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"content": "\u003cp>PG&E wants to give the owners of the troubled Ivanpah solar plant six extra months to get their power-generation act together.\u003c/p>\n\u003cp>The utility is asking state regulators to approve “forbearance agreements” with the owners of the $2.2 billion, federally backed tower-power plant in the Mojave Desert, which is on the verge of failing to meet electricity production requirements set out in its power purchase agreements (PPAs) with PG&E.\u003c/p>\n\u003cp>As KQED \u003ca href=\"http://ww2.kqed.org/news/2015/12/15/nrg-ivanpah-faces-chance-of-default-PGE-contract\" target=\"_blank\" rel=\"noopener\">reported last week\u003c/a>, majority owner and plant manager NRG Energy said in a November quarterly report that it won’t be able to deliver the electricity it promised to PG&E. As a result, “PG&E may, at its option, declare an event of default” when a two-year “guaranteed energy production” period comes up on Feb. 1, 2016.\u003c/p>\n\u003cp>In its request to the California Public Utilities Commission, PG&E said if it doesn’t get the matter resolved by March 31, “PG&E may, in order to protect its customers’ interests, need to begin a process that could lead to its declaring an event of default under the PPAs and invoking the remedies available to it (including contract termination).” The power agreements are confidential.\u003c/p>\n\u003cp>The benefit of forbearance to NRG and minority owners Google and BrightSource Energy would be obvious — they get six months to continue to ramp up performance, which was up 71 percent in the first nine months of 2015 compared with the same period in 2014, Ivanpah’s first year in operation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a statement issued Tuesday, NRG said, “Based on the performance increases we have seen in 2015, external modeling for 2016 forecasts that we can meet these targets.”\u003c/p>\n\u003cp>In its filing with the CPUC, PG&E says both it and its ratepayers will also benefit from the new deals. Not only would renewable energy required under state law continue to flow, but PG&E would get undisclosed “consideration” — payment — for any gap in actual and promised electricity delivery. Such payments, not included in PG&E’s current Ivanpah agreements, would apply to the first two years of the plant’s operation as well as the proposed forbearance period.\u003c/p>\n\u003cp>The payments could take a bit of the sting out of the high price PG&E’s customers pay for Ivanpah power: around $200 per megawatt hour, more than three times the rate set out in new agreements for electricity from solar plants that use photovoltaic panels, according to Lawrence Berkeley Lab researchers.\u003c/p>\n\u003cp>The new agreements between PG&E and Ivanpah’s owners would run for six months “unless extended for an additional six months if the Projects are able to meet certain production requirements during the initial six months.”\u003c/p>\n\u003cp>To produce electricity, Ivanpah, just off Interstate 15 about 40 miles south of Las Vegas, uses giant mirrors that reflect light onto boilers atop 459-foot-tall towers, producing steam that is then used to spin turbines. The plant’s construction was backed by a $1.6 billion loan guarantee through the Department of Energy as well as a $535 million cash payment in lieu of a tax credit from the federal government.\u003c/p>\n\u003cp>While its three units were expected to produce nearly 1 million megawatt-hours annually — enough to meet the needs of 140,000 households — first-year output came in around 420,000 MWh. Under the PPA, Ivanpah is required to deliver to PG&E at least 70 percent of the guaranteed electricity in the first two years of operation, rising to 80 percent in subsequent rolling two-year periods.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>NRG and BrightSource, the technology provider for the project, have said they expected all along it would take at least four years to get up to full speed. But production in the first year was clearly less robust than expected and put the plant in a big hole.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>PG&E wants to give the owners of the troubled Ivanpah solar plant six extra months to get their power-generation act together.\u003c/p>\n\u003cp>The utility is asking state regulators to approve “forbearance agreements” with the owners of the $2.2 billion, federally backed tower-power plant in the Mojave Desert, which is on the verge of failing to meet electricity production requirements set out in its power purchase agreements (PPAs) with PG&E.\u003c/p>\n\u003cp>As KQED \u003ca href=\"http://ww2.kqed.org/news/2015/12/15/nrg-ivanpah-faces-chance-of-default-PGE-contract\" target=\"_blank\" rel=\"noopener\">reported last week\u003c/a>, majority owner and plant manager NRG Energy said in a November quarterly report that it won’t be able to deliver the electricity it promised to PG&E. As a result, “PG&E may, at its option, declare an event of default” when a two-year “guaranteed energy production” period comes up on Feb. 1, 2016.\u003c/p>\n\u003cp>In its request to the California Public Utilities Commission, PG&E said if it doesn’t get the matter resolved by March 31, “PG&E may, in order to protect its customers’ interests, need to begin a process that could lead to its declaring an event of default under the PPAs and invoking the remedies available to it (including contract termination).” The power agreements are confidential.\u003c/p>\n\u003cp>The benefit of forbearance to NRG and minority owners Google and BrightSource Energy would be obvious — they get six months to continue to ramp up performance, which was up 71 percent in the first nine months of 2015 compared with the same period in 2014, Ivanpah’s first year in operation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>We know all about the legions of tech workers who live in fun, urbane San Francisco and commute to work in Silicon Valley. They’ve been blamed for driving up rents in the city. And the luxury buses that carry them to and from Google, Apple, Yahoo and other tech campuses \u003ca href=\"http://www.lrb.co.uk/v35/n03/rebecca-solnit/diary\" target=\"_blank\" rel=\"noopener\">have been likened\u003c/a> to “spaceships on which our alien overlords have landed” to rule over the locals.\u003c/p>\n\u003cp>Now, one big Silicon Valley company is trying to get its employees to move closer to work. Facebook is offering payments of $10,000 and up to workers who relocate to within 10 miles of its main campus, just off Highway 84 at the western end of the Dumbarton Bridge.\u003c/p>\n\u003cp>Reuters \u003ca href=\"http://www.reuters.com/article/facebook-benefits-idUSKBN0U02PC20151218\">reports\u003c/a> that the company will also pay employees the extra cash depending on their family status. Single employees would get less than an employee with kids, for example.\u003c/p>\n\u003cp>Reuters reporter Sarah McBride broke the story, and she notes Facebook’s move could help relieve some congestion and traffic, and it could give employees a better work/life balance. But it also threatens residents in nearby communities — East Palo Alto, Menlo Park and Redwood City, for instance — who find themselves competing for housing with well-paid Facebook workers.\u003c/p>\n\u003cp>McBride joined me in the studio on Friday, Dec. 18, to talk about the story.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/238209376″ 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>\u003cstrong>What incentives are there for Facebook to do this?\u003c/strong>\u003c/p>\n\u003cp>If you’re a Facebook employee you may be one of the many, many people who are bused down every morning from San Francisco. That used to be not a great commute, but it was OK — maybe an hour during rush hour. That commute has risen dramatically in the last few years.\u003c/p>\n\u003cp>You could be wasting three hours a day sitting on the bus. The bus has Wi-Fi and you can work on the bus, but still the bus is a giant time suck. That’s not great for Facebook. They prefer people to be sitting in the office.\u003c/p>\n\u003cp>\u003cstrong>There’s also tension between these tech companies and people in San Francisco who feel that they’re driving up housing prices.\u003c/strong>\u003c/p>\n\u003cp>Exactly, that tension came to head a couple of years ago. People living in San Francisco \u003ca href=\"http://ww2.kqed.org/news/2013/12/20/eviction-protesters-oakland-san-francisco-target-silicon-valley-buses\">remember these bus protests\u003c/a> where people threw themselves in front of buses and stopped them from being able to get down to Silicon Valley. That’s died down a little bit.\u003c/p>\n\u003cp>But the buses became the symbol of the resentment that a lot of people feel about the tech community. And people blame tech workers for all kinds of ills. Probably the biggest one is rising rents.\u003c/p>\n\u003cp>\u003cstrong>What’s the possible impact that this will have on either cities or families within this 10-mile radius?\u003c/strong>\u003c/p>\n\u003cp>Despite the fact that there are many new companies and thousands of new jobs, this is causing a bit of a housing crunch. And the people who are hardest hit are the poorest people in Silicon Valley. And they used to be able to live in Redwood City and East Palo Alto, both of which \u003ca href=\"http://ww2.kqed.org/news/2015/12/21/redwood-city-renters-officials-face-off-as-housing-crisis-intensifies\" target=\"_blank\" rel=\"noopener\">are getting much more expensive\u003c/a> than previously.\u003c/p>\n\u003cp>\u003cstrong>Did you get a sense that employees felt pressured to make this move? Because at the end of the day, $10,000 doesn’t go that far when you’re talking about $3,500 rent. \u003c/strong>\u003c/p>\n\u003cp>If you’re a young single Facebook employee you probably don’t want to live in Silicon Valley. It’s pretty boring. There are a lot of strip malls. It’s a little bland. San Francisco is much better. So $10,000, for some people with active social lives, that would barely cover their Lyft rides to and from San Francisco in a year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I spoke to a lot of people who said no way, they don’t care how much they’re going to get paid, they’re going to keep living in San Francisco. So I get the feeling a lot of people who are taking these incentive payments would be living down there anyway.\u003c/p>\n\n",
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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/238209376″&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/238209376″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>What incentives are there for Facebook to do this?\u003c/strong>\u003c/p>\n\u003cp>If you’re a Facebook employee you may be one of the many, many people who are bused down every morning from San Francisco. That used to be not a great commute, but it was OK — maybe an hour during rush hour. That commute has risen dramatically in the last few years.\u003c/p>\n\u003cp>You could be wasting three hours a day sitting on the bus. The bus has Wi-Fi and you can work on the bus, but still the bus is a giant time suck. That’s not great for Facebook. They prefer people to be sitting in the office.\u003c/p>\n\u003cp>\u003cstrong>There’s also tension between these tech companies and people in San Francisco who feel that they’re driving up housing prices.\u003c/strong>\u003c/p>\n\u003cp>Exactly, that tension came to head a couple of years ago. People living in San Francisco \u003ca href=\"http://ww2.kqed.org/news/2013/12/20/eviction-protesters-oakland-san-francisco-target-silicon-valley-buses\">remember these bus protests\u003c/a> where people threw themselves in front of buses and stopped them from being able to get down to Silicon Valley. That’s died down a little bit.\u003c/p>\n\u003cp>But the buses became the symbol of the resentment that a lot of people feel about the tech community. And people blame tech workers for all kinds of ills. Probably the biggest one is rising rents.\u003c/p>\n\u003cp>\u003cstrong>What’s the possible impact that this will have on either cities or families within this 10-mile radius?\u003c/strong>\u003c/p>\n\u003cp>Despite the fact that there are many new companies and thousands of new jobs, this is causing a bit of a housing crunch. And the people who are hardest hit are the poorest people in Silicon Valley. And they used to be able to live in Redwood City and East Palo Alto, both of which \u003ca href=\"http://ww2.kqed.org/news/2015/12/21/redwood-city-renters-officials-face-off-as-housing-crisis-intensifies\" target=\"_blank\" rel=\"noopener\">are getting much more expensive\u003c/a> than previously.\u003c/p>\n\u003cp>\u003cstrong>Did you get a sense that employees felt pressured to make this move? Because at the end of the day, $10,000 doesn’t go that far when you’re talking about $3,500 rent. \u003c/strong>\u003c/p>\n\u003cp>If you’re a young single Facebook employee you probably don’t want to live in Silicon Valley. It’s pretty boring. There are a lot of strip malls. It’s a little bland. San Francisco is much better. So $10,000, for some people with active social lives, that would barely cover their Lyft rides to and from San Francisco in a year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I spoke to a lot of people who said no way, they don’t care how much they’re going to get paid, they’re going to keep living in San Francisco. So I get the feeling a lot of people who are taking these incentive payments would be living down there anyway.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A San Francisco federal judge has ordered Uber to limit communication with drivers who are part of a class-action lawsuit against the company, saying he had \"grave concerns\" about arbitration agreements the company sent out last week.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen said the agreements are \"likely to engender confusion\" and that he would issue an order preventing them from taking effect for drivers who are part of the lawsuit. However, Chen added that he wasn't sure he had the \"complete authority\" to ban arbitration agreements.\u003c/p>\n\u003cp>The tentative rulings are the latest in the class action against Uber, which argues the company misclassifies drivers as independent contractors instead of employees. The drivers are also seeking reimbursement for expenses, including gas and car maintenance, along with tips they claim were advertised to customers as part of the fares but not given to drivers.\u003c/p>\n\u003cp>Chen said he was directing Uber not to communicate \"with class members or anything that might affect the prosecution of this case without clearing it through counsel or coming to the court if there's a disagreement.\"\u003c/p>\n\u003cp>Uber sent out the new arbitration agreements last Friday, two days after Chen issued a ruling expanding the class of drivers who could be part of the lawsuit. He ruled 2014 and 2015 arbitration agreements were unenforceable, which meant drivers who opted out of those clauses could be included in the lawsuit. Uber is appealing the ruling.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Theodore Boutrous, the attorney for Uber, estimated that up to 100,000 drivers were added to the class, joining 8,000 drivers \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified by Chen on Sept. 1\u003c/a>. The case could affect up to 160,000 Uber drivers in California, and Chen said he would rule later on how last week's agreements might affect other drivers.\u003c/p>\n\u003cp>The attorney for the drivers, Shannon Liss-Riordan, said the agreement and email sent to drivers last week was an attempt by Uber to curtail its liability in pending lawsuits. She argued \u003ca href=\"http://ww2.kqed.org/news/2015/12/14/controversy-surrounds-ubers-new-arbitration-agreement-for-drivers\" target=\"_blank\">Uber was trying to \"potentially trick\" drivers\u003c/a> into opting out of the class-action suit.\u003c/p>\n\u003cp>In legal briefs, Liss-Riordan wrote that her firm received more than 800 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement, and do not know if they need to opt out of the agreement to participate in the case.\"\u003c/p>\n\u003cp>Boutrous argued that the new agreement was a reaction to Chen's concerns about the arbitration clauses in Uber's earlier driver contracts.\u003c/p>\n\u003cp>\"[An] agreement was sent out that this court was troubled by, and it fixes those things,\" Boutrous told Chen. \"These aren't some nefarious, evil agreements that must be stopped.\"\u003c/p>\n\u003cp>In his legal briefs, Boutrous wrote that \"there is nothing deceptive, coercive, or misleading about the agreements Uber has implemented (and drivers voluntarily accepted). Indeed, Uber did not amend, in any substantive way, any of the notice provisions or opt-out mechanisms that this court previously approved.\"\u003c/p>\n\u003cp>Boutrous said that a higher number of drivers have opted out of the new arbitration agreement compared with earlier contracts. Liss-Riordan attributes that to widespread news coverage and drivers finding out about the lawsuit from her firm.\u003c/p>\n\u003cp>Chen suggested that Uber provide more \"robust disclosure\" by providing a hyperlink on the first page of the agreement that clearly gives drivers an opt-out option.\u003c/p>\n\u003cp>\"If it's to truly implement a fair model, why not have a simple click the box and not have it on page 21?\" Chen asked.\u003c/p>\n\u003cp>Liss-Riordan also challenged a recent effort by Uber to prove its drivers believe they're independent contractors.\u003c/p>\n\u003cp>The company has begun offering money to drivers for proof they also work for other ride services, such as Lyft. Liss-Riordan called the payments part of a \"deceptive attempt by Uber to gather evidence in support of its defense in this case -- and against the interests of the class -- in exchange for payment.\"\u003c/p>\n\u003cp>Boutrous told Chen the driver information is being gathered for market research.\u003c/p>\n\u003cp>\"The company gathers information about its competitor, and this email was sent to a fraction of California drivers seeking information about their experience with Lyft,\" he told Chen.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meanwhile, Liss-Riordan filed a motion Thursday seeking to have the case tried by the judge instead of a jury.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco federal judge has ordered Uber to limit communication with drivers who are part of a class-action lawsuit against the company, saying he had \"grave concerns\" about arbitration agreements the company sent out last week.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen said the agreements are \"likely to engender confusion\" and that he would issue an order preventing them from taking effect for drivers who are part of the lawsuit. However, Chen added that he wasn't sure he had the \"complete authority\" to ban arbitration agreements.\u003c/p>\n\u003cp>The tentative rulings are the latest in the class action against Uber, which argues the company misclassifies drivers as independent contractors instead of employees. The drivers are also seeking reimbursement for expenses, including gas and car maintenance, along with tips they claim were advertised to customers as part of the fares but not given to drivers.\u003c/p>\n\u003cp>Chen said he was directing Uber not to communicate \"with class members or anything that might affect the prosecution of this case without clearing it through counsel or coming to the court if there's a disagreement.\"\u003c/p>\n\u003cp>Uber sent out the new arbitration agreements last Friday, two days after Chen issued a ruling expanding the class of drivers who could be part of the lawsuit. He ruled 2014 and 2015 arbitration agreements were unenforceable, which meant drivers who opted out of those clauses could be included in the lawsuit. Uber is appealing the ruling.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Theodore Boutrous, the attorney for Uber, estimated that up to 100,000 drivers were added to the class, joining 8,000 drivers \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified by Chen on Sept. 1\u003c/a>. The case could affect up to 160,000 Uber drivers in California, and Chen said he would rule later on how last week's agreements might affect other drivers.\u003c/p>\n\u003cp>The attorney for the drivers, Shannon Liss-Riordan, said the agreement and email sent to drivers last week was an attempt by Uber to curtail its liability in pending lawsuits. She argued \u003ca href=\"http://ww2.kqed.org/news/2015/12/14/controversy-surrounds-ubers-new-arbitration-agreement-for-drivers\" target=\"_blank\">Uber was trying to \"potentially trick\" drivers\u003c/a> into opting out of the class-action suit.\u003c/p>\n\u003cp>In legal briefs, Liss-Riordan wrote that her firm received more than 800 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement, and do not know if they need to opt out of the agreement to participate in the case.\"\u003c/p>\n\u003cp>Boutrous argued that the new agreement was a reaction to Chen's concerns about the arbitration clauses in Uber's earlier driver contracts.\u003c/p>\n\u003cp>\"[An] agreement was sent out that this court was troubled by, and it fixes those things,\" Boutrous told Chen. \"These aren't some nefarious, evil agreements that must be stopped.\"\u003c/p>\n\u003cp>In his legal briefs, Boutrous wrote that \"there is nothing deceptive, coercive, or misleading about the agreements Uber has implemented (and drivers voluntarily accepted). Indeed, Uber did not amend, in any substantive way, any of the notice provisions or opt-out mechanisms that this court previously approved.\"\u003c/p>\n\u003cp>Boutrous said that a higher number of drivers have opted out of the new arbitration agreement compared with earlier contracts. Liss-Riordan attributes that to widespread news coverage and drivers finding out about the lawsuit from her firm.\u003c/p>\n\u003cp>Chen suggested that Uber provide more \"robust disclosure\" by providing a hyperlink on the first page of the agreement that clearly gives drivers an opt-out option.\u003c/p>\n\u003cp>\"If it's to truly implement a fair model, why not have a simple click the box and not have it on page 21?\" Chen asked.\u003c/p>\n\u003cp>Liss-Riordan also challenged a recent effort by Uber to prove its drivers believe they're independent contractors.\u003c/p>\n\u003cp>The company has begun offering money to drivers for proof they also work for other ride services, such as Lyft. Liss-Riordan called the payments part of a \"deceptive attempt by Uber to gather evidence in support of its defense in this case -- and against the interests of the class -- in exchange for payment.\"\u003c/p>\n\u003cp>Boutrous told Chen the driver information is being gathered for market research.\u003c/p>\n\u003cp>\"The company gathers information about its competitor, and this email was sent to a fraction of California drivers seeking information about their experience with Lyft,\" he told Chen.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meanwhile, Liss-Riordan filed a motion Thursday seeking to have the case tried by the judge instead of a jury.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Self-Driving Cars Must Have a Driver Behind the Wheel, State Says",
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"content": "\u003cp>California unveiled precedent-setting draft rules Wednesday that would slow the public's access to self-driving cars of the future until regulators are confident the technology is safe.\u003c/p>\n\u003cp>That cautious approach requires that the cars have a steering wheel, and a licensed driver must be ready to take over if the machine fails.\u003c/p>\n\u003cp>The draft sets out the framework for how the state's Department of Motor Vehicles wants to move from the current small-scale testing of prototypes on roads and highways to giving consumers access to the fast-evolving technology. The DMV can change the rules over the coming months before they are finalized, and the industry is likely to contest them as overly burdensome.\u003c/p>\n\u003cp>Though no manufacturer has said it thinks the cars are ready just yet, at least a dozen are developing the technology, and the most aggressive suggest a model could be ready within a few years. Silicon Valley giant Google has pushed hardest, already building a prototype without a wheel or pedals but rigging the hardware back into the cars pending the long-anticipated regulations.\u003c/p>\n\u003cfigure id=\"attachment_10796716\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-10796716 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GoogleSelfDrive.jpg\" alt=\"U.S. Transportation Secretary Anthony Foxx inspects a Google self-driving car at the Google headquarters on February 2, 2015.\" width=\"1920\" height=\"1425\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-400x297.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-800x594.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-768x570.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-1440x1069.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-1180x876.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-960x713.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">U.S. Transportation Secretary Anthony Foxx inspects a Google self-driving car at the Google headquarters on Feb. 2, 2015. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California is the largest auto market in the U.S., and its rules will be a landmark in the development of self-driving technology.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Under the draft rules, even if Google thinks its car is ready for sale, that wouldn't be immediately possible. Initially, manufacturers would receive a permit for three years, during which time consumers could lease the cars but manufacturers would be required to keep tabs on how safely they are driving and report that performance to the state.\u003c/p>\n\u003cp>Before granting that initial permit, both the manufacturer and an independent certifier would need to sign off that the car has passed safety testing. People who want to lease or use one of the cars would need special training provided by the manufacturer, and then receive a special certification on their driver's licenses.\u003c/p>\n\u003cp>\"Given the potential risks associated with deployment of such a new technology, DMV believes that manufacturers need to obtain more experience in testing driverless vehicles on public roads prior to making this technology available to the general public,\" the agency said in a written summary of the regulations.\u003c/p>\n\u003cp>DMV regulation writers struggled with how they would know the technology is safe before letting it go beyond prototype testing, which requires a specially trained driver behind the wheel. The agency was supposed to propose regulations at the start of 2015, but that process has dragged on over various issues, including how a person could take over when the car cannot drive itself safely, how to prevent hackers from seizing control of what amount to computers on wheels, and the privacy of data that the cars collect about their users.\u003c/p>\n\u003cp>[contextly_sidebar id=\"KZ5WkR4tXjXjOtzbTmfBRrYFksNsbgkS\"]\u003c/p>\n\u003cp>California has grappled for several years with how to regulate the technology. The DMV has said it wants the regulations to protect public safety, but not be too onerous so that signature companies such as Google would be stifled in developing a technology with huge life-saving potential.\u003c/p>\n\u003cp>After all, cars that can safely drive themselves under all conditions wouldn't rely on drivers who may be drowsy, distracted, buzzed — or unable to drive because of their age or a disability. Boosters say the technology could prevent many of the more than 32,000 deaths on U.S. roads each year.\u003c/p>\n\u003cp>The cars use a suite of sensors — including radar, lasers and cameras — and onboard computers to drive. Many also rely on maps that detail everything from curb heights to the exact placement of lane stripes.\u003c/p>\n\u003cp>Eleven companies have permission to test on California's public roads, with Ford the latest addition. There have been scattered collisions, nearly all involving Google cars. Those collisions have been minor and the tech giant says each has been caused by other drivers, not its technology.\u003c/p>\n\u003cp>The road to Wednesday's regulations began several years ago, when Google approached a California legislator about getting formal approval for testing that the company already was doing on California freeways. The DMV published a first round of regulations, which formally allowed the testing of the cars on public roads, more than a year ago.\u003c/p>\n\u003cfigure id=\"attachment_10796725\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-10796725 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GoogleSelfie.jpg\" alt=\"A Google self-driving car is displayed at the Google headquarters on September 25, 2012.\" width=\"1920\" height=\"1465\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-400x305.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-800x610.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-768x586.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-1440x1099.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-1180x900.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-960x733.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Google self-driving car is displayed at the Google headquarters on Sept. 25, 2012. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wednesday's draft rules come several weeks after the U.S. Department of Transportation signaled that it was reviewing its own guidance on self-driving cars with an eye toward getting them into broad public circulation. That guidance — published in 2013 and not an official policy — has said a person should be behind the wheel.\u003c/p>\n\u003cp>Google wants to move from current testing on the streets around its Silicon Valley headquarters to broader adoption.\u003c/p>\n\u003cp>In September, the safety chief at Google's self-driving car project, Ron Medford, said the technology is \"close to working pretty damn well.\"\u003c/p>\n\u003cp>Google believes the safest path is to take people out of the equation by having control limited to stop and go buttons, with the leader of Google's project saying that humans are \"the bug\" in the driving task.\u003c/p>\n\u003cp>A Google spokesman said Wednesday the company was reviewing the draft rules and had no immediate comment.\u003c/p>\n\u003cp>Though the result of more than a year of deliberation, the draft regulations must undergo months of review before they are set. The DMV intends to hold informal workshops for public input in January and February, and hopes — after making any changes — to publish final regulations later in 2016.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Brian Soublet, the DMV attorney who helped draft the rules, said the agency would tackle regulations for cars with no driver inside in the future.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California unveiled precedent-setting draft rules Wednesday that would slow the public's access to self-driving cars of the future until regulators are confident the technology is safe.\u003c/p>\n\u003cp>That cautious approach requires that the cars have a steering wheel, and a licensed driver must be ready to take over if the machine fails.\u003c/p>\n\u003cp>The draft sets out the framework for how the state's Department of Motor Vehicles wants to move from the current small-scale testing of prototypes on roads and highways to giving consumers access to the fast-evolving technology. The DMV can change the rules over the coming months before they are finalized, and the industry is likely to contest them as overly burdensome.\u003c/p>\n\u003cp>Though no manufacturer has said it thinks the cars are ready just yet, at least a dozen are developing the technology, and the most aggressive suggest a model could be ready within a few years. Silicon Valley giant Google has pushed hardest, already building a prototype without a wheel or pedals but rigging the hardware back into the cars pending the long-anticipated regulations.\u003c/p>\n\u003cfigure id=\"attachment_10796716\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-10796716 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GoogleSelfDrive.jpg\" alt=\"U.S. Transportation Secretary Anthony Foxx inspects a Google self-driving car at the Google headquarters on February 2, 2015.\" width=\"1920\" height=\"1425\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-400x297.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-800x594.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-768x570.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-1440x1069.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-1180x876.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfDrive-960x713.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">U.S. Transportation Secretary Anthony Foxx inspects a Google self-driving car at the Google headquarters on Feb. 2, 2015. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California is the largest auto market in the U.S., and its rules will be a landmark in the development of self-driving technology.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Under the draft rules, even if Google thinks its car is ready for sale, that wouldn't be immediately possible. Initially, manufacturers would receive a permit for three years, during which time consumers could lease the cars but manufacturers would be required to keep tabs on how safely they are driving and report that performance to the state.\u003c/p>\n\u003cp>Before granting that initial permit, both the manufacturer and an independent certifier would need to sign off that the car has passed safety testing. People who want to lease or use one of the cars would need special training provided by the manufacturer, and then receive a special certification on their driver's licenses.\u003c/p>\n\u003cp>\"Given the potential risks associated with deployment of such a new technology, DMV believes that manufacturers need to obtain more experience in testing driverless vehicles on public roads prior to making this technology available to the general public,\" the agency said in a written summary of the regulations.\u003c/p>\n\u003cp>DMV regulation writers struggled with how they would know the technology is safe before letting it go beyond prototype testing, which requires a specially trained driver behind the wheel. The agency was supposed to propose regulations at the start of 2015, but that process has dragged on over various issues, including how a person could take over when the car cannot drive itself safely, how to prevent hackers from seizing control of what amount to computers on wheels, and the privacy of data that the cars collect about their users.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>California has grappled for several years with how to regulate the technology. The DMV has said it wants the regulations to protect public safety, but not be too onerous so that signature companies such as Google would be stifled in developing a technology with huge life-saving potential.\u003c/p>\n\u003cp>After all, cars that can safely drive themselves under all conditions wouldn't rely on drivers who may be drowsy, distracted, buzzed — or unable to drive because of their age or a disability. Boosters say the technology could prevent many of the more than 32,000 deaths on U.S. roads each year.\u003c/p>\n\u003cp>The cars use a suite of sensors — including radar, lasers and cameras — and onboard computers to drive. Many also rely on maps that detail everything from curb heights to the exact placement of lane stripes.\u003c/p>\n\u003cp>Eleven companies have permission to test on California's public roads, with Ford the latest addition. There have been scattered collisions, nearly all involving Google cars. Those collisions have been minor and the tech giant says each has been caused by other drivers, not its technology.\u003c/p>\n\u003cp>The road to Wednesday's regulations began several years ago, when Google approached a California legislator about getting formal approval for testing that the company already was doing on California freeways. The DMV published a first round of regulations, which formally allowed the testing of the cars on public roads, more than a year ago.\u003c/p>\n\u003cfigure id=\"attachment_10796725\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-10796725 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GoogleSelfie.jpg\" alt=\"A Google self-driving car is displayed at the Google headquarters on September 25, 2012.\" width=\"1920\" height=\"1465\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-400x305.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-800x610.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-768x586.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-1440x1099.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-1180x900.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GoogleSelfie-960x733.jpg 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Google self-driving car is displayed at the Google headquarters on Sept. 25, 2012. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wednesday's draft rules come several weeks after the U.S. Department of Transportation signaled that it was reviewing its own guidance on self-driving cars with an eye toward getting them into broad public circulation. That guidance — published in 2013 and not an official policy — has said a person should be behind the wheel.\u003c/p>\n\u003cp>Google wants to move from current testing on the streets around its Silicon Valley headquarters to broader adoption.\u003c/p>\n\u003cp>In September, the safety chief at Google's self-driving car project, Ron Medford, said the technology is \"close to working pretty damn well.\"\u003c/p>\n\u003cp>Google believes the safest path is to take people out of the equation by having control limited to stop and go buttons, with the leader of Google's project saying that humans are \"the bug\" in the driving task.\u003c/p>\n\u003cp>A Google spokesman said Wednesday the company was reviewing the draft rules and had no immediate comment.\u003c/p>\n\u003cp>Though the result of more than a year of deliberation, the draft regulations must undergo months of review before they are set. The DMV intends to hold informal workshops for public input in January and February, and hopes — after making any changes — to publish final regulations later in 2016.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Brian Soublet, the DMV attorney who helped draft the rules, said the agency would tackle regulations for cars with no driver inside in the future.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Two days after a San Francisco federal judge \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">expanded a lawsuit\u003c/a> by California drivers against Uber, the company sent out a new arbitration agreement that an attorney alleges is an attempt to \"potentially trick\" drivers into opting out of the class action.\u003c/p>\n\u003cp>Shannon Liss-Riordan, who filed the suit on behalf of drivers seeking to be classified as employees rather than independent contractors, wrote that she received between 100-200 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement.\"\u003c/p>\n\u003cp>She filed a motion Friday asking U.S. District Judge Edward Chen to invalidate it.\u003c/p>\n\u003cp>\"Uber has attempted to usurp this Court's role of overseeing the process of issuing class notice and allowing drivers to have a full and fair opportunity, supervised by the Court, to learn about the case and choose whether or not to participate or opt out,\" the motion read.\u003c/p>\n\u003cp>Last Wednesday, Chen agreed to expand the suit to include drivers who signed recent arbitration clauses, which Liss-Riordan said would include \"many more thousands\" of drivers in the suit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[contextly_sidebar id=\"Dt3CpiEyhq9gvdXnR3PAkgUsEsDajHPJ\"]\u003c/p>\n\u003cp>Chen ruled the clause was unenforceable because it contained an illegal waiver for PAGA, the Private Attorney General Act, which allows a private citizen to sue on behalf of the state for labor code violations.\u003c/p>\n\u003cp>Uber officials say the company sent out a new agreement that clears this up and addresses Chen's concerns.\u003c/p>\n\u003cp>\"We believe strongly that our agreements are valid, but we are making some changes and clarifications to remove uncertainty for drivers and for us as we work through our multiple appeals on this issue,\" said an Uber spokesman.\u003c/p>\n\u003cp>The new 21-page contract was emailed to all Uber drivers on Friday. They are required to sign it before they can use the app and drive, the spokesman said, noting that drivers have 30 days to opt out of the arbitration clause.\u003c/p>\n\u003cp>But Liss-Riordan, in her motion, wrote that Uber's agreements \"mention nothing about class certification\" and give only a passing reference to the class-action lawsuit.\u003c/p>\n\u003cp>\"Drivers receiving the agreement would not realize that they are class members in this case, or that by agreeing and failing to opt out of the arbitration agreement, they may be giving up their right to participate,\" she wrote.\u003c/p>\n\u003cp>The class-action suit could potentially affect up to 160,000 Uber drivers in California, and if successful would mean drivers could be reimbursed for expenses.\u003c/p>\n\u003cp>Uber's lawyers say they informed Chen of the new agreements in court last week during a hearing in a different case involving Uber, and he \"understood both the need for Uber to send out new agreements in light of its rulings and why the planned rollout made sense.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A hearing on the case is set for Thursday afternoon in Chen's courtroom.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Two days after a San Francisco federal judge \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">expanded a lawsuit\u003c/a> by California drivers against Uber, the company sent out a new arbitration agreement that an attorney alleges is an attempt to \"potentially trick\" drivers into opting out of the class action.\u003c/p>\n\u003cp>Shannon Liss-Riordan, who filed the suit on behalf of drivers seeking to be classified as employees rather than independent contractors, wrote that she received between 100-200 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement.\"\u003c/p>\n\u003cp>She filed a motion Friday asking U.S. District Judge Edward Chen to invalidate it.\u003c/p>\n\u003cp>\"Uber has attempted to usurp this Court's role of overseeing the process of issuing class notice and allowing drivers to have a full and fair opportunity, supervised by the Court, to learn about the case and choose whether or not to participate or opt out,\" the motion read.\u003c/p>\n\u003cp>Last Wednesday, Chen agreed to expand the suit to include drivers who signed recent arbitration clauses, which Liss-Riordan said would include \"many more thousands\" of drivers in the suit.\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>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Chen ruled the clause was unenforceable because it contained an illegal waiver for PAGA, the Private Attorney General Act, which allows a private citizen to sue on behalf of the state for labor code violations.\u003c/p>\n\u003cp>Uber officials say the company sent out a new agreement that clears this up and addresses Chen's concerns.\u003c/p>\n\u003cp>\"We believe strongly that our agreements are valid, but we are making some changes and clarifications to remove uncertainty for drivers and for us as we work through our multiple appeals on this issue,\" said an Uber spokesman.\u003c/p>\n\u003cp>The new 21-page contract was emailed to all Uber drivers on Friday. They are required to sign it before they can use the app and drive, the spokesman said, noting that drivers have 30 days to opt out of the arbitration clause.\u003c/p>\n\u003cp>But Liss-Riordan, in her motion, wrote that Uber's agreements \"mention nothing about class certification\" and give only a passing reference to the class-action lawsuit.\u003c/p>\n\u003cp>\"Drivers receiving the agreement would not realize that they are class members in this case, or that by agreeing and failing to opt out of the arbitration agreement, they may be giving up their right to participate,\" she wrote.\u003c/p>\n\u003cp>The class-action suit could potentially affect up to 160,000 Uber drivers in California, and if successful would mean drivers could be reimbursed for expenses.\u003c/p>\n\u003cp>Uber's lawyers say they informed Chen of the new agreements in court last week during a hearing in a different case involving Uber, and he \"understood both the need for Uber to send out new agreements in light of its rulings and why the planned rollout made sense.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A hearing on the case is set for Thursday afternoon in Chen's courtroom.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "silicon-valley-firms-eager-to-get-into-cuba-but-face-a-slow-road",
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"content": "\u003cp>After taking students from Santa Clara University to Cuba over the past three years, Gregory Baker thought he’d seen it all. But in September, he saw something in Havana and other towns that made his jaw drop. \u003c/p>\n\u003cp>“The biggest thing that surprised me this year was walking into a square and seeing Cubans on smartphones — antiquated smartphones but smartphones nonetheless — and accessing the Internet freely,” says Baker, director of \u003ca href=\"http://www.scu.edu/business/fai/\" target=\"_blank\" rel=\"noopener\">Santa Clara University’s Food and Agribusiness Institute\u003c/a> and the student immersion program.\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/237170849″ 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>Digital freedom and access to the Web is coming slowly to the largely technology-starved island of 11 million. But there has been progress since \u003ca href=\"https://www.whitehouse.gov/issues/foreign-policy/cuba\" target=\"_blank\" rel=\"noopener\">President Obama’s announcement\u003c/a> a year ago that the United States would restore diplomatic relations with Cuba and ease its half-century-long economic embargo of the communist-ruled island nation. At that time, Cuban President Raul Castro also pledged increased Internet connections for the nation’s citizens.\u003c/p>\n\u003cp>Washington, D.C.-based \u003ca href=\"https://www.freedomhouse.org/\">Freedom House\u003c/a> estimates one in four Cubans has Internet access but most are relegated to a tightly controlled government-filtered intranet. The report says only 5 percent of Cubans have full access to the Web.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Now that restrictions on travel have loosened, so has the export of telecommunications equipment to Cuba.\u003c/p>\n\u003cp>Silicon Valley tech companies like Google, Cisco Systems and others are trying to take advantage of the opportunity to jump into the Cuban market. However, they’re finding that challenges abound.\u003c/p>\n\u003cfigure id=\"attachment_10778062\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-10778062 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-400x267.jpg\" alt=\"Gregory Baker of Santa Clara University says he saw a surprising number of people on smartphones accessing the Internet in squares like this one in Sancti Spiritus, a town in central Cuba.\" width=\"400\" height=\"267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-400x267.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-1440x960.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut.jpg 1800w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Gregory Baker of Santa Clara University says he saw a surprising number of people on smartphones accessing the Internet in squares like this one in Sancti Spiritus, a town in central Cuba. \u003ccite>(Jeff Warner Photographic)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In June, Alana Tummino helped organize a trip to Cuba with Google executives to meet with government officials to discuss how the Mountain View-based tech giant can help close the nation’s digital gap. She says tech companies are going into Cuba with grand plans and ideas for how they want to build out infrastructure for the Internet. The government, she says, wants to take much smaller steps until trust is built.\u003c/p>\n\u003cp>“It’s [the Cuban government] very much saying, ‘We welcome this investment, we welcome this collaboration, but whatever development that is going to happen is going to be on our terms,'” says Tummino, director of policy for the Council of the Americas, a trade group based in New York.\u003c/p>\n\u003cp>Tummino says that means work won’t be happening at Silicon Valley’s usual breakneck pace.\u003c/p>\n\u003cp>“I absolutely don’t think there’s going to be some massive opening where all of a sudden everyone is going to be able to connect to a free and open Internet in Cuba,” she says.\u003c/p>\n\u003cp>There are seveal major hurdles, says Tummino. Cuba lacks telecommunications infrastructure and the financing to undertake a massive build-out. Just as significant, the government maintains tight control over the entire telecommunications system.\u003c/p>\n\u003cp>“Etesca is a [Cuban] government-owned telecommunications company that runs everything from telephone, Internet and wireless services,” Tummino says. “Anytime you’re going to be connecting with these telephones and mobile devices, you have to run it through this Cuban-owned entity.”\u003c/p>\n\u003cp>Some Silicon Valley companies are finding other ways to start doing business in Cuba, even with the country’s limited Internet network.\u003c/p>\n\u003cp>San Francisco-based \u003ca>\u003c/a>Airbnb — a company that started completely online — entered the Cuban home-sharing market in April by using hosting partners and telephones to make reservations.\u003c/p>\n\u003cp>“I have always joked that the Internet of Cuba is the telephone,” says Kay Kuehne, Airbnb’s regional director for Latin America.\u003c/p>\n\u003cp>Kuehne says Airbnb strategically tapped into an existing government-licensed Cuban home-sharing system called “Casas Particulares.”\u003c/p>\n\u003cp>“Our hosts in Cuba have been doing this for almost 20 years and that was very interesting to us because Airbnb has only been around for eight years,” says Kuehne. “So seeing people doing this for longer than we existed seemed like a great opportunity for us to learn and bring these people onto our platform.”\u003c/p>\n\u003cp>The resourcefulness of Cubans without the Internet has particularly impressed Kuehne.\u003c/p>\n\u003cp>“One person in the neighborhood will download the latest journals, newspapers, television shows from the United States and Europe, and put it on a pen drive,” Kuehne says. “They then drive around the neighborhood and then you pay for the pen drive.”\u003c/p>\n\u003cp>Last month, \u003ca href=\"http://500.co/\">500 Startups\u003c/a>, a Mountain View-based tech incubator, helped host a rare tech startup weekend in Havana. Santiago Zavala, who works for 500 Startups in Mexico City, says Cuba has a highly educated workforce. At the event, some 70 engineers and tech experts practiced pitching their ideas for startup companies.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“There was incredible enthusiasm to succeed and get better,” says Zavala.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After taking students from Santa Clara University to Cuba over the past three years, Gregory Baker thought he’d seen it all. But in September, he saw something in Havana and other towns that made his jaw drop. \u003c/p>\n\u003cp>“The biggest thing that surprised me this year was walking into a square and seeing Cubans on smartphones — antiquated smartphones but smartphones nonetheless — and accessing the Internet freely,” says Baker, director of \u003ca href=\"http://www.scu.edu/business/fai/\" target=\"_blank\" rel=\"noopener\">Santa Clara University’s Food and Agribusiness Institute\u003c/a> and the student immersion program.\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/237170849″&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/237170849″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Digital freedom and access to the Web is coming slowly to the largely technology-starved island of 11 million. But there has been progress since \u003ca href=\"https://www.whitehouse.gov/issues/foreign-policy/cuba\" target=\"_blank\" rel=\"noopener\">President Obama’s announcement\u003c/a> a year ago that the United States would restore diplomatic relations with Cuba and ease its half-century-long economic embargo of the communist-ruled island nation. At that time, Cuban President Raul Castro also pledged increased Internet connections for the nation’s citizens.\u003c/p>\n\u003cp>Washington, D.C.-based \u003ca href=\"https://www.freedomhouse.org/\">Freedom House\u003c/a> estimates one in four Cubans has Internet access but most are relegated to a tightly controlled government-filtered intranet. The report says only 5 percent of Cubans have full access to the Web.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Now that restrictions on travel have loosened, so has the export of telecommunications equipment to Cuba.\u003c/p>\n\u003cp>Silicon Valley tech companies like Google, Cisco Systems and others are trying to take advantage of the opportunity to jump into the Cuban market. However, they’re finding that challenges abound.\u003c/p>\n\u003cfigure id=\"attachment_10778062\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-10778062 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-400x267.jpg\" alt=\"Gregory Baker of Santa Clara University says he saw a surprising number of people on smartphones accessing the Internet in squares like this one in Sancti Spiritus, a town in central Cuba.\" width=\"400\" height=\"267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-400x267.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-1440x960.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS17540_image1-qut.jpg 1800w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Gregory Baker of Santa Clara University says he saw a surprising number of people on smartphones accessing the Internet in squares like this one in Sancti Spiritus, a town in central Cuba. \u003ccite>(Jeff Warner Photographic)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In June, Alana Tummino helped organize a trip to Cuba with Google executives to meet with government officials to discuss how the Mountain View-based tech giant can help close the nation’s digital gap. She says tech companies are going into Cuba with grand plans and ideas for how they want to build out infrastructure for the Internet. The government, she says, wants to take much smaller steps until trust is built.\u003c/p>\n\u003cp>“It’s [the Cuban government] very much saying, ‘We welcome this investment, we welcome this collaboration, but whatever development that is going to happen is going to be on our terms,'” says Tummino, director of policy for the Council of the Americas, a trade group based in New York.\u003c/p>\n\u003cp>Tummino says that means work won’t be happening at Silicon Valley’s usual breakneck pace.\u003c/p>\n\u003cp>“I absolutely don’t think there’s going to be some massive opening where all of a sudden everyone is going to be able to connect to a free and open Internet in Cuba,” she says.\u003c/p>\n\u003cp>There are seveal major hurdles, says Tummino. Cuba lacks telecommunications infrastructure and the financing to undertake a massive build-out. Just as significant, the government maintains tight control over the entire telecommunications system.\u003c/p>\n\u003cp>“Etesca is a [Cuban] government-owned telecommunications company that runs everything from telephone, Internet and wireless services,” Tummino says. “Anytime you’re going to be connecting with these telephones and mobile devices, you have to run it through this Cuban-owned entity.”\u003c/p>\n\u003cp>Some Silicon Valley companies are finding other ways to start doing business in Cuba, even with the country’s limited Internet network.\u003c/p>\n\u003cp>San Francisco-based \u003ca>\u003c/a>Airbnb — a company that started completely online — entered the Cuban home-sharing market in April by using hosting partners and telephones to make reservations.\u003c/p>\n\u003cp>“I have always joked that the Internet of Cuba is the telephone,” says Kay Kuehne, Airbnb’s regional director for Latin America.\u003c/p>\n\u003cp>Kuehne says Airbnb strategically tapped into an existing government-licensed Cuban home-sharing system called “Casas Particulares.”\u003c/p>\n\u003cp>“Our hosts in Cuba have been doing this for almost 20 years and that was very interesting to us because Airbnb has only been around for eight years,” says Kuehne. “So seeing people doing this for longer than we existed seemed like a great opportunity for us to learn and bring these people onto our platform.”\u003c/p>\n\u003cp>The resourcefulness of Cubans without the Internet has particularly impressed Kuehne.\u003c/p>\n\u003cp>“One person in the neighborhood will download the latest journals, newspapers, television shows from the United States and Europe, and put it on a pen drive,” Kuehne says. “They then drive around the neighborhood and then you pay for the pen drive.”\u003c/p>\n\u003cp>Last month, \u003ca href=\"http://500.co/\">500 Startups\u003c/a>, a Mountain View-based tech incubator, helped host a rare tech startup weekend in Havana. Santiago Zavala, who works for 500 Startups in Mexico City, says Cuba has a highly educated workforce. At the event, some 70 engineers and tech experts practiced pitching their ideas for startup companies.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“There was incredible enthusiasm to succeed and get better,” says Zavala.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A class-action lawsuit against Uber by drivers who claim they are employees and not independent contractors will be expanded to include thousands of additional drivers, a federal judge ruled Wednesday.\u003c/p>\n\u003cp>Judge Edward Chen \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified the lawsuit as a class action in September\u003c/a>, but excluded drivers who signed recent contracts and did not opt out of an arbitration agreement.\u003c/p>\n\u003cp>At the time, an Uber spokeswoman interpreted the certification as affecting only \"a tiny fraction of the class that the plaintiffs were seeking.”\u003c/p>\n\u003cp>But Chen said the arbitration clause is unenforceable and expanded the suit to include all UberBlack, UberX and UberSUV drivers who signed up to drive with the company at any time since 2009. Limousine drivers were not included.\u003c/p>\n\u003cp>The judge also certified as a class action the drivers' attempt to get reimbursed for vehicle-related and cellphone expenses.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Shannon Liss-Riordan, the Boston labor attorney who filed the suit, said drivers who signed recent contracts \"unknowingly\" accepted the arbitration clause. She called Chen's ruling significant and said it \"will allow many thousands more Uber drivers to be covered by this case.\"\u003c/p>\n\u003cp>The suit could affect up to 160,000 Uber drivers in California and, if successful, potentially up-end the company's business model of relying on independent contractors who pay their own expenses.\u003c/p>\n\u003cp>The drivers argue they should be classified as employees. That would require Uber to withhold taxes and pay for unemployment, Social Security and workers' compensation.\u003c/p>\n\u003cp>In a written statement, an Uber spokeswoman said the company would immediately appeal Chen's ruling.\u003c/p>\n\u003cp>\"As employees, drivers would lose the personal flexibility they value most -- they would have set shifts, earn a fixed hourly wage and be unable to use other ridesharing apps,\" she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A jury trial in the case has been set for June.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A class-action lawsuit against Uber by drivers who claim they are employees and not independent contractors will be expanded to include thousands of additional drivers, a federal judge ruled Wednesday.\u003c/p>\n\u003cp>Judge Edward Chen \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified the lawsuit as a class action in September\u003c/a>, but excluded drivers who signed recent contracts and did not opt out of an arbitration agreement.\u003c/p>\n\u003cp>At the time, an Uber spokeswoman interpreted the certification as affecting only \"a tiny fraction of the class that the plaintiffs were seeking.”\u003c/p>\n\u003cp>But Chen said the arbitration clause is unenforceable and expanded the suit to include all UberBlack, UberX and UberSUV drivers who signed up to drive with the company at any time since 2009. Limousine drivers were not included.\u003c/p>\n\u003cp>The judge also certified as a class action the drivers' attempt to get reimbursed for vehicle-related and cellphone expenses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Shannon Liss-Riordan, the Boston labor attorney who filed the suit, said drivers who signed recent contracts \"unknowingly\" accepted the arbitration clause. She called Chen's ruling significant and said it \"will allow many thousands more Uber drivers to be covered by this case.\"\u003c/p>\n\u003cp>The suit could affect up to 160,000 Uber drivers in California and, if successful, potentially up-end the company's business model of relying on independent contractors who pay their own expenses.\u003c/p>\n\u003cp>The drivers argue they should be classified as employees. That would require Uber to withhold taxes and pay for unemployment, Social Security and workers' compensation.\u003c/p>\n\u003cp>In a written statement, an Uber spokeswoman said the company would immediately appeal Chen's ruling.\u003c/p>\n\u003cp>\"As employees, drivers would lose the personal flexibility they value most -- they would have set shifts, earn a fixed hourly wage and be unable to use other ridesharing apps,\" she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A jury trial in the case has been set for June.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "CHP Helicopter Nearly Collides With Drone in East Bay",
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"content": "\u003cp>Authorities say a California Highway Patrol helicopter tracking a suspected stolen vehicle almost collided with a drone hovering above the East Bay city of Martinez.\u003c/p>\n\u003cp>California Highway Patrol spokesman James Andrews said no arrests have been made following Saturday night's incident, but the investigation continues and criminal charges could be filed.\u003c/p>\n\u003cp>Andrews said the drone's owner is a foreign exchange student from China in his early 20s living with a family in Martinez.\u003c/p>\n\u003cp>Andrews said a helicopter crew was tracking a suspected stolen car when it spotted a small red light coming toward the aircraft. The pilot had to take evasive action and veered to the right to avoid crashing with the drone, Andrews said.\u003c/p>\n\u003cp>\"This could have been catastrophic,\" Andrews said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The helicopter stopped following the suspected stolen car and instead tracked the drone to a house in Martinez, where local police talked to the drone's owner and his host family, Andrews said.\u003c/p>\n\u003cp>[contextly_sidebar id=\"26o4XhpP1wqvtrImXW55pgM2B3Xane5n\"]\u003c/p>\n\u003cp>Andrews said the CHP is still compiling its report and hasn't decided whether to forward it to prosecutors for possible criminal charges. Andrews said this is the first time a drone has interfered with a CHP aircraft in Northern California.\u003c/p>\n\u003cp>The Federal Aviation Administration said it will investigate the incident as well. The FAA said drones are a growing safety concern, and that it expects more of the pilotless aircraft to fill the skies. The Consumer Electronics Association predicts \u003ca href=\"http://www.cnbc.com/2015/11/17/holiday-drone-sales-are-big-boon-for-producers.html\" target=\"_blank\">hundreds of thousands of drones will be sold\u003c/a> this holiday season.\u003c/p>\n\u003cp>The FAA could take a number of steps, from warning the operator to administering a fine.\u003c/p>\n\u003cp>\"The FAA is very concerned with the increasing number of reports we're getting from pilots about small drones flying near their aircraft -- some of them thousands of feet up or in busy arrival and departure corridors,\" FAA spokesman Ian Gregor said.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Mark Fiore's \u003ca href=\"http://ww2.kqed.org/news/series/mark-fiore-drawn-to-the-bay\">'Drawn to the Bay'\u003c/a>\u003c/h3>\n\u003cp>\u003ca href=\"https://www.facebook.com/KQEDnews/photos/a.117611171646622.21467.107786349295771/929843037090094/?type=3&theater\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/CHPDroneFiore1.jpg\" alt=\"CHPDroneFiore\" width=\"1920\" height=\"1920\" class=\"alignright size-full wp-image-10786262\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-400x400.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-800x800.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-1440x1440.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-1180x1180.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-960x960.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-75x75.jpg 75w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>The FAA now receives about 100 reports a month from pilots who say they've seen drones flying near planes and airports, compared with only a few sightings per month last year. So far there have been no accidents, but agency officials have said they're concerned that a drone weighing only a few pounds might cause serious damage if it is sucked into an engine or smashes into an airliner's windshield.\u003c/p>\n\u003cp>Pilot sightings of drones have doubled since last year, including near manned airplanes and at major sporting events, Transportation Secretary Anthony Foxx said at a news conference in Washington in October.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The U.S. Forest Service estimates that 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> this year, prompting U.S. Sen. Jeanne Shaheen 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>. The legislation would make it illegal for drones to interfere with firefighting efforts.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The helicopter stopped following the suspected stolen car and instead tracked the drone to a house in Martinez, where local police talked to the drone's owner and his host family, Andrews said.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Andrews said the CHP is still compiling its report and hasn't decided whether to forward it to prosecutors for possible criminal charges. Andrews said this is the first time a drone has interfered with a CHP aircraft in Northern California.\u003c/p>\n\u003cp>The Federal Aviation Administration said it will investigate the incident as well. The FAA said drones are a growing safety concern, and that it expects more of the pilotless aircraft to fill the skies. The Consumer Electronics Association predicts \u003ca href=\"http://www.cnbc.com/2015/11/17/holiday-drone-sales-are-big-boon-for-producers.html\" target=\"_blank\">hundreds of thousands of drones will be sold\u003c/a> this holiday season.\u003c/p>\n\u003cp>The FAA could take a number of steps, from warning the operator to administering a fine.\u003c/p>\n\u003cp>\"The FAA is very concerned with the increasing number of reports we're getting from pilots about small drones flying near their aircraft -- some of them thousands of feet up or in busy arrival and departure corridors,\" FAA spokesman Ian Gregor said.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Mark Fiore's \u003ca href=\"http://ww2.kqed.org/news/series/mark-fiore-drawn-to-the-bay\">'Drawn to the Bay'\u003c/a>\u003c/h3>\n\u003cp>\u003ca href=\"https://www.facebook.com/KQEDnews/photos/a.117611171646622.21467.107786349295771/929843037090094/?type=3&theater\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/CHPDroneFiore1.jpg\" alt=\"CHPDroneFiore\" width=\"1920\" height=\"1920\" class=\"alignright size-full wp-image-10786262\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-400x400.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-800x800.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-1440x1440.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-1180x1180.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-960x960.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/CHPDroneFiore1-75x75.jpg 75w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>The FAA now receives about 100 reports a month from pilots who say they've seen drones flying near planes and airports, compared with only a few sightings per month last year. So far there have been no accidents, but agency officials have said they're concerned that a drone weighing only a few pounds might cause serious damage if it is sucked into an engine or smashes into an airliner's windshield.\u003c/p>\n\u003cp>Pilot sightings of drones have doubled since last year, including near manned airplanes and at major sporting events, Transportation Secretary Anthony Foxx said at a news conference in Washington in October.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The U.S. Forest Service estimates that 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> this year, prompting U.S. Sen. Jeanne Shaheen 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>. The legislation would make it illegal for drones to interfere with firefighting efforts.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "As Tech Firms Come to Oakland, So Do Hopes of Racial Diversity",
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"content": "\u003cp>Adan Faudoa, 24, grew up in the Bay Area, near Silicon Valley, but he didn't always think he'd be a tech guy. His dad had other plans for him.\u003c/p>\n\u003cp>\"As a kid, my dad was a big gearhead,\" Faudoa says, \"so he was pushing me in the direction like, 'You have to be an auto mechanic, Adan, because this is where the money is at.' \"\u003c/p>\n\u003cp>But over time, Faudoa began to see things a little differently. He noticed the people moving into his neighborhood were programmers and people working for tech companies. He decided he'd fight hard to become one of them, even though there aren't too many people of color in the industry. In the end, he landed a job at the music streaming service Pandora, one of the first tech companies to \u003ca href=\"http://www.sfgate.com/business/article/Office-Space-Pandora-perks-include-free-gadget-5940432.php\">set up shop in Oakland\u003c/a>. Now, there's an emerging startup scene.\u003c/p>\n\u003caside class=\"pullquote alignright\">'I’m hoping that the culture of Oakland is just an overwhelming wave against any type of invading horde of ‘tech bros’ coming in.'\u003c/aside>\n\u003cp>Tech pioneer Mitch Kapor also gambled on Oakland. Kapor says that in the not-so-distant past, when he told people that tech would come to Oakland, they were skeptical. \"Five years ago, people thought I'd grown a second head,\" Kapor says.\u003c/p>\n\u003cp>But \u003ca href=\"http://www.kaporcenter.org/founders-staff/\">Kapor and his wife, Freada Kapor Klein\u003c/a>, saw Oakland as the perfect place to carry out their shared mission: to create diversity within tech.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"There's all of the platitudes that diversity's good for business,\" Kapor Klein says. \"But you look around tech, and you look at how hugely profitable companies like Google and Facebook (are) — all these behemoths — and they're staggeringly undiverse, and they're doing just fine. So we need to focus on different strategies.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"LWHag56umloIMXOhybZ40qSVr2SgAilL\"]\u003c/p>\n\u003cp>The Kapors invest in strategies that eliminate bias in the tech industry, whether it's through new training programs or by redesigning the application process and performance reviews. Kapor says that sometimes the culture of the workplace itself can be the problem.\u003c/p>\n\u003cp>\"If a company is made up entirely of, let's say, recent Stanford graduates, maybe fraternity brothers, and there's sort of a bro culture, you're going to feel left out,\" he says. \"You can't actually be who you are.\"\u003c/p>\n\u003cp>At \u003ca href=\"https://getclef.com/about/\">Clef\u003c/a>, a data security startup in Oakland, some of the founders did originally meet through networks in college. But now they're trying to bring in the local community by opening up their offices every Wednesday night for a free dinner.\u003c/p>\n\u003cp>At a recent free community meal, where the crowd skews mid-20s and early 30s, there are plenty of tech and media types. Darrell Jones III, one of the event organizers, says firefighters, public officials, even the bartender from down the street, sometimes will show up for a plate.\u003c/p>\n\u003cfigure id=\"attachment_10781021\" class=\"wp-caption aligncenter\" style=\"max-width: 5563px\">\u003cimg class=\"size-full wp-image-10781021\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0.jpg\" alt=\"A recent Wednesday community dinner at Clef, a data security startup in Oakland.\" width=\"5563\" height=\"3129\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0.jpg 5563w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-1440x810.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-1920x1080.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-1180x664.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-960x540.jpg 960w\" sizes=\"(max-width: 5563px) 100vw, 5563px\">\u003cfigcaption class=\"wp-caption-text\">A recent Wednesday community dinner at Clef, a data security startup in Oakland. \u003ccite>(Pendarvis Harshaw/Youth Radio)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"I'm hoping that the culture of Oakland is just an overwhelming wave against any type of invading horde of 'tech bros' coming in,\" Jones says. \"Through this smaller kind of community-centric local open event, we hope that we're able to [build] strong bridges between Oakland tech and just Oakland.\"\u003c/p>\n\u003cp>\"Just Oakland\" means the blue-collar workers who settled here during World War II. The artists, the hippies, the entrepreneurs. The educators and the political activists. The people who've emigrated from East Africa, the Middle East, Central America and Southeast Asia. \"Just Oakland\" is this town's history as one of the strongest communities for blacks in America.\u003c/p>\n\u003cp>Oakland is already changing with the arrival of tech. But the question is: Will the tech industry change, too, and become more diverse as more companies move in?\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2015/09/23/uber-comes-to-oakland-in-a-big-way\" target=\"_blank\">Uber is the latest newcomer to town\u003c/a>, and it is taking over the former Sears department store in the heart of downtown. Oakland Councilwoman Lynette McElhaney says that it's critical that Uber let \"Oakland in.\" That's what'll make the difference in terms of equity: Oaklanders having a real place at the table in tech companies -- and not just for a weekly dinner.\u003c/p>\n\u003cp>\u003cem>Pendarvis Harshaw's story was produced by \u003c/em>\u003cem>\u003ca href=\"https://youthradio.org/\">Youth Radio\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2015 Youth Radio.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Adan Faudoa, 24, grew up in the Bay Area, near Silicon Valley, but he didn't always think he'd be a tech guy. His dad had other plans for him.\u003c/p>\n\u003cp>\"As a kid, my dad was a big gearhead,\" Faudoa says, \"so he was pushing me in the direction like, 'You have to be an auto mechanic, Adan, because this is where the money is at.' \"\u003c/p>\n\u003cp>But over time, Faudoa began to see things a little differently. He noticed the people moving into his neighborhood were programmers and people working for tech companies. He decided he'd fight hard to become one of them, even though there aren't too many people of color in the industry. In the end, he landed a job at the music streaming service Pandora, one of the first tech companies to \u003ca href=\"http://www.sfgate.com/business/article/Office-Space-Pandora-perks-include-free-gadget-5940432.php\">set up shop in Oakland\u003c/a>. Now, there's an emerging startup scene.\u003c/p>\n\u003caside class=\"pullquote alignright\">'I’m hoping that the culture of Oakland is just an overwhelming wave against any type of invading horde of ‘tech bros’ coming in.'\u003c/aside>\n\u003cp>Tech pioneer Mitch Kapor also gambled on Oakland. Kapor says that in the not-so-distant past, when he told people that tech would come to Oakland, they were skeptical. \"Five years ago, people thought I'd grown a second head,\" Kapor says.\u003c/p>\n\u003cp>But \u003ca href=\"http://www.kaporcenter.org/founders-staff/\">Kapor and his wife, Freada Kapor Klein\u003c/a>, saw Oakland as the perfect place to carry out their shared mission: to create diversity within tech.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"There's all of the platitudes that diversity's good for business,\" Kapor Klein says. \"But you look around tech, and you look at how hugely profitable companies like Google and Facebook (are) — all these behemoths — and they're staggeringly undiverse, and they're doing just fine. So we need to focus on different strategies.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The Kapors invest in strategies that eliminate bias in the tech industry, whether it's through new training programs or by redesigning the application process and performance reviews. Kapor says that sometimes the culture of the workplace itself can be the problem.\u003c/p>\n\u003cp>\"If a company is made up entirely of, let's say, recent Stanford graduates, maybe fraternity brothers, and there's sort of a bro culture, you're going to feel left out,\" he says. \"You can't actually be who you are.\"\u003c/p>\n\u003cp>At \u003ca href=\"https://getclef.com/about/\">Clef\u003c/a>, a data security startup in Oakland, some of the founders did originally meet through networks in college. But now they're trying to bring in the local community by opening up their offices every Wednesday night for a free dinner.\u003c/p>\n\u003cp>At a recent free community meal, where the crowd skews mid-20s and early 30s, there are plenty of tech and media types. Darrell Jones III, one of the event organizers, says firefighters, public officials, even the bartender from down the street, sometimes will show up for a plate.\u003c/p>\n\u003cfigure id=\"attachment_10781021\" class=\"wp-caption aligncenter\" style=\"max-width: 5563px\">\u003cimg class=\"size-full wp-image-10781021\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0.jpg\" alt=\"A recent Wednesday community dinner at Clef, a data security startup in Oakland.\" width=\"5563\" height=\"3129\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0.jpg 5563w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-1440x810.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-1920x1080.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-1180x664.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/dsc06050_wide-47e084ece864b83ff19589fdc552080296d7bba0-960x540.jpg 960w\" sizes=\"(max-width: 5563px) 100vw, 5563px\">\u003cfigcaption class=\"wp-caption-text\">A recent Wednesday community dinner at Clef, a data security startup in Oakland. \u003ccite>(Pendarvis Harshaw/Youth Radio)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"I'm hoping that the culture of Oakland is just an overwhelming wave against any type of invading horde of 'tech bros' coming in,\" Jones says. \"Through this smaller kind of community-centric local open event, we hope that we're able to [build] strong bridges between Oakland tech and just Oakland.\"\u003c/p>\n\u003cp>\"Just Oakland\" means the blue-collar workers who settled here during World War II. The artists, the hippies, the entrepreneurs. The educators and the political activists. The people who've emigrated from East Africa, the Middle East, Central America and Southeast Asia. \"Just Oakland\" is this town's history as one of the strongest communities for blacks in America.\u003c/p>\n\u003cp>Oakland is already changing with the arrival of tech. But the question is: Will the tech industry change, too, and become more diverse as more companies move in?\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2015/09/23/uber-comes-to-oakland-in-a-big-way\" target=\"_blank\">Uber is the latest newcomer to town\u003c/a>, and it is taking over the former Sears department store in the heart of downtown. Oakland Councilwoman Lynette McElhaney says that it's critical that Uber let \"Oakland in.\" That's what'll make the difference in terms of equity: Oaklanders having a real place at the table in tech companies -- and not just for a weekly dinner.\u003c/p>\n\u003cp>\u003cem>Pendarvis Harshaw's story was produced by \u003c/em>\u003cem>\u003ca href=\"https://youthradio.org/\">Youth Radio\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2015 Youth Radio.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Zuckerberg, Chan Celebrate Daughter's Birth With $45 Billion 'Human Potential' Initiative",
"title": "Zuckerberg, Chan Celebrate Daughter's Birth With $45 Billion 'Human Potential' Initiative",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>Many of us who have become parents have written, or at least mentally composed, letters to our newborn children.\u003c/p>\n\u003cp>I didn't produce such a document, but if I had, mine would have said something about wanting to do a better job as a parent than I felt mine had done. I probably would have thrown in something about wishing I was better prepared for my new responsibilities than I was. My immediate prospects included no job and no stable place to live.\u003c/p>\n\u003cp>I'm pretty sure that my letter would not have included a dollar sign in close proximity to the word \"billion.\"\u003c/p>\n\u003cp>And that is one among the many ways that most of us are different from Facebook founder and CEO Mark Zuckerberg, who announced Tuesday that he and his wife, pediatrician Priscilla Chan, are the parents of a newborn daughter they have named Max.\u003c/p>\n\u003cp>The announcement, in the form of \u003ca href=\"https://www.facebook.com/notes/mark-zuckerberg/a-letter-to-our-daughter/10153375081581634\" target=\"_blank\">a letter addressed to Max\u003c/a> on Facebook, also included another bit of news: Chan and Zuckerberg are marking the occasion by making a lifetime commitment to give 99 percent of their shares in Facebook to an initiative \"to advance human potential and promote equality for all children in the next generation.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At their current price, those shares are worth something like $45 billion.\u003c/p>\n\u003cp>The 2,232-word missive is scant on details but outlines an ambitious long-term global effort to bring communities together and revolutionize health care and education. The Internet will be a crucial tool, the letter argues, but adds that technology \"can't solve problems by itself.\"\u003c/p>\n\u003cp>Although the message stresses an international vision and the need for a campaign that will last decades or longer, many of the issues it raises resonate with the present moment in the United States. Among the issues the Chan Zuckerberg Initiative plans to address are the impact of poverty, mass incarceration and the marginalization of the undocumented:\u003c/p>\n\u003cblockquote>\u003cp>Children have the best opportunities when they can learn. And they learn best when they're healthy. Health starts early -- with loving family, good nutrition and a safe, stable environment.\u003c/p>\n\u003cp>Children who face traumatic experiences early in life often develop less healthy minds and bodies. Studies show physical changes in brain development leading to lower cognitive ability. ...\u003c/p>\n\u003cp>If you have to wonder whether you'll have food or rent, or worry about abuse or crime, then it's difficult to reach your full potential.\u003c/p>\n\u003cp>If you fear you'll go to prison rather than college because of the color of your skin, or that your family will be deported because of your legal status, or that you may be a victim of violence because of your religion, sexual orientation or gender identity, then it's difficult to reach your full potential.\u003c/p>\n\u003cp>We need institutions that understand these issues are all connected. ... By partnering with schools, health centers, parent groups and local governments, and by ensuring all children are well fed and cared for starting young, we can start to treat these inequities as connected. Only then can we collectively start to give everyone an equal opportunity.\u003c/p>\u003c/blockquote>\n\u003cp>In a video posted on \u003ca href=\"https://www.facebook.com/chanzuckerberginitiative/\" target=\"_blank\">a new Facebook page\u003c/a> for the Chan Zuckerberg Initiative, the couple discusses their hopes for the new enterprises.\u003c/p>\n\u003cp>\"The only way we reach our full human potential is if we unlock the gifts of every person around the world,\" Zuckerberg says.\u003c/p>\n\u003cp>Chan adds, \"We need to make sure there are investments in programs that ensure that the future isn't going to be like today -- that the future is going to be better than today.\"\u003c/p>\n\u003cp>The two are already noted for large donations focused on education and health care.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Zuckerberg gave $100 million in 2010 to help improve schools in Newark, New Jersey -- an initiative that has reaped \u003ca href=\"http://www.businessinsider.com/mark-zuckerbergs-failed-100-million-donation-to-newark-public-schools-2015-9\" target=\"_blank\">only modest results\u003c/a>. Earlier this year, \u003ca href=\"http://www.nbcbayarea.com/news/local/Zuckerberg-Priscilla-Chan-to-Open-Private-Free-School-in-East-Palo-Alto-336287271.html\" target=\"_blank\">Chan announced\u003c/a> she is starting a free private school for low-income families in East Palo Alto. The couple also donated $75 million for \u003ca href=\"http://www.sfgate.com/health/article/S-F-General-Hospital-shows-off-new-trauma-6639559.php\" target=\"_blank\">the newly rebuilt San Francisco General Hospital\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Many of us who have become parents have written, or at least mentally composed, letters to our newborn children.\u003c/p>\n\u003cp>I didn't produce such a document, but if I had, mine would have said something about wanting to do a better job as a parent than I felt mine had done. I probably would have thrown in something about wishing I was better prepared for my new responsibilities than I was. My immediate prospects included no job and no stable place to live.\u003c/p>\n\u003cp>I'm pretty sure that my letter would not have included a dollar sign in close proximity to the word \"billion.\"\u003c/p>\n\u003cp>And that is one among the many ways that most of us are different from Facebook founder and CEO Mark Zuckerberg, who announced Tuesday that he and his wife, pediatrician Priscilla Chan, are the parents of a newborn daughter they have named Max.\u003c/p>\n\u003cp>The announcement, in the form of \u003ca href=\"https://www.facebook.com/notes/mark-zuckerberg/a-letter-to-our-daughter/10153375081581634\" target=\"_blank\">a letter addressed to Max\u003c/a> on Facebook, also included another bit of news: Chan and Zuckerberg are marking the occasion by making a lifetime commitment to give 99 percent of their shares in Facebook to an initiative \"to advance human potential and promote equality for all children in the next generation.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At their current price, those shares are worth something like $45 billion.\u003c/p>\n\u003cp>The 2,232-word missive is scant on details but outlines an ambitious long-term global effort to bring communities together and revolutionize health care and education. The Internet will be a crucial tool, the letter argues, but adds that technology \"can't solve problems by itself.\"\u003c/p>\n\u003cp>Although the message stresses an international vision and the need for a campaign that will last decades or longer, many of the issues it raises resonate with the present moment in the United States. Among the issues the Chan Zuckerberg Initiative plans to address are the impact of poverty, mass incarceration and the marginalization of the undocumented:\u003c/p>\n\u003cblockquote>\u003cp>Children have the best opportunities when they can learn. And they learn best when they're healthy. Health starts early -- with loving family, good nutrition and a safe, stable environment.\u003c/p>\n\u003cp>Children who face traumatic experiences early in life often develop less healthy minds and bodies. Studies show physical changes in brain development leading to lower cognitive ability. ...\u003c/p>\n\u003cp>If you have to wonder whether you'll have food or rent, or worry about abuse or crime, then it's difficult to reach your full potential.\u003c/p>\n\u003cp>If you fear you'll go to prison rather than college because of the color of your skin, or that your family will be deported because of your legal status, or that you may be a victim of violence because of your religion, sexual orientation or gender identity, then it's difficult to reach your full potential.\u003c/p>\n\u003cp>We need institutions that understand these issues are all connected. ... By partnering with schools, health centers, parent groups and local governments, and by ensuring all children are well fed and cared for starting young, we can start to treat these inequities as connected. Only then can we collectively start to give everyone an equal opportunity.\u003c/p>\u003c/blockquote>\n\u003cp>In a video posted on \u003ca href=\"https://www.facebook.com/chanzuckerberginitiative/\" target=\"_blank\">a new Facebook page\u003c/a> for the Chan Zuckerberg Initiative, the couple discusses their hopes for the new enterprises.\u003c/p>\n\u003cp>\"The only way we reach our full human potential is if we unlock the gifts of every person around the world,\" Zuckerberg says.\u003c/p>\n\u003cp>Chan adds, \"We need to make sure there are investments in programs that ensure that the future isn't going to be like today -- that the future is going to be better than today.\"\u003c/p>\n\u003cp>The two are already noted for large donations focused on education and health care.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Zuckerberg gave $100 million in 2010 to help improve schools in Newark, New Jersey -- an initiative that has reaped \u003ca href=\"http://www.businessinsider.com/mark-zuckerbergs-failed-100-million-donation-to-newark-public-schools-2015-9\" target=\"_blank\">only modest results\u003c/a>. Earlier this year, \u003ca href=\"http://www.nbcbayarea.com/news/local/Zuckerberg-Priscilla-Chan-to-Open-Private-Free-School-in-East-Palo-Alto-336287271.html\" target=\"_blank\">Chan announced\u003c/a> she is starting a free private school for low-income families in East Palo Alto. The couple also donated $75 million for \u003ca href=\"http://www.sfgate.com/health/article/S-F-General-Hospital-shows-off-new-trauma-6639559.php\" target=\"_blank\">the newly rebuilt San Francisco General Hospital\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "What Gets Made in L.A. Is Way More Than Movies",
"title": "What Gets Made in L.A. Is Way More Than Movies",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>In 2015, what has American made? The U.S. is known for manufacturing — it's part of our identity, though jobs have been lost. They've gone overseas. Technology has changed the way things are made.\u003c/p>\n\u003cp>Nevertheless, America is still making stuff.\u003c/p>\n\u003cp>And in terms of jobs, the Los Angeles area is the biggest manufacturing hub in the country. There are a few reasons why. There is plenty of space here to build things like factories and runways. That beautiful California weather? It's actually great for testing planes year-round.\u003c/p>\n\u003cp>The infrastructure here is also key. The huge ports of Long Beach and Los Angeles let companies quickly ship products to a global market, and get raw materials to build. A massive logistics region just east of Los Angeles, in the Inland Empire, is the first stop before products get on trucks to go across the United States.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://apps.npr.org/dailygraphics/graphics/manufacturing-metros-20151113/child.html?initialWidth=1240&childId=responsive-embed-manufacturing-metros-20151113&parentUrl=http%3A%2F%2Fwww.npr.org%2F2015%2F11%2F30%2F455886225%2Fwhat-gets-made-in-la-is-way-more-than-movies\" width=\"100%\" scrolling=\"no\" marginheight=\"0\" frameborder=\"0\" height=\"418px\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>And then, of course, there are the people. The huge population base in Southern California is not only a good source of labor, but they also need to buy things, and they provide a built-in market for some manufacturers.\u003c/p>\n\u003cp>But there are plenty of challenges, and the region has lost tens of thousands of jobs over the past several years.\u003c/p>\n\u003cp>Flying over L.A. would give you a bird's-eye view of how the geography of the city has been shaped by — and has shaped — manufacturing. On the coast, there are the ports, where $1 billion in goods come in and out every day. The ports have helped make it easier to export the goods made here. Off the coast, ships wait in long lines along the coast to get in. There, shipping containers pile up on top of each other like Legos.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/455886225/457837774\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Inland, in the shadow of downtown skyscrapers, there are miles of white-roofed factories, where workers make everything from clothing to furniture, from metal arts to food products. And then, as the city sprawls out, there's the new aerospace industry, which is a smaller, sleeker version of the one that thrived during World War II, the Cold War and the space race with the Soviet Union.\u003c/p>\n\u003cp>Aerospace has had its heart in L.A. for decades, and SpaceX is a good symbol of the future of that industry. Its headquarters in the L.A. suburb of Hawthorne had at one time been used to make fuselages for Boeing airplanes. Now it houses a private company that's venturing into outer space.\u003c/p>\n\u003cfigure id=\"attachment_10776892\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/laports.jpg\">\u003cimg class=\"size-medium wp-image-10776892\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/laports-800x379.jpg\" alt=\"The ports of Los Angeles and Long Beach play a major role in the local economy – more than $1 billion worth of product moves through these ports each day. They make it easier to import goods like electronics, furniture and auto parts from Asia, as well as export goods produced in Southern Californa, like high-end jeans and agricultural goods. \" width=\"800\" height=\"379\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports-800x379.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports-400x190.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports-1180x559.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports-960x455.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports.jpg 1300w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The ports of Los Angeles and Long Beach play a major role in the local economy – more than $1 billion worth of product moves through these ports each day. They make it easier to import goods like electronics, furniture and auto parts from Asia, as well as export goods produced in Southern Californa, like high-end jeans and agricultural goods. \u003ccite>(John Francis Peters for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Technology — like drones and satellite communications — is also part of the new aerospace industry in the Los Angeles area.\u003c/p>\n\u003cp>The area's ports have helped make it easier to export the goods made here. Ships wait in long lines along the coast to get in. There, shipping containers pile up on top of each other like Legos.\u003c/p>\n\u003cp>The city may be known for Hollywood, but beyond the Hollywood sign and the Hollywood Hills are places like Burbank, where during World War II, big aerospace manufacturers like Lockheed came after getting defense contracts. Once orange groves, these towns offered companies space to make warplanes. Aerospace manufacturers also settled in other towns like Hawthorne and El Segundo, further stretching L.A.'s sprawl and the need for swirls of highway, and, in the process, helping to create the geography of the city today.\u003c/p>\n\u003cfigure id=\"attachment_10776893\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/spacexplant.jpg\">\u003cimg class=\"size-medium wp-image-10776893\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/spacexplant-800x873.jpg\" alt=\"Aerospace has long been at the heart of manufacturing in Southern California. Commercial space exploration company SpaceX, formed in 2002, found a home in Hawthorne, in southwestern Los Angeles. SpaceX designs and manufactures most of its spacecraft in this factory, which was once owned by the Northrop Corp., where parts were made for Boeing 747 aircraft. \" width=\"800\" height=\"873\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant-800x873.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant-400x437.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant-1180x1288.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant-960x1048.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant.jpg 1300w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Aerospace has long been at the heart of manufacturing in Southern California. Commercial space exploration company SpaceX, formed in 2002, found a home in Hawthorne, in southwestern Los Angeles. SpaceX designs and manufactures most of its spacecraft in this factory, which was once owned by the Northrop Corp., where parts were made for Boeing 747 aircraft. \u003ccite>(Top: Kevin Leahy/NPR; Bottom left: Ricky Carioti/Washington Post via Getty; Bottom right: SpaceX)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It's not like manufacturing is thriving as it had. There are many challenges in this economy. The aerospace industry has lost tens of thousands of jobs over the past 25 years. Costs are high in Southern California, and some companies are moving.\u003c/p>\n\u003cp>Jeff Hynes, CEO of a company that makes jet engine parts called Composites Horizons, has lived through all this.\u003c/p>\n\u003cp>\"There is certainly no greater joy for a manufacturer [than] to walk through the factory and hear the noises and sounds of machines turning and people doing work,\" Hynes says.\u003c/p>\n\u003cp>His father started the company in 1976. \"We're in a transformational time. Just aerospace manufacturing in general, it's a good time. So, yeah, we aren't looking at a cliff,\" he says.\u003c/p>\n\u003cp>The cliff for Hynes was 1997, when McDonnell Douglas, a huge airplane manufacturer in Los Angeles, left after merging with Boeing in Seattle. Hynes' company, located about 20 miles outside downtown L.A., instantly lost 40 percent of its work.\u003c/p>\n\u003cp>\"So we were kind of in a seminal moment in terms of determining where we were going to go with the business,\" he says.\u003c/p>\n\u003cfigure id=\"attachment_10776834\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/aerospace-training-shereen_custom-ee1cc05d63a4663c2ae194e7c64125418c755168-e1448919358611.jpg\">\u003cimg class=\"size-thumbnail wp-image-10776834\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/aerospace-training-shereen_custom-ee1cc05d63a4663c2ae194e7c64125418c755168-400x244.jpg\" alt=\"Professor Philip Yaghmai (left) talks to Ismael Becerra, 18, in the lab at El Camino Community College's Compton campus. Students translate machining theory into practice on vertical mills, CNC machines and other heavy equipment used in aerospace fastener manufacturing.\" width=\"400\" height=\"244\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Professor Philip Yaghmai (left) talks to Ismael Becerra, 18, in the lab at El Camino Community College's Compton campus. Students translate machining theory into practice on vertical mills, CNC machines and other heavy equipment used in aerospace fastener manufacturing. \u003ccite>(Shereen Marisol Meraji/NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The company shrank and then reinvented itself as a maker of niche jet engine parts. A lot of companies have had to take risks like that. Some American manufacturers have figured out that, in this crazy global marketplace, one way to survive is to focus on something high-end or specialized and just do it well. But that's presented another challenge — finding the people who can do it.\u003c/p>\n\u003cp>\"It's not likely that we're going to find people that are trained in the skills that we need them to be trained in,\" Hynes says.\u003c/p>\n\u003cp>Specialized manufacturers aren't finding the workers they need. The companies are doing training on their own. Schools are adapting, too, given that 80 percent of the world's aerospace fasteners — nuts, bolts, the things that hold one part of a plane to another — are made in Southern California.\u003c/p>\n\u003cp>Philip Yaghmai, a professor at El Camino Community College's Compton campus, developed, with industry help, the only community college program in the country that trains machinists to make aerospace fasteners.\u003c/p>\n\u003cp>Yaghmai, 62, who's originally from Iran, spent a majority of his career in the U.S. working as a mechanical engineer for various companies. He's been teaching in Compton for the past 6½ years. \"I felt like I could contribute more,\" he says. \"My wife is African-American, and I like to contribute to the people that are maybe not as economically privileged.\"\u003c/p>\n\u003cp>Compton is an economically depressed community. Only 7 percent of residents hold a bachelor's degree or higher. African-Americans were once the majority; now Latinos hold that status\u003cem>.\u003c/em>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://apps.npr.org/dailygraphics/graphics/manufacturing-industries-20151113/child.html?initialWidth=1240&childId=responsive-embed-manufacturing-industries-20151113&parentUrl=http%3A%2F%2Fwww.npr.org%2F2015%2F11%2F30%2F455886225%2Fwhat-gets-made-in-la-is-way-more-than-movies\" width=\"100%\" scrolling=\"no\" marginheight=\"0\" frameborder=\"0\" height=\"618px\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Student Franz Dirzo's parents migrated from southern Mexico. Dirzo finishes his overnight job operating a forklift for Lowe's at 5 a.m., grabs a bite and a nap and takes classes from 8 a.m. to 3 p.m. two days a week. He's hoping he'll land a job in aerospace making more an hour.\u003c/p>\n\u003cp>\"I'm hearing things from like $18, $20 [an hour], so, very enticing,\" he says. He currently earns $13 an hour.\u003c/p>\n\u003cp>He encouraged his cousin, Jose Lazaro, 24 -- who's working at Home Depot -- to join him. And even though they've had difficulty making it to class on time, and staying awake during the lectures, Lazaro says he and his cousin are determined to finish the program.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"We're going to SpaceX; that's the goal right there,\" Lazaro says. \"I see myself in SpaceX, I see him in SpaceX. That's where we're going.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2015 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=What+Gets+Made+In+LA+Is+Way+More+Than+Movies&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In 2015, what has American made? The U.S. is known for manufacturing — it's part of our identity, though jobs have been lost. They've gone overseas. Technology has changed the way things are made.\u003c/p>\n\u003cp>Nevertheless, America is still making stuff.\u003c/p>\n\u003cp>And in terms of jobs, the Los Angeles area is the biggest manufacturing hub in the country. There are a few reasons why. There is plenty of space here to build things like factories and runways. That beautiful California weather? It's actually great for testing planes year-round.\u003c/p>\n\u003cp>The infrastructure here is also key. The huge ports of Long Beach and Los Angeles let companies quickly ship products to a global market, and get raw materials to build. A massive logistics region just east of Los Angeles, in the Inland Empire, is the first stop before products get on trucks to go across the United States.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://apps.npr.org/dailygraphics/graphics/manufacturing-metros-20151113/child.html?initialWidth=1240&childId=responsive-embed-manufacturing-metros-20151113&parentUrl=http%3A%2F%2Fwww.npr.org%2F2015%2F11%2F30%2F455886225%2Fwhat-gets-made-in-la-is-way-more-than-movies\" width=\"100%\" scrolling=\"no\" marginheight=\"0\" frameborder=\"0\" height=\"418px\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And then, of course, there are the people. The huge population base in Southern California is not only a good source of labor, but they also need to buy things, and they provide a built-in market for some manufacturers.\u003c/p>\n\u003cp>But there are plenty of challenges, and the region has lost tens of thousands of jobs over the past several years.\u003c/p>\n\u003cp>Flying over L.A. would give you a bird's-eye view of how the geography of the city has been shaped by — and has shaped — manufacturing. On the coast, there are the ports, where $1 billion in goods come in and out every day. The ports have helped make it easier to export the goods made here. Off the coast, ships wait in long lines along the coast to get in. There, shipping containers pile up on top of each other like Legos.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/455886225/457837774\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Inland, in the shadow of downtown skyscrapers, there are miles of white-roofed factories, where workers make everything from clothing to furniture, from metal arts to food products. And then, as the city sprawls out, there's the new aerospace industry, which is a smaller, sleeker version of the one that thrived during World War II, the Cold War and the space race with the Soviet Union.\u003c/p>\n\u003cp>Aerospace has had its heart in L.A. for decades, and SpaceX is a good symbol of the future of that industry. Its headquarters in the L.A. suburb of Hawthorne had at one time been used to make fuselages for Boeing airplanes. Now it houses a private company that's venturing into outer space.\u003c/p>\n\u003cfigure id=\"attachment_10776892\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/laports.jpg\">\u003cimg class=\"size-medium wp-image-10776892\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/laports-800x379.jpg\" alt=\"The ports of Los Angeles and Long Beach play a major role in the local economy – more than $1 billion worth of product moves through these ports each day. They make it easier to import goods like electronics, furniture and auto parts from Asia, as well as export goods produced in Southern Californa, like high-end jeans and agricultural goods. \" width=\"800\" height=\"379\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports-800x379.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports-400x190.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports-1180x559.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports-960x455.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/laports.jpg 1300w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The ports of Los Angeles and Long Beach play a major role in the local economy – more than $1 billion worth of product moves through these ports each day. They make it easier to import goods like electronics, furniture and auto parts from Asia, as well as export goods produced in Southern Californa, like high-end jeans and agricultural goods. \u003ccite>(John Francis Peters for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Technology — like drones and satellite communications — is also part of the new aerospace industry in the Los Angeles area.\u003c/p>\n\u003cp>The area's ports have helped make it easier to export the goods made here. Ships wait in long lines along the coast to get in. There, shipping containers pile up on top of each other like Legos.\u003c/p>\n\u003cp>The city may be known for Hollywood, but beyond the Hollywood sign and the Hollywood Hills are places like Burbank, where during World War II, big aerospace manufacturers like Lockheed came after getting defense contracts. Once orange groves, these towns offered companies space to make warplanes. Aerospace manufacturers also settled in other towns like Hawthorne and El Segundo, further stretching L.A.'s sprawl and the need for swirls of highway, and, in the process, helping to create the geography of the city today.\u003c/p>\n\u003cfigure id=\"attachment_10776893\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/spacexplant.jpg\">\u003cimg class=\"size-medium wp-image-10776893\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/spacexplant-800x873.jpg\" alt=\"Aerospace has long been at the heart of manufacturing in Southern California. Commercial space exploration company SpaceX, formed in 2002, found a home in Hawthorne, in southwestern Los Angeles. SpaceX designs and manufactures most of its spacecraft in this factory, which was once owned by the Northrop Corp., where parts were made for Boeing 747 aircraft. \" width=\"800\" height=\"873\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant-800x873.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant-400x437.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant-1180x1288.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant-960x1048.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/spacexplant.jpg 1300w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Aerospace has long been at the heart of manufacturing in Southern California. Commercial space exploration company SpaceX, formed in 2002, found a home in Hawthorne, in southwestern Los Angeles. SpaceX designs and manufactures most of its spacecraft in this factory, which was once owned by the Northrop Corp., where parts were made for Boeing 747 aircraft. \u003ccite>(Top: Kevin Leahy/NPR; Bottom left: Ricky Carioti/Washington Post via Getty; Bottom right: SpaceX)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It's not like manufacturing is thriving as it had. There are many challenges in this economy. The aerospace industry has lost tens of thousands of jobs over the past 25 years. Costs are high in Southern California, and some companies are moving.\u003c/p>\n\u003cp>Jeff Hynes, CEO of a company that makes jet engine parts called Composites Horizons, has lived through all this.\u003c/p>\n\u003cp>\"There is certainly no greater joy for a manufacturer [than] to walk through the factory and hear the noises and sounds of machines turning and people doing work,\" Hynes says.\u003c/p>\n\u003cp>His father started the company in 1976. \"We're in a transformational time. Just aerospace manufacturing in general, it's a good time. So, yeah, we aren't looking at a cliff,\" he says.\u003c/p>\n\u003cp>The cliff for Hynes was 1997, when McDonnell Douglas, a huge airplane manufacturer in Los Angeles, left after merging with Boeing in Seattle. Hynes' company, located about 20 miles outside downtown L.A., instantly lost 40 percent of its work.\u003c/p>\n\u003cp>\"So we were kind of in a seminal moment in terms of determining where we were going to go with the business,\" he says.\u003c/p>\n\u003cfigure id=\"attachment_10776834\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/aerospace-training-shereen_custom-ee1cc05d63a4663c2ae194e7c64125418c755168-e1448919358611.jpg\">\u003cimg class=\"size-thumbnail wp-image-10776834\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/aerospace-training-shereen_custom-ee1cc05d63a4663c2ae194e7c64125418c755168-400x244.jpg\" alt=\"Professor Philip Yaghmai (left) talks to Ismael Becerra, 18, in the lab at El Camino Community College's Compton campus. Students translate machining theory into practice on vertical mills, CNC machines and other heavy equipment used in aerospace fastener manufacturing.\" width=\"400\" height=\"244\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Professor Philip Yaghmai (left) talks to Ismael Becerra, 18, in the lab at El Camino Community College's Compton campus. Students translate machining theory into practice on vertical mills, CNC machines and other heavy equipment used in aerospace fastener manufacturing. \u003ccite>(Shereen Marisol Meraji/NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The company shrank and then reinvented itself as a maker of niche jet engine parts. A lot of companies have had to take risks like that. Some American manufacturers have figured out that, in this crazy global marketplace, one way to survive is to focus on something high-end or specialized and just do it well. But that's presented another challenge — finding the people who can do it.\u003c/p>\n\u003cp>\"It's not likely that we're going to find people that are trained in the skills that we need them to be trained in,\" Hynes says.\u003c/p>\n\u003cp>Specialized manufacturers aren't finding the workers they need. The companies are doing training on their own. Schools are adapting, too, given that 80 percent of the world's aerospace fasteners — nuts, bolts, the things that hold one part of a plane to another — are made in Southern California.\u003c/p>\n\u003cp>Philip Yaghmai, a professor at El Camino Community College's Compton campus, developed, with industry help, the only community college program in the country that trains machinists to make aerospace fasteners.\u003c/p>\n\u003cp>Yaghmai, 62, who's originally from Iran, spent a majority of his career in the U.S. working as a mechanical engineer for various companies. He's been teaching in Compton for the past 6½ years. \"I felt like I could contribute more,\" he says. \"My wife is African-American, and I like to contribute to the people that are maybe not as economically privileged.\"\u003c/p>\n\u003cp>Compton is an economically depressed community. Only 7 percent of residents hold a bachelor's degree or higher. African-Americans were once the majority; now Latinos hold that status\u003cem>.\u003c/em>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://apps.npr.org/dailygraphics/graphics/manufacturing-industries-20151113/child.html?initialWidth=1240&childId=responsive-embed-manufacturing-industries-20151113&parentUrl=http%3A%2F%2Fwww.npr.org%2F2015%2F11%2F30%2F455886225%2Fwhat-gets-made-in-la-is-way-more-than-movies\" width=\"100%\" scrolling=\"no\" marginheight=\"0\" frameborder=\"0\" height=\"618px\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Student Franz Dirzo's parents migrated from southern Mexico. Dirzo finishes his overnight job operating a forklift for Lowe's at 5 a.m., grabs a bite and a nap and takes classes from 8 a.m. to 3 p.m. two days a week. He's hoping he'll land a job in aerospace making more an hour.\u003c/p>\n\u003cp>\"I'm hearing things from like $18, $20 [an hour], so, very enticing,\" he says. He currently earns $13 an hour.\u003c/p>\n\u003cp>He encouraged his cousin, Jose Lazaro, 24 -- who's working at Home Depot -- to join him. And even though they've had difficulty making it to class on time, and staying awake during the lectures, Lazaro says he and his cousin are determined to finish the program.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We're going to SpaceX; that's the goal right there,\" Lazaro says. \"I see myself in SpaceX, I see him in SpaceX. That's where we're going.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2015 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=What+Gets+Made+In+LA+Is+Way+More+Than+Movies&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Programmer Mahmoud Hashemi wants to do more with his coding skills than make money for a tech company. He sees so many meaningful things that engineers like himself could be doing.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘There’s so much that needs organization and automation and all the things that software excels at.’ \u003ccite>Mahmoud Hashemi, Programmer\u003c/cite>\u003c/aside>\n\u003cp>Hashemi says, “There’s so much work out there, there’s so much to do, there’s so much that needs organization and automation and all the things that software excels at.”\u003c/p>\n\u003cp>In the Bay Area, Hashemi did not have to look hard to find what he felt was a worthy project: Wikipedia.\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/234726600″ 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>By many measures, Wikipedia is one of the most successful tech companies in the Bay Area. It is the seventh-most-visited website in the world, drawing more traffic than Twitter, LinkedIn or eBay. But unlike those tech companies, Wikipedia is a nonprofit with a relatively small staff. It has less manpower to show off its achievements.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Hashemi decided he wanted to help bring attention to the free, open-source encyclopedia. So he teamed up with his friend, Stephen LaPorte, and the two started writing programs in their spare time to show what Wikipedia does. It is the kind of promotional work that nearby for-profit tech companies spend boatloads on, LaPorte says.\u003c/p>\n\u003cp>“All these startups, when you go into their lobby they have this cool visualization that shows the few hundred people using their site, and something like Wikipedia doesn’t have the same level of professional polish,” he says.\u003c/p>\n\u003cp>LaPorte, who has since become a lawyer for Wikipedia, went to college with Hashemi in the Midwest. The 20-somethings started collaborating three years ago at a Wikipedia hackathon. Hashemi was disappointed by how few local programmers showed up and stayed late. At one point he looked around and the only ones left were him and LaPorte.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘So we were both these like wide-eyed kids from Nebraska who’d come out planning on doing just this sort of thing.’ \u003ccite>Mahmoud Hashemi, Programmer\u003c/cite>\u003c/aside>\n\u003cp>Hashemi says, “So we were both these like wide-eyed kids from Nebraska who’d come out planning on doing just this sort of thing, figuring that, yeah, everyone else is here to do the same. And instead it was just the two of us.”\u003c/p>\n\u003cp>What they started working on that night grew into \u003ca href=\"http://www.hatnote.com\">Hatnote.\u003c/a>\u003c/p>\n\u003cp>Hatnote is a collection of programs Hashemi and LaPorte have written to shine light on Wikipedia. They have created interactive maps, data visualizations and a program that will email you the most edited articles every week. But their most successful project has been Listen to Wikipedia. Over 2 million people have seen and heard it.\u003c/p>\n\u003cp>With \u003ca href=\"http://listen.hatnote.com/#en\">Listen to Wikipedia\u003c/a>, you can hear all the edits to the encyclopedia in real time.\u003c/p>\n\u003cfigure id=\"attachment_10761648\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/LTW4.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10761648\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/LTW4-800x380.png\" alt=\"With Listen to Wikipedia you can hear and see the encyclopedia being edited in real time\" width=\"800\" height=\"380\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4-800x380.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4-400x190.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4-1180x560.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4-960x455.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4.png 1347w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">With Listen to Wikipedia you can hear and see the encyclopedia being edited in real time \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>LaPorte shows me the program on his laptop. Whenever someone makes any edit on Wikipedia, a colored ball appears with the name of the article, along with a sound. Bells mean someone just added to an article. Strings mean they deleted something. The deeper the note, the bigger the edit.\u003c/p>\n\u003cp>There are several edits every second on Wikipedia, thousands every hour. Hearing them all still mesmerizes Hashemi and LaPorte.\u003c/p>\n\u003cp>LaPorte says, “There was a few month period where I couldn’t listen to it because I spent so much time tuning the notes. I think I drove my roommate crazy.”\u003c/p>\n\u003cp>For Hashemi, this whole project is a welcome respite from the culture of Silicon Valley. He feels like most people here are obsessed only with making money and technology for technology’s sake.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘It’s absurd. We programmers by and large end up doing a lot of things because we can, not because we should.’ \u003ccite>Mahmoud Hashemi, Programmer\u003c/cite>\u003c/aside>\n\u003cp>“It’s absurd,” Hashemi says. “We programmers by and large end up doing a lot of things because we can, not because we should.”\u003c/p>\n\u003cp>Hashemi works for PayPal, which he is relatively positive about because it is a payment platform, not a startup trying to monetize people. But generally, Hashemi says, the hypercapitalist culture of “The Valley,” crushes the creativity and promise of programmers.\u003c/p>\n\u003cp>Hashemi says, “I see so many promising kids not unlike myself coming into these big organizations, and they’re very eager, energetic. And frankly, these sorts of companies are built on the backs of these kids and it’s messed up.”\u003c/p>\n\u003cp>Hashemi is 29 years old. The Internet was young when he was young. It was weird, full of possibilities. He started teaching himself how to program on sites like Wikipedia.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘There was just so much trust and purity then, but we can never go back to those times, unfortunately.’ \u003ccite>Mahmoud Hashemi, Programmer\u003c/cite>\u003c/aside>\n\u003cp>“There were no Nigerian princes, and you know spam was still mostly a food,” Hashemi says. “There was just so much trust and purity then, but we can never go back to those times, unfortunately.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Hashemi is not quitting his day job anytime soon, and he does not expect other programmers to either. He and LaPorte just hope more programmers are inspired to contribute their valuable skills to something they feel good about and really believe in.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Programmer Mahmoud Hashemi wants to do more with his coding skills than make money for a tech company. He sees so many meaningful things that engineers like himself could be doing.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘There’s so much that needs organization and automation and all the things that software excels at.’ \u003ccite>Mahmoud Hashemi, Programmer\u003c/cite>\u003c/aside>\n\u003cp>Hashemi says, “There’s so much work out there, there’s so much to do, there’s so much that needs organization and automation and all the things that software excels at.”\u003c/p>\n\u003cp>In the Bay Area, Hashemi did not have to look hard to find what he felt was a worthy project: Wikipedia.\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/234726600″&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/234726600″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>By many measures, Wikipedia is one of the most successful tech companies in the Bay Area. It is the seventh-most-visited website in the world, drawing more traffic than Twitter, LinkedIn or eBay. But unlike those tech companies, Wikipedia is a nonprofit with a relatively small staff. It has less manpower to show off its achievements.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Hashemi decided he wanted to help bring attention to the free, open-source encyclopedia. So he teamed up with his friend, Stephen LaPorte, and the two started writing programs in their spare time to show what Wikipedia does. It is the kind of promotional work that nearby for-profit tech companies spend boatloads on, LaPorte says.\u003c/p>\n\u003cp>“All these startups, when you go into their lobby they have this cool visualization that shows the few hundred people using their site, and something like Wikipedia doesn’t have the same level of professional polish,” he says.\u003c/p>\n\u003cp>LaPorte, who has since become a lawyer for Wikipedia, went to college with Hashemi in the Midwest. The 20-somethings started collaborating three years ago at a Wikipedia hackathon. Hashemi was disappointed by how few local programmers showed up and stayed late. At one point he looked around and the only ones left were him and LaPorte.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘So we were both these like wide-eyed kids from Nebraska who’d come out planning on doing just this sort of thing.’ \u003ccite>Mahmoud Hashemi, Programmer\u003c/cite>\u003c/aside>\n\u003cp>Hashemi says, “So we were both these like wide-eyed kids from Nebraska who’d come out planning on doing just this sort of thing, figuring that, yeah, everyone else is here to do the same. And instead it was just the two of us.”\u003c/p>\n\u003cp>What they started working on that night grew into \u003ca href=\"http://www.hatnote.com\">Hatnote.\u003c/a>\u003c/p>\n\u003cp>Hatnote is a collection of programs Hashemi and LaPorte have written to shine light on Wikipedia. They have created interactive maps, data visualizations and a program that will email you the most edited articles every week. But their most successful project has been Listen to Wikipedia. Over 2 million people have seen and heard it.\u003c/p>\n\u003cp>With \u003ca href=\"http://listen.hatnote.com/#en\">Listen to Wikipedia\u003c/a>, you can hear all the edits to the encyclopedia in real time.\u003c/p>\n\u003cfigure id=\"attachment_10761648\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/LTW4.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10761648\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/LTW4-800x380.png\" alt=\"With Listen to Wikipedia you can hear and see the encyclopedia being edited in real time\" width=\"800\" height=\"380\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4-800x380.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4-400x190.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4-1180x560.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4-960x455.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/11/LTW4.png 1347w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">With Listen to Wikipedia you can hear and see the encyclopedia being edited in real time \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>LaPorte shows me the program on his laptop. Whenever someone makes any edit on Wikipedia, a colored ball appears with the name of the article, along with a sound. Bells mean someone just added to an article. Strings mean they deleted something. The deeper the note, the bigger the edit.\u003c/p>\n\u003cp>There are several edits every second on Wikipedia, thousands every hour. Hearing them all still mesmerizes Hashemi and LaPorte.\u003c/p>\n\u003cp>LaPorte says, “There was a few month period where I couldn’t listen to it because I spent so much time tuning the notes. I think I drove my roommate crazy.”\u003c/p>\n\u003cp>For Hashemi, this whole project is a welcome respite from the culture of Silicon Valley. He feels like most people here are obsessed only with making money and technology for technology’s sake.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘It’s absurd. We programmers by and large end up doing a lot of things because we can, not because we should.’ \u003ccite>Mahmoud Hashemi, Programmer\u003c/cite>\u003c/aside>\n\u003cp>“It’s absurd,” Hashemi says. “We programmers by and large end up doing a lot of things because we can, not because we should.”\u003c/p>\n\u003cp>Hashemi works for PayPal, which he is relatively positive about because it is a payment platform, not a startup trying to monetize people. But generally, Hashemi says, the hypercapitalist culture of “The Valley,” crushes the creativity and promise of programmers.\u003c/p>\n\u003cp>Hashemi says, “I see so many promising kids not unlike myself coming into these big organizations, and they’re very eager, energetic. And frankly, these sorts of companies are built on the backs of these kids and it’s messed up.”\u003c/p>\n\u003cp>Hashemi is 29 years old. The Internet was young when he was young. It was weird, full of possibilities. He started teaching himself how to program on sites like Wikipedia.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘There was just so much trust and purity then, but we can never go back to those times, unfortunately.’ \u003ccite>Mahmoud Hashemi, Programmer\u003c/cite>\u003c/aside>\n\u003cp>“There were no Nigerian princes, and you know spam was still mostly a food,” Hashemi says. “There was just so much trust and purity then, but we can never go back to those times, unfortunately.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Hashemi is not quitting his day job anytime soon, and he does not expect other programmers to either. He and LaPorte just hope more programmers are inspired to contribute their valuable skills to something they feel good about and really believe in.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"masters-of-scale": {
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},
"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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