoom\">St. Anthony’s Dining Room\u003c/a>: 150 Golden Gate Ave., San Francisco. Call (415) 241-2600 for hours.\u003c/li>\n\u003c/ul>\n\u003cp>KQED’s Bay Area Bites also put together a \u003ca href=\"http://ww2.kqed.org/bayareabites/2015/11/16/your-bay-area-guide-to-holiday-volunteering-and-donations/\" target=\"_blank\" rel=\"noopener\"> volunteering and donation guide\u003c/a>. Many local food banks accept donations year-round, with the need for help actually increasing again after the holidays.\u003c/p>\n\u003cp>Alfest said that sometimes the food donated during the holidays is left sitting in warehouses because of a shortage in volunteers in February and March.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“The community has always supported us and has never refused to step up,” said Jackson. “The campaign for us is really critical this year. … And most people are not expecting that right now.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The good news is that parts of the economy may be \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article36633297.html\" target=\"_blank\" rel=\"noopener\">improving\u003c/a>. The bad news is that those improvements have lulled people into a false sense of security — even as many still struggle to make ends meet. That struggle is playing out at Bay Area food banks, where fundraising isn’t meeting demand.\u003c/p>\n\u003cp>\u003ca href=\"http://www.shfb.org/\" target=\"_blank\" rel=\"noopener\">Second Harvest Food Bank\u003c/a> of Santa Clara and San Mateo counties is $6 million short of its $15 million goal in a year when the food bank has actually seen a 5-6 percent increase in people in need.\u003c/p>\n\u003cp>“That’s a little bit gulp-inducing,” said Second Harvest Food Bank CEO Kathy Jackson. “The truth is that with all the good news about the economy, the concern is that the community doesn’t realize that there are actually more people seeking help than what was true a year ago.”\u003c/p>\n\u003cp>Jackson attributed the increase in residents seeking help from the food bank to the \u003ca href=\"http://www.bizjournals.com/sanjose/news/2015/10/19/silicon-valley-apartmentrents-jump-again-in-third.html\" target=\"_blank\" rel=\"noopener\">skyrocketing cost of rent\u003c/a> in Silicon Valley.\u003c/p>\n\u003cp>“The average rent in Silicon Valley is up 12 percent over last year,” said Jackson. “If your rent has gone up $300-$400, that may have been your food budget.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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/239752307″&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/239752307″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The problem isn’t just in Silicon Valley, though. \u003ca href=\"http://www.sfmfoodbank.org/\" target=\"_blank\" rel=\"noopener\">The San Francisco-Marin Food Bank\u003c/a> is $500,000 short, compared with donations at the same time last year.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘The truth is that with all the good news about the economy, the concern is that the community doesn’t realize that there are actually more people seeking help than what was true a year ago.’\u003c/aside>\n\u003cp>“The economy couldn’t be better in San Francisco,” said SF-Marin Food Bank executive director Paul Ash. “There’s no distractions, there’s no disaster somewhere that should pull people’s interest away, and we just are seeing a slower level of giving than we’ve seen in past years.”\u003c/p>\n\u003cp>In Alameda County, where \u003ca href=\"http://blog.sfgate.com/ontheblock/2015/12/21/oakland-ascends-to-nations-4th-most-expensive-rental-market/\" target=\"_blank\" rel=\"noopener\">Oakland recently ascended\u003c/a> to the fourth- most-expensive rental market in the U.S., \u003ca href=\"http://www.accfb.org/\" target=\"_blank\" rel=\"noopener\">Alameda County Community Food Bank’s\u003c/a> communications manager Michael Alfest hesitates to say things are going well.\u003c/p>\n\u003cp>“The next few days are critical days of the year for us,” said Alfest. “This time of year really drives us to serve our community well into 2016. After New Year’s we won’t see the kind of donations we see during the holidays.”\u003c/p>\n\u003cp>Currently one in five Alameda County residents rely on food banks, surpassing the national average.\u003c/p>\n\u003cp>“We’re going to see the same struggles, if not even greater struggles for quite some time,” said Alfest.\u003c/p>\n\u003cp>At least one food bank says it’s doing OK. The\u003ca href=\"http://www.foodbankccs.org/\" target=\"_blank\" rel=\"noopener\"> Food Bank of Contra Costa and Solano County\u003c/a> is on track as far as food donations go, but its monetary donations are still $400,000 short of a $3 million goal for 2015.\u003c/p>\n\u003cp>“Like the other food banks in the area, it is critical that we meet our goal to continue our services in 2016 at the level we have been,” said Lisa Sherrill, communications director at the food bank. “People have hunger at the top of their minds during the holidays.”\u003c/p>\n\u003cp>With more students on holiday break, Alfest and Jackson said the need for donations during this time of the year is all the more urgent. Both said that extended school closures are times when families are not able to rely on school lunches for their children.\u003c/p>\n\u003cp>“During holidays, every family has more things pulling at the available cash flow than at any other time for the year,” said Jackson.\u003c/p>\n\u003cp>The last few days of the year have historically served as a critical time for donations. Last year, the Alameda County Community Food Bank pulled in $330,000 in the final three days of the year. And it’s certainly hoping to repeat that this year.\u003c/p>\n\u003ch2>To make a donation:\u003c/h2>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.accfb.org/\">Alameda County Food Bank\u003c/a>: 7900 Edgewater Drive, Oakland. Call (510) 635-3663 for hours.\u003c/li>\n\u003cli>\u003ca href=\"http://www.foodbankccs.org/\">Food Bank of Contra Costa and Solano\u003c/a>: 4010 Nelson Ave., Concord. Call (925) 676-7543 for hours.\u003c/li>\n\u003cli>\u003ca href=\"http://www.shfb.org/\">Second Harvest Food Bank of Santa Clara and San Mateo Counties\u003c/a>: Call (866) 234-3663 or email donor.relations@shfb.org for locations and hours.\u003c/li>\n\u003cli>\u003ca href=\"http://www.sffoodbank.org/\">San Francisco and Marin Food Bank\u003c/a>: 900 Pennsylvania Ave., San Francisco. Call (415) 282-1907 for hours.\u003c/li>\n\u003cli>\u003ca href=\"http://66.211.107.100/home\">Glide Memorial United Methodist Church\u003c/a>: 330 Ellis St., San Francisco. Call (415) 674-6000 for hours.\u003c/li>\n\u003cli>\u003ca href=\"http://www.stanthonysf.org/DiningRoom\">St. Anthony’s Dining Room\u003c/a>: 150 Golden Gate Ave., San Francisco. Call (415) 241-2600 for hours.\u003c/li>\n\u003c/ul>\n\u003cp>KQED’s Bay Area Bites also put together a \u003ca href=\"http://ww2.kqed.org/bayareabites/2015/11/16/your-bay-area-guide-to-holiday-volunteering-and-donations/\" target=\"_blank\" rel=\"noopener\"> volunteering and donation guide\u003c/a>. Many local food banks accept donations year-round, with the need for help actually increasing again after the holidays.\u003c/p>\n\u003cp>Alfest said that sometimes the food donated during the holidays is left sitting in warehouses because of a shortage in volunteers in February and March.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“The community has always supported us and has never refused to step up,” said Jackson. “The campaign for us is really critical this year. … And most people are not expecting that right now.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "A Controversial High-Tech Plan to Save Earth's Last Rhinos",
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"content": "\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">L\u003c/span>ast month at the San Diego Zoo’s Safari Park, one of the world’s four last northern white rhinos died. It was the latest dose of bad news concerning threatened rhino species in Africa and Asia that are being slaughtered by poachers supplying the lucrative black market for the animal’s horn.\u003c/p>\n\u003cp>With the price of rhino horn nearing $70,000 a kilo, poaching in South Africa, where 90 percent of rhinos live today, has increased more than a hundredfold in less than a decade. In 2007, South African authorities recorded eight white rhinos killed by poachers; last year, the number was more than 1,200.\u003c/p>\n\u003cp>First used in Chinese medicine 1,800 years ago, demand for rhino horn is now driven primarily by a surge in popularity in Vietnam. In addition to being thought of as a treatment for cancer and fever, it has emerged as a status symbol. Businessmen showcase rhino horns as trophies and shave off powder to serve in cocktails. Ingestion of the powder is also thought to alleviate hangovers and is allegedly sometimes snorted.\u003c/p>\n\u003cp>So with an apparently insatiable appetite for rhino horn and poachers overwhelming South African law enforcement, the 50-million-year-old species appears headed for certain extinction.\u003c/p>\n\u003cp>But now, a San Francisco startup is developing a technology it says could save the world's rhinos.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The firm, \u003ca href=\"http://signup.pembient.com/\" target=\"_blank\">Pembient\u003c/a>, is developing a method to 3-D print rhino horn that is genetically identical to wild horn. By supplying the black market with an indistinguishable synthetic substitute, the company thinks it can drive down the cost of horn and undercut the incentive for poaching.\u003c/p>\n\u003cfigure id=\"attachment_10806153\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-478965476.jpg\" rel=\"attachment wp-att-10806153\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-478965476-1440x960.jpg\" alt=\"Indian forestry officials stand near the carcass of a one-horned rhinoceros which was killed and de-horned by poachers in Burapahar, a range of the Kaziranga National Park, in June 2015.\" width=\"640\" height=\"427\" class=\"size-large wp-image-10806153\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-1440x960.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-768x512.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-1920x1280.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-960x640.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Indian forestry officials stand near the carcass of a one-horned rhinoceros which was killed and de-horned by poachers in Burapahar, a range of the Kaziranga National Park, in June 2015. \u003ccite>(AFP-Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Pembient will act as an inexhaustible stockpile of accessible rhino horn,” said Matthew Marcus, the company’s chief executive. “If we can make a product that’s bioidentical, we can control the price of horn in the market, and then hopefully save rhinos.”\u003c/p>\n\u003cp>Advances in DNA sequencing now make it possible to replicate animal products in much the same way that software is copied, said George Bonaci, co-founder of Pembient. To create the horn, Pembient embeds the rhino’s genetic code into yeast, which converts sugar into horn protein, or keratin. This is the “ink” for the 3-D printer. The printing process then melts the keratin into solid pieces of horn.\u003c/p>\n\u003cp>Pembient was selected for the first San Francisco class of biotech accelerator Indie Bio, along with companies developing animal-free milk and egg whites from yeast, mass-produced stem cells that aim to reduce costs for stem cell research, and bioengineered textiles that aim to reduce the need for cotton harvesting.\u003c/p>\n\u003cp>In earlier stages of product development, Pembient was considering commercial products, like rhino beer and face cream made with synthetic horn. But the firm has dropped those plans and is now focused on producing solid horn. It has successfully engineered bioidentical horn powder and expects to be able to print a full horn within a year or two. The company says it will flood the market with this product, initially pricing it at one-eighth or less of the going rate.\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">B\u003c/span>ut Pembient’s strategy places the company in the middle of a debate over how to manage a species on the brink of extinction. Armed rhino guards and would-be poachers die regularly in gunbattles. Governments battle over whether to lift the international trade ban on horn. And efforts to dehorn rhinos humanely have not been effective at deterring poaching because the horn grows back quickly.\u003c/p>\n\u003cp>The international conservation community agrees that action must be taken, but many are concerned that Pembient’s plan could make matters worse by introducing new demand.\u003c/p>\n\u003cp>“Synthetic rhino horn products could increase the pace of the demise of rhinos,” said John Baker, managing director of \u003ca href=\"http://wildaid.org/\" target=\"_blank\">WildAid\u003c/a>, a San Francisco-based conservation nonprofit.\u003c/p>\n\u003cp>“Reducing the cost will only make it accessible to many more people who could not previously afford it, just as we’re getting to a critical mass in the public perception that rhino horn is bad,” Baker says.\u003c/p>\n\u003cfigure id=\"attachment_10806154\" class=\"wp-caption alignleft\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-455706982.jpg\" rel=\"attachment wp-att-10806154\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-455706982-1440x960.jpg\" alt=\"Crime scene investigator examines a poached rhino carcass in September 2014 in the Kruger National Park, South Africa. \" width=\"640\" height=\"427\" class=\"size-large wp-image-10806154\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-1440x960.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-768x512.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-1920x1280.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-960x640.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crime scene investigator examines a poached rhino carcass in September 2014 in the Kruger National Park, South Africa. \u003ccite>(Moeletsi Mabe/The Times-Gallo Images-Getty Images))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Baker’s organization believes that the poaching crisis can be solved only through reducing demand and enforcing trade bans. It produces big-budget public service announcements starring the likes of \u003ca href=\"http://www.wildaid.org/people/jackie-chan\" target=\"_blank\">Jackie Chan\u003c/a> and \u003ca href=\"http://wildaid.org/news/prince-williams-historic-wildlife-address-chinese-people\" target=\"_blank\">Prince William\u003c/a> to educate Asian consumers about the consequences of purchasing rhino horn as well as ivory, tiger skins and shark fin. A number of other NGOs, including the \u003ca href=\"http://www.worldwildlife.org/species/rhino\" target=\"_blank\">World Wildlife Foundation\u003c/a>, the \u003ca href=\"http://rhinos.org/\" target=\"_blank\">International Rhino Foundation\u003c/a> and \u003ca href=\"https://www.savetherhino.org/\" target=\"_blank\">Save the Rhino\u003c/a>, are employing similar approaches and have issued public statements voicing the same concerns over synthetic horn.\u003c/p>\n\u003cp>According to WildAid surveys, many Vietnamese do not know that purchasing horn results in the death of wild rhinos or that the animal is facing the threat of extinction. Baker says that once people are informed of the facts, they stop consuming the products. He points to successful reduction in demand for other wildlife products, such as an 85 percent drop in consumption of shark fin soup in China over a recent three-year period.\u003c/p>\n\u003cp>Pembient counters that demand can never be eliminated completely, and that rising poaching rates show that existing conservation approaches are not working quickly enough. It says that demand reduction campaigns could in some cases actually create demand by focusing public attention on rhino horn. It also questions the ethics of imposing Western values on Asian traditions.\u003c/p>\n\u003cp>“We’re trying to make it so it’s not a zero-sum game where either the tradition dies or the rhino dies,” Bonaci said.\u003c/p>\n\u003cp>Baker and others question the merit of profiting from synthetic rhino horn, and say that Pembient is trying to make money from its technology. In response, Pembient says it plans to donate a portion of revenue to anti-poverty campaigns and conservation. It also argues it will be able to attract better talent to work on the issue because it is a business and can afford to pay competitive salaries.\u003c/p>\n\u003cp>Opponents raise concerns that if there were no way to tell the difference between wild and synthetic horn, it would be impossible to regulate black market trade. Pembient plans to solve the problem by developing a way to identify synthetic horn that only law enforcement officials could recognize. Experts say this could be the most challenging component of Pembient’s plan.\u003c/p>\n\u003cp>People watching the issue closely believe that the survival of the rhino species hinges on decisions to be made in the next few years.\u003c/p>\n\u003cp>World leaders will gather in Johannesburg in 2016 to consider whether to lift the global trade ban on rhino horn. A South African court is currently considering domestic legalization, with some proponents also pushing for the introduction of rhino farming. A number of wildlife managers are also experimenting with the use of drones and satellites to monitor and protect wild rhinos, to mixed success.\u003c/p>\n\u003cp>Pembient says its approach is uniquely sustainable and scalable.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“We’re turning the whole boat around 180 degrees from what people have been doing for the past 10 years with no results, and saying, ‘Let’s make as much horn as possible,’ ” Marcus said.\u003c/p>\n\n",
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"excerpt": "Startup says it wants to undercut demand for rhino horn by flooding market with a bioengineered substitute. Conservationists aren't convinced that will help beleaguered species. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">L\u003c/span>ast month at the San Diego Zoo’s Safari Park, one of the world’s four last northern white rhinos died. It was the latest dose of bad news concerning threatened rhino species in Africa and Asia that are being slaughtered by poachers supplying the lucrative black market for the animal’s horn.\u003c/p>\n\u003cp>With the price of rhino horn nearing $70,000 a kilo, poaching in South Africa, where 90 percent of rhinos live today, has increased more than a hundredfold in less than a decade. In 2007, South African authorities recorded eight white rhinos killed by poachers; last year, the number was more than 1,200.\u003c/p>\n\u003cp>First used in Chinese medicine 1,800 years ago, demand for rhino horn is now driven primarily by a surge in popularity in Vietnam. In addition to being thought of as a treatment for cancer and fever, it has emerged as a status symbol. Businessmen showcase rhino horns as trophies and shave off powder to serve in cocktails. Ingestion of the powder is also thought to alleviate hangovers and is allegedly sometimes snorted.\u003c/p>\n\u003cp>So with an apparently insatiable appetite for rhino horn and poachers overwhelming South African law enforcement, the 50-million-year-old species appears headed for certain extinction.\u003c/p>\n\u003cp>But now, a San Francisco startup is developing a technology it says could save the world's rhinos.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The firm, \u003ca href=\"http://signup.pembient.com/\" target=\"_blank\">Pembient\u003c/a>, is developing a method to 3-D print rhino horn that is genetically identical to wild horn. By supplying the black market with an indistinguishable synthetic substitute, the company thinks it can drive down the cost of horn and undercut the incentive for poaching.\u003c/p>\n\u003cfigure id=\"attachment_10806153\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-478965476.jpg\" rel=\"attachment wp-att-10806153\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-478965476-1440x960.jpg\" alt=\"Indian forestry officials stand near the carcass of a one-horned rhinoceros which was killed and de-horned by poachers in Burapahar, a range of the Kaziranga National Park, in June 2015.\" width=\"640\" height=\"427\" class=\"size-large wp-image-10806153\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-1440x960.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-768x512.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-1920x1280.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-478965476-960x640.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Indian forestry officials stand near the carcass of a one-horned rhinoceros which was killed and de-horned by poachers in Burapahar, a range of the Kaziranga National Park, in June 2015. \u003ccite>(AFP-Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Pembient will act as an inexhaustible stockpile of accessible rhino horn,” said Matthew Marcus, the company’s chief executive. “If we can make a product that’s bioidentical, we can control the price of horn in the market, and then hopefully save rhinos.”\u003c/p>\n\u003cp>Advances in DNA sequencing now make it possible to replicate animal products in much the same way that software is copied, said George Bonaci, co-founder of Pembient. To create the horn, Pembient embeds the rhino’s genetic code into yeast, which converts sugar into horn protein, or keratin. This is the “ink” for the 3-D printer. The printing process then melts the keratin into solid pieces of horn.\u003c/p>\n\u003cp>Pembient was selected for the first San Francisco class of biotech accelerator Indie Bio, along with companies developing animal-free milk and egg whites from yeast, mass-produced stem cells that aim to reduce costs for stem cell research, and bioengineered textiles that aim to reduce the need for cotton harvesting.\u003c/p>\n\u003cp>In earlier stages of product development, Pembient was considering commercial products, like rhino beer and face cream made with synthetic horn. But the firm has dropped those plans and is now focused on producing solid horn. It has successfully engineered bioidentical horn powder and expects to be able to print a full horn within a year or two. The company says it will flood the market with this product, initially pricing it at one-eighth or less of the going rate.\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">B\u003c/span>ut Pembient’s strategy places the company in the middle of a debate over how to manage a species on the brink of extinction. Armed rhino guards and would-be poachers die regularly in gunbattles. Governments battle over whether to lift the international trade ban on horn. And efforts to dehorn rhinos humanely have not been effective at deterring poaching because the horn grows back quickly.\u003c/p>\n\u003cp>The international conservation community agrees that action must be taken, but many are concerned that Pembient’s plan could make matters worse by introducing new demand.\u003c/p>\n\u003cp>“Synthetic rhino horn products could increase the pace of the demise of rhinos,” said John Baker, managing director of \u003ca href=\"http://wildaid.org/\" target=\"_blank\">WildAid\u003c/a>, a San Francisco-based conservation nonprofit.\u003c/p>\n\u003cp>“Reducing the cost will only make it accessible to many more people who could not previously afford it, just as we’re getting to a critical mass in the public perception that rhino horn is bad,” Baker says.\u003c/p>\n\u003cfigure id=\"attachment_10806154\" class=\"wp-caption alignleft\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-455706982.jpg\" rel=\"attachment wp-att-10806154\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-455706982-1440x960.jpg\" alt=\"Crime scene investigator examines a poached rhino carcass in September 2014 in the Kruger National Park, South Africa. \" width=\"640\" height=\"427\" class=\"size-large wp-image-10806154\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-1440x960.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-768x512.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-1920x1280.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-455706982-960x640.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crime scene investigator examines a poached rhino carcass in September 2014 in the Kruger National Park, South Africa. \u003ccite>(Moeletsi Mabe/The Times-Gallo Images-Getty Images))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Baker’s organization believes that the poaching crisis can be solved only through reducing demand and enforcing trade bans. It produces big-budget public service announcements starring the likes of \u003ca href=\"http://www.wildaid.org/people/jackie-chan\" target=\"_blank\">Jackie Chan\u003c/a> and \u003ca href=\"http://wildaid.org/news/prince-williams-historic-wildlife-address-chinese-people\" target=\"_blank\">Prince William\u003c/a> to educate Asian consumers about the consequences of purchasing rhino horn as well as ivory, tiger skins and shark fin. A number of other NGOs, including the \u003ca href=\"http://www.worldwildlife.org/species/rhino\" target=\"_blank\">World Wildlife Foundation\u003c/a>, the \u003ca href=\"http://rhinos.org/\" target=\"_blank\">International Rhino Foundation\u003c/a> and \u003ca href=\"https://www.savetherhino.org/\" target=\"_blank\">Save the Rhino\u003c/a>, are employing similar approaches and have issued public statements voicing the same concerns over synthetic horn.\u003c/p>\n\u003cp>According to WildAid surveys, many Vietnamese do not know that purchasing horn results in the death of wild rhinos or that the animal is facing the threat of extinction. Baker says that once people are informed of the facts, they stop consuming the products. He points to successful reduction in demand for other wildlife products, such as an 85 percent drop in consumption of shark fin soup in China over a recent three-year period.\u003c/p>\n\u003cp>Pembient counters that demand can never be eliminated completely, and that rising poaching rates show that existing conservation approaches are not working quickly enough. It says that demand reduction campaigns could in some cases actually create demand by focusing public attention on rhino horn. It also questions the ethics of imposing Western values on Asian traditions.\u003c/p>\n\u003cp>“We’re trying to make it so it’s not a zero-sum game where either the tradition dies or the rhino dies,” Bonaci said.\u003c/p>\n\u003cp>Baker and others question the merit of profiting from synthetic rhino horn, and say that Pembient is trying to make money from its technology. In response, Pembient says it plans to donate a portion of revenue to anti-poverty campaigns and conservation. It also argues it will be able to attract better talent to work on the issue because it is a business and can afford to pay competitive salaries.\u003c/p>\n\u003cp>Opponents raise concerns that if there were no way to tell the difference between wild and synthetic horn, it would be impossible to regulate black market trade. Pembient plans to solve the problem by developing a way to identify synthetic horn that only law enforcement officials could recognize. Experts say this could be the most challenging component of Pembient’s plan.\u003c/p>\n\u003cp>People watching the issue closely believe that the survival of the rhino species hinges on decisions to be made in the next few years.\u003c/p>\n\u003cp>World leaders will gather in Johannesburg in 2016 to consider whether to lift the global trade ban on rhino horn. A South African court is currently considering domestic legalization, with some proponents also pushing for the introduction of rhino farming. A number of wildlife managers are also experimenting with the use of drones and satellites to monitor and protect wild rhinos, to mixed success.\u003c/p>\n\u003cp>Pembient says its approach is uniquely sustainable and scalable.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"info": "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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"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.",
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"possible": {
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"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",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
"airtime": "SAT 4pm-5pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/reveal300px.png",
"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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"link": "/radio/program/reveal",
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"rss": "http://feeds.revealradio.org/revealpodcast"
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"order": 16
},
"link": "/podcasts/rightnowish",
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