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"content": "\u003cp>Environmentalists and trucking industry groups sparred\u003cstrong> \u003c/strong>with clean air regulators today over a \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/regact/2022/acf22/isor2.pdf\">contentious proposal (PDF)\u003c/a> to phase out California’s big rigs and other trucks with internal combustion engines, and force manufacturers to speed mass-production of electric trucks.\u003c/p>\n\u003cp>The California Air Resources Board held its first public hearing on rules that would ban manufacturers from selling any new fossil-fueled medium-duty and heavy-duty trucks by 2040. The new rules would also require large trucking companies to convert their fleets to electric models, buying more over time until all are zero-emission by 2042. The move is part of the state’s wider strategy to end its reliance on fossil fuels and cut planet-warming emissions.\u003c/p>\n\u003cp>“California is leading the transition to wide-scale electrification of trucks and buses,” said board chair Liane Randolph. “These actions can show the world how to simultaneously address the climate crisis, improve air quality and alleviate key concerns identified by communities.”\u003c/p>\n\u003cp>The proposed regulation received fiery criticism from both sides, as 167 members of the public lined up to speak at today’s hearing — which started at 9 a.m. and lasted well into the night.[aside label='Related Articles' tag='zero-emission']Environmentalists and public health groups called for a tougher rule that would speed up the 100% electric truck sales requirement to 2036 instead of 2040, while trucking companies said the proposal ignores concerns about electric vehicle costs and technology, lack of infrastructure and the loss of good-paying jobs.\u003c/p>\n\u003cp>The Air Resources Board is expected to hold a second hearing on the proposal and vote in the spring.\u003c/p>\n\u003cp>Jeff Cox, a truck driver of 24 years and owner of the Madera-based trucking company Best Drayage, worries the rule could drive many family-owned fleet operators out of business — especially those with certain types of trucks that the regulation would affect first.\u003c/p>\n\u003cp>“Obviously we all want cleaner air, but this would be catastrophic to the industry,” he said. “We’re operating in an already challenging environment. To add something else that is this drastic would be very harmful.”\u003c/p>\n\u003cp>California often leads the country in passing stringent emission-reduction standards. The new rule would lead to a transformation of the trucking industry, affecting about 1.8 million trucks on state roads. It builds on other mandates to reduce emissions in the transportation sector, including the \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">gas-powered car ban\u003c/a> adopted earlier this year and the \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-trucks\">clean trucks regulation\u003c/a> passed in 2020.\u003c/p>\n\u003cp>But environmental groups often say that while the air board’s regulations on the transportation industry are well-intentioned, they don’t go far enough to reduce the production or use of fossil fuels.\u003c/p>\n\u003cp>Andrea Vidaurre, policy analyst at The People’s Collective for Environmental Justice, said the effects of toxic diesel emissions from big rigs and other heavy-duty trucks in heavily polluted communities underscores the need for California to accelerate the transition. Diesel exhaust can \u003ca href=\"https://ww2.arb.ca.gov/resources/overview-diesel-exhaust-and-health\">lead to several health problems\u003c/a>, including asthma and other respiratory illnesses, and increase the risk of hospitalization and premature death, according to air board staff.\u003c/p>\n\u003cp>“Our communities who are majority immigrant and Black have to deal with higher levels of asthma, respiratory issues, cancers and literally shortened life because of the pollution caused by diesel trucks,” she told the board. “Please use this opportunity to transform this logistics system that historically has done so much harm. Its future doesn’t have to.\u003c/p>\n\u003cp>“Please strengthen the rule.”\u003c/p>\n\u003cp>The \u003ca href=\"https://calmatters.org/environment/2022/09/california-phase-out-diesel-trucks-zero-emission/\">gradual conversion of existing fleets\u003c/a> would apply only to federal agencies and “high-priority fleets,” which are owned or operated by companies with 50 or more trucks or $50 million or more in annual revenue. Also affected: trucks weighing 10,001 pounds or more and package delivery vehicles of 8,500 pounds or more, including U.S. Postal Service, FedEx, UPS and Amazon fleets.\u003c/p>\n\u003cp>These companies and federal agencies could comply in one of two ways. They could choose to purchase only zero-emission trucks beginning in 2024 while retiring diesel trucks at the end of their useful life, or decide to phase in zero-emission trucks as an increasing percentage of their total fleet. The second option would require starting with 10% of delivery trucks and other types that are the easiest to electrify in 2025, then ramping up to 100% between 2035 and 2042.[pullquote align=\"right\" size=\"medium\" citation=\"Liane Randolph, chair, California Air Resources Board\"]‘California is leading the transition to wide-scale electrification of trucks and buses. These actions can show the world how to simultaneously address the climate crisis, improve air quality and alleviate key concerns identified by communities.’[/pullquote]The transition to electric trucks for many fleet operators would begin as early as 2024. These trucks have the strictest timeline since they are among the easiest to electrify, including delivery and drayage trucks, which transport cargo at railways and ports in Los Angeles and Long Beach. New models would need to be zero-emission in 2024, while diesel and gas drayage trucks must retire after 18 years.\u003c/p>\n\u003cp>Drayage trucks are among the most suitable for electrification because they may not need a long range to transport cargo to and from their destinations, and may have more downtime for fueling, according to air board staff’s analysis.\u003c/p>\n\u003cp>But Cox, of Best Dayage, said the rule fails to consider drayage companies with daily haul ranges of 200 to 400 miles that don’t just operate at ports or rail yards, such as those that transport goods within the Central Valley. Cox said the high upfront cost of electric trucks and lack of available models also worry drivers, who may not feel confident that the technology can improve before the mandate goes into effect.\u003c/p>\n\u003cp>“Getting the cart before the horse isn’t going to help matters by forcing the purchase of a vehicle that doesn’t exist today,” he said. “This is both impractical and impossible to comply with.”\u003c/p>\n\u003cp>Chris Shimoda, senior vice president at the California Trucking Association, which represents truck drivers, said the heavy weight of electric truck batteries could force trucks to forgo around 8,000 pounds of their load capacity, increasing the need for more trucks and drivers to transport cargo at a time when the industry is already facing a worker shortage.\u003c/p>\n\u003ch2>Enough chargers and grid capacity?\u003c/h2>\n\u003cp>Just 1,943 zero-emission medium- and heavy-duty vehicles are on the state’s roads, and nearly all of them are buses. About 300 are zero-emission commercial trucks, and less than 90 are electric semi-trucks. The rule would add about 510,000 carbon-free medium- and heavy-duty vehicles to roads and highways in 2035, increasing to 1.2 million in 2045 and nearly 1.6 million in 2050.\u003c/p>\n\u003cp>To meet that demand, Shimoda said the state would need to install as many as 800 chargers per week to power truck fleets, representing anywhere from 64 to 158 megawatts of new charging capacity, or enough to power 118,000 households.\u003c/p>\n\u003cp>“We don’t even know that chargers are going to be in place in the next two years to have somewhere to plug in the trucks,” he added. “We can’t even lose time to charging if there’s nowhere to charge.”\u003c/p>\n\u003cp>Some board members questioned whether the California Public Utilities Commission was prepared to build out the necessary infrastructure and power grid improvements under the proposed timeline.\u003c/p>\n\u003cp>“This is really a very large undertaking,” said board vice chair Sandra Berg. “I’m trying to understand where the grid problems are going to be and how they can be resolved. How much time do we really need here?”\u003c/p>\n\u003cp>Air board member Daniel Sperling, who is also director of the Institute of Transportation Studies at UC Davis, echoed many of the concerns raised by the trucking industry about installing charging stations and making rapid grid improvements.\u003c/p>\n\u003cp>“I’m having the same whiplash experience that so many fleets have been talking about — the challenges they’re having and getting hooked up to the infrastructure,” he said. “Why are we hearing from these fleets — some of them are saying that they’re not even being given a timeline for when the infrastructure will be in place.”\u003c/p>\n\u003cp>Yulia Shmidt, an analyst for the Public Advocates Office at the California Public Utilities Commission, assured the board that the agency was making significant investments in grid upgrades.\u003c/p>\n\u003cp>“That is certainly a concern that we are deeply thinking about and that is why we’re looking at the forecast to see where the new load may come from so that we can trigger upgrades in those areas if they’re needed,” she said.\u003c/p>\n\u003cp>Many truck drivers at the hearing called the proposal unfair due to the high costs of purchasing an electric truck compared to that of a traditional diesel truck.[pullquote align=\"right\" size=\"medium\" citation=\"Jeff Cox, truck driver, Best Drayage\"]‘Obviously we all want cleaner air, but this would be catastrophic to the industry. We’re operating in an already challenging environment. To add something else that is this drastic would be very harmful.’[/pullquote]Air board staff estimate that truck drivers and companies would pay higher upfront vehicle prices now but expect those costs to go down as more models enter the market, eventually bringing the cost down to that of a conventional truck.\u003c/p>\n\u003cp>When comparing diesel and electric trucks in 2035, staff project that buying and operating an electric semi-truck over its life span, for example, could range between $765,000 and $1.1 million compared to a gas or diesel truck, which could cost between $919,000 and $1.2 million. These totals exclude state and federal subsidies that some companies could receive to help them pay for a truck.\u003c/p>\n\u003cp>Staff also said lower maintenance and operational costs would save fleet operators money over time.\u003c/p>\n\u003cp>Though trucks represent just 2 million of the 30 million registered vehicles in the state, they are the largest single source of air pollution from vehicles. \u003ca href=\"https://ww2.arb.ca.gov/news/california-takes-bold-step-reduce-truck-pollution\">Heavy-duty trucks spew 70% of the state’s smog-forming gases and 80% of carcinogenic diesel pollutants\u003c/a>, according to the air board.\u003c/p>\n\u003cp>Air board member and Democratic state Sen. Connie Leyva of Chino acknowledged the disproportionate air pollution toll many communities have faced and the state’s role in that inequity.\u003c/p>\n\u003cp>“This is probably a little inappropriate, but my takeaway was that we do bad s— to poor people,” she said. “Most of what’s happening is happening in poor areas of the state.”\u003c/p>\n\u003cp>Sam Wilson, senior vehicles analyst with the Union of Concerned Scientists, a science advocacy organization, said the air board needs to tighten the rule to get more emission reductions from the most polluting trucks to avoid the damaging effects of diesel exhaust.\u003c/p>\n\u003ch2>Speeding up rules for big trucks?\u003c/h2>\n\u003cp>The proposal has different deadlines for phasing in new sales of electric models, varying based on the size and type of truck, until all are electric by 2042. In addition, the requirements for converting fleets would not apply to smaller companies that operate fewer than 50 trucks, unless they were using a larger company’s trucks. They could keep their trucks as long as they want under the proposal, although their new purchases would have to be zero-emission by 2040.\u003c/p>\n\u003cp>Wilson said the requirement for fleet operators who manage some of the largest and most polluting trucks — such as long-haulers, big rigs and semis — should be put on a faster electrification timeline, with a phase-in starting date in 2027 rather than 2030.\u003c/p>\n\u003cfigure id=\"attachment_11930567\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11930567\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/GettyImages-1396887368-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-2048x1152.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1920x1080.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Close-up of a hydrogen fuel cell truck driving on a road. According to the California Air Resources Board, heavy-duty fossil-fuel trucks spew 70% of the state’s smog-forming gases and 80% of carcinogenic diesel pollutants. \u003ccite>(Aranga87/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also said the proposal threshold of 50 trucks should be lowered to 10 trucks for these fleet operators, given the outsized role large trucks have in emitting deadly soot pollution. A fleet of 10 tractor trucks emits about three times as much nitrogen oxide — a smog-forming pollutant — and about the same amount of fine particulate pollution as a fleet of 50 delivery vans, according to air board staff’s estimates.\u003c/p>\n\u003cp>“There’s a difference in the amount of pollution that is emitted between a plumbing company that has 50 vans, for example, and a hauling company that has 50 tractor trucks,” he said. “In order to account for this, a fleet of tractor trucks should have a compliance threshold of 10 rather than 50 just to account for the extremely disproportionate impact that they have.”\u003c/p>\n\u003cp>Randolph, the board chair, said it would be “counterproductive” to pursue some actions that environmentalists were calling for, including reducing the fleet size or moving up timelines for some truck classifications, suggesting that it “might create more burden than is necessary” for the trucking industry. She did, however, support the idea of moving up the manufacturer production timeline, which many board members also agreed with. The board directed staff to assess that possibility and other changes to the rule to address charging, grid and vehicle availability challenges.\u003c/p>\n\u003cp>“We as a board should discuss the possibility of an earlier 100% sales to 2036 and really push manufacturers to step up and make these vehicles available,” she added.\u003c/p>\n\u003ch2 id=\"h-other-states-set-to-follow\">Other states set to follow?\u003c/h2>\n\u003cp>A coalition of representatives from several states, including New York, Washington, Wisconsin and Connecticut, urged the board to adopt the rule and said they would move to implement it in their states, too.\u003c/p>\n\u003cp>“The board’s approval of the advanced clean-fleet regulations will enable New York and other states to adopt those regulations to support the needed transition to zero-emission transportation and cleaner, healthier communities,” said Jared Snyder, deputy commissioner for air resources, climate change and energy at the New York State Department of Environmental Conservation.\u003c/p>\n\u003cp>Although California legislators have no direct say over whether the board adopts the rule, dozens of lawmakers weighed in on the proposal — and vastly disagreed about it.\u003c/p>\n\u003cp>In a \u003ca href=\"https://static1.squarespace.com/static/60e541a40b8cea368db30028/t/634f1ddfaa801124f1e2f949/1666129376617/FINAL+Advance+Clean+Fleet+Rule+Leg+Letter+Signed+-+10.17.22+Final.pdf\">letter to the air board (PDF)\u003c/a>, a group of state legislators, including Democratic Sens. Nancy Skinner of Berkeley and Josh Becker of Menlo Park, and Assemblymember Cristina Garcia of Bell Gardens, agreed with environmentalists. They note that these changes are achievable due to this year’s massive $54 billion climate investment, which includes \u003ca href=\"https://www.gov.ca.gov/2022/01/26/governor-newsom-outlines-historic-10-billion-zero-emission-vehicle-package-to-lead-the-worlds-transition-to-clean-energy-combat-climate-change/\">$10 billion in state funding to rapidly deploy electric vehicles and charging stations\u003c/a>.\u003c/p>\n\u003cp>The climate package allocates billions for electrifying medium- and heavy-duty trucks, including $1.1 billion for zero-emission trucks, buses, off-road equipment and fueling infrastructure and $400 million for charging stations at ports. Truck drivers and companies could receive additional benefits through the federal Inflation Reduction Act, which includes a 30% tax credit for zero-emission commercial vehicles and charging stations.\u003c/p>\n\u003cp>But in \u003ca href=\"https://www.arb.ca.gov/lispub/comm/iframe_bccomdisp.php?listname=acf2022&comment_num=96&virt_num=85\">a separate statement\u003c/a>, some legislators including Democratic Assemblymembers Blanca Rubio of Baldwin Park, Carlos Villapudua of Stockton and Rudy Salas of Bakersfield — especially those from rural areas or with high concentrations of fleet operators in their districts — sided with the trucking industry, saying the proposal is too “aggressive” and places many financial burdens on fleet operators. They also said the plan fails to address many technical challenges, such as the toll electric trucks will have on the grid as power demand grows, and the fast-charging needs of heavy-duty rental vehicles like water and dump trucks that operate in remote locations.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[aside postID=news_11735237 hero='https://ww2.kqed.org/app/uploads/sites/10/2022/02/RS53159_013_Richmond_ChevronRefinery_01132022-qut-1020x680.jpg']\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>[aside label='Related Articles' tag='Main Topic']\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "There's fiery opposition from environmentalists and truckers as state regulators consider a proposal to ban gas-fueled truck sales and make large trucking firms convert to electric within two decades.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Environmentalists and trucking industry groups sparred\u003cstrong> \u003c/strong>with clean air regulators today over a \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/regact/2022/acf22/isor2.pdf\">contentious proposal (PDF)\u003c/a> to phase out California’s big rigs and other trucks with internal combustion engines, and force manufacturers to speed mass-production of electric trucks.\u003c/p>\n\u003cp>The California Air Resources Board held its first public hearing on rules that would ban manufacturers from selling any new fossil-fueled medium-duty and heavy-duty trucks by 2040. The new rules would also require large trucking companies to convert their fleets to electric models, buying more over time until all are zero-emission by 2042. The move is part of the state’s wider strategy to end its reliance on fossil fuels and cut planet-warming emissions.\u003c/p>\n\u003cp>“California is leading the transition to wide-scale electrification of trucks and buses,” said board chair Liane Randolph. “These actions can show the world how to simultaneously address the climate crisis, improve air quality and alleviate key concerns identified by communities.”\u003c/p>\n\u003cp>The proposed regulation received fiery criticism from both sides, as 167 members of the public lined up to speak at today’s hearing — which started at 9 a.m. and lasted well into the night.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Environmentalists and public health groups called for a tougher rule that would speed up the 100% electric truck sales requirement to 2036 instead of 2040, while trucking companies said the proposal ignores concerns about electric vehicle costs and technology, lack of infrastructure and the loss of good-paying jobs.\u003c/p>\n\u003cp>The Air Resources Board is expected to hold a second hearing on the proposal and vote in the spring.\u003c/p>\n\u003cp>Jeff Cox, a truck driver of 24 years and owner of the Madera-based trucking company Best Drayage, worries the rule could drive many family-owned fleet operators out of business — especially those with certain types of trucks that the regulation would affect first.\u003c/p>\n\u003cp>“Obviously we all want cleaner air, but this would be catastrophic to the industry,” he said. “We’re operating in an already challenging environment. To add something else that is this drastic would be very harmful.”\u003c/p>\n\u003cp>California often leads the country in passing stringent emission-reduction standards. The new rule would lead to a transformation of the trucking industry, affecting about 1.8 million trucks on state roads. It builds on other mandates to reduce emissions in the transportation sector, including the \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">gas-powered car ban\u003c/a> adopted earlier this year and the \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-trucks\">clean trucks regulation\u003c/a> passed in 2020.\u003c/p>\n\u003cp>But environmental groups often say that while the air board’s regulations on the transportation industry are well-intentioned, they don’t go far enough to reduce the production or use of fossil fuels.\u003c/p>\n\u003cp>Andrea Vidaurre, policy analyst at The People’s Collective for Environmental Justice, said the effects of toxic diesel emissions from big rigs and other heavy-duty trucks in heavily polluted communities underscores the need for California to accelerate the transition. Diesel exhaust can \u003ca href=\"https://ww2.arb.ca.gov/resources/overview-diesel-exhaust-and-health\">lead to several health problems\u003c/a>, including asthma and other respiratory illnesses, and increase the risk of hospitalization and premature death, according to air board staff.\u003c/p>\n\u003cp>“Our communities who are majority immigrant and Black have to deal with higher levels of asthma, respiratory issues, cancers and literally shortened life because of the pollution caused by diesel trucks,” she told the board. “Please use this opportunity to transform this logistics system that historically has done so much harm. Its future doesn’t have to.\u003c/p>\n\u003cp>“Please strengthen the rule.”\u003c/p>\n\u003cp>The \u003ca href=\"https://calmatters.org/environment/2022/09/california-phase-out-diesel-trucks-zero-emission/\">gradual conversion of existing fleets\u003c/a> would apply only to federal agencies and “high-priority fleets,” which are owned or operated by companies with 50 or more trucks or $50 million or more in annual revenue. Also affected: trucks weighing 10,001 pounds or more and package delivery vehicles of 8,500 pounds or more, including U.S. Postal Service, FedEx, UPS and Amazon fleets.\u003c/p>\n\u003cp>These companies and federal agencies could comply in one of two ways. They could choose to purchase only zero-emission trucks beginning in 2024 while retiring diesel trucks at the end of their useful life, or decide to phase in zero-emission trucks as an increasing percentage of their total fleet. The second option would require starting with 10% of delivery trucks and other types that are the easiest to electrify in 2025, then ramping up to 100% between 2035 and 2042.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The transition to electric trucks for many fleet operators would begin as early as 2024. These trucks have the strictest timeline since they are among the easiest to electrify, including delivery and drayage trucks, which transport cargo at railways and ports in Los Angeles and Long Beach. New models would need to be zero-emission in 2024, while diesel and gas drayage trucks must retire after 18 years.\u003c/p>\n\u003cp>Drayage trucks are among the most suitable for electrification because they may not need a long range to transport cargo to and from their destinations, and may have more downtime for fueling, according to air board staff’s analysis.\u003c/p>\n\u003cp>But Cox, of Best Dayage, said the rule fails to consider drayage companies with daily haul ranges of 200 to 400 miles that don’t just operate at ports or rail yards, such as those that transport goods within the Central Valley. Cox said the high upfront cost of electric trucks and lack of available models also worry drivers, who may not feel confident that the technology can improve before the mandate goes into effect.\u003c/p>\n\u003cp>“Getting the cart before the horse isn’t going to help matters by forcing the purchase of a vehicle that doesn’t exist today,” he said. “This is both impractical and impossible to comply with.”\u003c/p>\n\u003cp>Chris Shimoda, senior vice president at the California Trucking Association, which represents truck drivers, said the heavy weight of electric truck batteries could force trucks to forgo around 8,000 pounds of their load capacity, increasing the need for more trucks and drivers to transport cargo at a time when the industry is already facing a worker shortage.\u003c/p>\n\u003ch2>Enough chargers and grid capacity?\u003c/h2>\n\u003cp>Just 1,943 zero-emission medium- and heavy-duty vehicles are on the state’s roads, and nearly all of them are buses. About 300 are zero-emission commercial trucks, and less than 90 are electric semi-trucks. The rule would add about 510,000 carbon-free medium- and heavy-duty vehicles to roads and highways in 2035, increasing to 1.2 million in 2045 and nearly 1.6 million in 2050.\u003c/p>\n\u003cp>To meet that demand, Shimoda said the state would need to install as many as 800 chargers per week to power truck fleets, representing anywhere from 64 to 158 megawatts of new charging capacity, or enough to power 118,000 households.\u003c/p>\n\u003cp>“We don’t even know that chargers are going to be in place in the next two years to have somewhere to plug in the trucks,” he added. “We can’t even lose time to charging if there’s nowhere to charge.”\u003c/p>\n\u003cp>Some board members questioned whether the California Public Utilities Commission was prepared to build out the necessary infrastructure and power grid improvements under the proposed timeline.\u003c/p>\n\u003cp>“This is really a very large undertaking,” said board vice chair Sandra Berg. “I’m trying to understand where the grid problems are going to be and how they can be resolved. How much time do we really need here?”\u003c/p>\n\u003cp>Air board member Daniel Sperling, who is also director of the Institute of Transportation Studies at UC Davis, echoed many of the concerns raised by the trucking industry about installing charging stations and making rapid grid improvements.\u003c/p>\n\u003cp>“I’m having the same whiplash experience that so many fleets have been talking about — the challenges they’re having and getting hooked up to the infrastructure,” he said. “Why are we hearing from these fleets — some of them are saying that they’re not even being given a timeline for when the infrastructure will be in place.”\u003c/p>\n\u003cp>Yulia Shmidt, an analyst for the Public Advocates Office at the California Public Utilities Commission, assured the board that the agency was making significant investments in grid upgrades.\u003c/p>\n\u003cp>“That is certainly a concern that we are deeply thinking about and that is why we’re looking at the forecast to see where the new load may come from so that we can trigger upgrades in those areas if they’re needed,” she said.\u003c/p>\n\u003cp>Many truck drivers at the hearing called the proposal unfair due to the high costs of purchasing an electric truck compared to that of a traditional diesel truck.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Air board staff estimate that truck drivers and companies would pay higher upfront vehicle prices now but expect those costs to go down as more models enter the market, eventually bringing the cost down to that of a conventional truck.\u003c/p>\n\u003cp>When comparing diesel and electric trucks in 2035, staff project that buying and operating an electric semi-truck over its life span, for example, could range between $765,000 and $1.1 million compared to a gas or diesel truck, which could cost between $919,000 and $1.2 million. These totals exclude state and federal subsidies that some companies could receive to help them pay for a truck.\u003c/p>\n\u003cp>Staff also said lower maintenance and operational costs would save fleet operators money over time.\u003c/p>\n\u003cp>Though trucks represent just 2 million of the 30 million registered vehicles in the state, they are the largest single source of air pollution from vehicles. \u003ca href=\"https://ww2.arb.ca.gov/news/california-takes-bold-step-reduce-truck-pollution\">Heavy-duty trucks spew 70% of the state’s smog-forming gases and 80% of carcinogenic diesel pollutants\u003c/a>, according to the air board.\u003c/p>\n\u003cp>Air board member and Democratic state Sen. Connie Leyva of Chino acknowledged the disproportionate air pollution toll many communities have faced and the state’s role in that inequity.\u003c/p>\n\u003cp>“This is probably a little inappropriate, but my takeaway was that we do bad s— to poor people,” she said. “Most of what’s happening is happening in poor areas of the state.”\u003c/p>\n\u003cp>Sam Wilson, senior vehicles analyst with the Union of Concerned Scientists, a science advocacy organization, said the air board needs to tighten the rule to get more emission reductions from the most polluting trucks to avoid the damaging effects of diesel exhaust.\u003c/p>\n\u003ch2>Speeding up rules for big trucks?\u003c/h2>\n\u003cp>The proposal has different deadlines for phasing in new sales of electric models, varying based on the size and type of truck, until all are electric by 2042. In addition, the requirements for converting fleets would not apply to smaller companies that operate fewer than 50 trucks, unless they were using a larger company’s trucks. They could keep their trucks as long as they want under the proposal, although their new purchases would have to be zero-emission by 2040.\u003c/p>\n\u003cp>Wilson said the requirement for fleet operators who manage some of the largest and most polluting trucks — such as long-haulers, big rigs and semis — should be put on a faster electrification timeline, with a phase-in starting date in 2027 rather than 2030.\u003c/p>\n\u003cfigure id=\"attachment_11930567\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11930567\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/GettyImages-1396887368-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-2048x1152.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1920x1080.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Close-up of a hydrogen fuel cell truck driving on a road. According to the California Air Resources Board, heavy-duty fossil-fuel trucks spew 70% of the state’s smog-forming gases and 80% of carcinogenic diesel pollutants. \u003ccite>(Aranga87/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also said the proposal threshold of 50 trucks should be lowered to 10 trucks for these fleet operators, given the outsized role large trucks have in emitting deadly soot pollution. A fleet of 10 tractor trucks emits about three times as much nitrogen oxide — a smog-forming pollutant — and about the same amount of fine particulate pollution as a fleet of 50 delivery vans, according to air board staff’s estimates.\u003c/p>\n\u003cp>“There’s a difference in the amount of pollution that is emitted between a plumbing company that has 50 vans, for example, and a hauling company that has 50 tractor trucks,” he said. “In order to account for this, a fleet of tractor trucks should have a compliance threshold of 10 rather than 50 just to account for the extremely disproportionate impact that they have.”\u003c/p>\n\u003cp>Randolph, the board chair, said it would be “counterproductive” to pursue some actions that environmentalists were calling for, including reducing the fleet size or moving up timelines for some truck classifications, suggesting that it “might create more burden than is necessary” for the trucking industry. She did, however, support the idea of moving up the manufacturer production timeline, which many board members also agreed with. The board directed staff to assess that possibility and other changes to the rule to address charging, grid and vehicle availability challenges.\u003c/p>\n\u003cp>“We as a board should discuss the possibility of an earlier 100% sales to 2036 and really push manufacturers to step up and make these vehicles available,” she added.\u003c/p>\n\u003ch2 id=\"h-other-states-set-to-follow\">Other states set to follow?\u003c/h2>\n\u003cp>A coalition of representatives from several states, including New York, Washington, Wisconsin and Connecticut, urged the board to adopt the rule and said they would move to implement it in their states, too.\u003c/p>\n\u003cp>“The board’s approval of the advanced clean-fleet regulations will enable New York and other states to adopt those regulations to support the needed transition to zero-emission transportation and cleaner, healthier communities,” said Jared Snyder, deputy commissioner for air resources, climate change and energy at the New York State Department of Environmental Conservation.\u003c/p>\n\u003cp>Although California legislators have no direct say over whether the board adopts the rule, dozens of lawmakers weighed in on the proposal — and vastly disagreed about it.\u003c/p>\n\u003cp>In a \u003ca href=\"https://static1.squarespace.com/static/60e541a40b8cea368db30028/t/634f1ddfaa801124f1e2f949/1666129376617/FINAL+Advance+Clean+Fleet+Rule+Leg+Letter+Signed+-+10.17.22+Final.pdf\">letter to the air board (PDF)\u003c/a>, a group of state legislators, including Democratic Sens. Nancy Skinner of Berkeley and Josh Becker of Menlo Park, and Assemblymember Cristina Garcia of Bell Gardens, agreed with environmentalists. They note that these changes are achievable due to this year’s massive $54 billion climate investment, which includes \u003ca href=\"https://www.gov.ca.gov/2022/01/26/governor-newsom-outlines-historic-10-billion-zero-emission-vehicle-package-to-lead-the-worlds-transition-to-clean-energy-combat-climate-change/\">$10 billion in state funding to rapidly deploy electric vehicles and charging stations\u003c/a>.\u003c/p>\n\u003cp>The climate package allocates billions for electrifying medium- and heavy-duty trucks, including $1.1 billion for zero-emission trucks, buses, off-road equipment and fueling infrastructure and $400 million for charging stations at ports. Truck drivers and companies could receive additional benefits through the federal Inflation Reduction Act, which includes a 30% tax credit for zero-emission commercial vehicles and charging stations.\u003c/p>\n\u003cp>But in \u003ca href=\"https://www.arb.ca.gov/lispub/comm/iframe_bccomdisp.php?listname=acf2022&comment_num=96&virt_num=85\">a separate statement\u003c/a>, some legislators including Democratic Assemblymembers Blanca Rubio of Baldwin Park, Carlos Villapudua of Stockton and Rudy Salas of Bakersfield — especially those from rural areas or with high concentrations of fleet operators in their districts — sided with the trucking industry, saying the proposal is too “aggressive” and places many financial burdens on fleet operators. They also said the plan fails to address many technical challenges, such as the toll electric trucks will have on the grid as power demand grows, and the fast-charging needs of heavy-duty rental vehicles like water and dump trucks that operate in remote locations.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cb>California Tech and Politics News\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">House Speaker Nancy Pelosi’s husband, Paul Pelosi, is in the hospital tonight following a shocking attack this morning at their San Francisco home. With the suspect in custody, we examine whether it’s indicative of an increasingly violent political climate. Also, with Election Day less than two weeks away, Republicans are gaining momentum in congressional elections across the state. Inflation and the economy are top concerns for many voters. Will economic concerns tip the scales in California’s congressional races? Plus, Elon Musk completes his highly publicized takeover of Twitter. What does this mean for the future of the platform? We consider all this and more with our panel of reporters.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Carla Marinucci, former Politico senior political writer\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Jeremy C. Owens, MarketWatch San Francisco bureau chief\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Earthquake Early Warning System\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">On Tuesday, the Bay Area was shaken by a 5.1 magnitude earthquake just outside of San Jos\u003c/span>\u003cspan style=\"font-weight: 400\">é\u003c/span>\u003cspan style=\"font-weight: 400\">. The quake came just a few days after the anniversary of the 1989 Loma Prieta earthquake.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Many Bay Area residents received advanced warning right on their smartphones through the MyShake app. The app was created by the Berkeley Seismology Lab and is designed to alert users of an earthquake before they feel it. We’ll talk to its creator, Professor Richard Allen, director of the Seismology Lab, about how it works.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Something Beautiful: Oakland Aviation Museum\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">One hundred years ago, air travel was just taking off. The Boeing School of Aeronautics opened in 1929, at the Oakland Airport, to compete with flight schools in Southern California. The school has since been transformed into the Oakland Aviation Museum to preserve the East Bay’s history of flight, and it’s tonight’s look at Something Beautiful. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>California Tech and Politics News\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">House Speaker Nancy Pelosi’s husband, Paul Pelosi, is in the hospital tonight following a shocking attack this morning at their San Francisco home. With the suspect in custody, we examine whether it’s indicative of an increasingly violent political climate. Also, with Election Day less than two weeks away, Republicans are gaining momentum in congressional elections across the state. Inflation and the economy are top concerns for many voters. Will economic concerns tip the scales in California’s congressional races? Plus, Elon Musk completes his highly publicized takeover of Twitter. What does this mean for the future of the platform? We consider all this and more with our panel of reporters.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Carla Marinucci, former Politico senior political writer\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Jeremy C. Owens, MarketWatch San Francisco bureau chief\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Earthquake Early Warning System\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">On Tuesday, the Bay Area was shaken by a 5.1 magnitude earthquake just outside of San Jos\u003c/span>\u003cspan style=\"font-weight: 400\">é\u003c/span>\u003cspan style=\"font-weight: 400\">. The quake came just a few days after the anniversary of the 1989 Loma Prieta earthquake.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Many Bay Area residents received advanced warning right on their smartphones through the MyShake app. The app was created by the Berkeley Seismology Lab and is designed to alert users of an earthquake before they feel it. We’ll talk to its creator, Professor Richard Allen, director of the Seismology Lab, about how it works.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Something Beautiful: Oakland Aviation Museum\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">One hundred years ago, air travel was just taking off. The Boeing School of Aeronautics opened in 1929, at the Oakland Airport, to compete with flight schools in Southern California. The school has since been transformed into the Oakland Aviation Museum to preserve the East Bay’s history of flight, and it’s tonight’s look at Something Beautiful. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "New California Law Targets Inequity in Cancer Care. Some Say It Doesn't Go Far Enough",
"title": "New California Law Targets Inequity in Cancer Care. Some Say It Doesn't Go Far Enough",
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"content": "\u003cp>Cancer is the second-leading cause of death in California, behind only heart disease. This year alone, the state will tally an estimated \u003ca href=\"https://cancerstatisticscenter.cancer.org/#!/state/California\">189,000 new cancer cases\u003c/a> and close to 61,000 deaths.\u003c/p>\n\u003cp>Yet while patients often need specialists, treatments and the chance to participate in clinical trials, that access is not equitable throughout the state. It typically depends on where patients live, and sometimes on their health insurance.\u003c/p>\n\u003cp>Cancer patients with lower incomes — and especially those in rural places — \u003ca href=\"https://www.cancer.gov/news-events/cancer-currents-blog/2020/persistent-poverty-increased-cancer-death-risk#:~:text=A%20new%20study%20by%20NCI,than%20people%20in%20other%20counties.\">tend to fare worse\u003c/a>. \u003ca href=\"https://escholarship.org/content/qt8xc078vj/qt8xc078vj_noSplash_451b26b4f066a1cfb27ba71f52096a73.pdf?t=nxk0lm\">Studies have shown (PDF)\u003c/a> that patients with Medi-Cal, the health insurance program for residents with lower incomes, are less likely to get the recommended treatment and have lower cancer survival rates compared to people with private insurance.\u003c/p>\n\u003cp>This disparity is at the crux of a California bill recently signed into law by Gov. Gavin Newsom that supporters say will make it at least a little easier for Medi-Cal patients to access cancer subspecialists, treatments and clinical trials.[pullquote size=\"medium\" align=\"right\" citation=\"Linda Nguy, policy advocate, Western Center on Law and Poverty\"]'Actually requiring plans [to contract with cancer centers] — that would have brought some meat to the table. From our understanding, plans already make efforts to contract with as many providers as possible, but it comes down to a reimbursement issue.'[/pullquote]\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB987\">The new law\u003c/a>, which goes into effect in January, requires Medi-Cal insurance plans to “make a good faith effort” to contract with \u003ca href=\"https://www.cancer.gov/research/infrastructure/cancer-centers\">cancer centers recognized by the National Cancer Institute\u003c/a> — which often have access to the latest treatments — or other qualifying cancer centers.\u003c/p>\n\u003cp>Authored by Democratic \u003ca href=\"https://calmatters.org/legislator-tracker/anthony-portantino-1961/\">Sen. Anthony Portantino\u003c/a> of Glendale, it was originally drafted to mandate that Medi-Cal plans add at least one of these cancer centers to their provider networks, but negotiations resulted in a scaled-back version, only requiring health plans to \u003cem>try\u003c/em> to add a cancer center.\u003c/p>\n\u003cp>The law also requires Medi-Cal plans to notify enrollees with complex cancers about their right to request a referral to any of these centers, even if it’s out of their plan’s network. Whether a patient can be treated at one of these centers, however, depends on whether the plan and the out-of-network provider can hash out a payment deal. This referral notification, supporters say, is critical: Patients can’t ask for something they don’t know is an option.\u003c/p>\n\u003cp>Supporters say that even if limited, this law will be an important step toward helping cancer patients with lower incomes get specialized care.\u003c/p>\n\u003cp>“I think making incremental change has the ability to save lives and that’s what we’re trying to do here,” Portantino said.\u003c/p>\n\u003cp>Too often patients from underserved communities arrive at these specialized cancer centers very late after their diagnoses, said Dr. Joseph Alvarnas, hematologist-oncologist and vice president of government affairs at \u003ca href=\"https://www.cityofhope.org/\">City of Hope\u003c/a>, one of eight California cancer centers with a National Cancer Institute designation, and a sponsor of the law.\u003c/p>\n\u003cp>“The conversation begins with, ‘If I could only have gotten here sooner,’ or ‘My family and I fought tooth-and-nail to get here,’” he said.\u003c/p>\n\u003cp>Alvarnas said that, historically, City of Hope used to see more Medi-Cal patients, but that changed as the state has largely moved its Medi-Cal program from a fee-for-service model (in which patients could see any provider who accepted Medi-Cal and the state paid providers for each service rendered) to managed care (considered a more cost-effective model, in which the state pays health insurance companies a fixed amount per enrollee).\u003c/p>\n\u003cp>“In managed care, part of the way that model works is it includes narrower clinician networks and more limited hospital choices,” Alvarnas said. “If you have high blood pressure or you’ve got a condition that can be cared for by many types of doctors, that’s an OK model.\u003c/p>\n\u003cp>“But when it comes to cancer care, your network of clinicians may not have an expert in leukemia or relapsed myeloma.”\u003c/p>\n\u003cp>Hospitals sometimes must send some of their sickest patients to cancer centers like City of Hope — as was the case for Patrick Nandy of Whittier. In 2008, during his senior year of college, he was diagnosed with acute lymphoblastic leukemia, a cancer of the blood and bone marrow that can progress very quickly. Nandy said that when oncologists at St. Jude Medical Center could no longer treat him, he was transferred to City of Hope, where he participated in a chemotherapy clinical trial and a cord blood stem cell transplant.\u003c/p>\n\u003cp>“I think about how lucky I am,” Nandy said. “Doctors said two more weeks and I probably would have been gone.”\u003c/p>\n\u003cp>These are the types of therapies that should be available to all patients with complex or aggressive cancers, but that’s not always the case, Alvarnas said.\u003c/p>\n\u003cp>A \u003ca href=\"https://escholarship.org/content/qt8xc078vj/qt8xc078vj_noSplash_451b26b4f066a1cfb27ba71f52096a73.pdf?t=nxk0lm\">2015 analysis by the University of California, Davis (PDF)\u003c/a> found worse outcomes for cancer patients with Medi-Cal compared to people with other types of insurance. Among some of the findings: Thirty-nine percent of breast cancer patients on Medi-Cal were diagnosed at an early stage compared to 61% of those who were privately insured.\u003c/p>\n\u003cp>The study also found Medi-Cal patients diagnosed with early stage lung cancer had a 48% five-year survival rate, lower than the 65% five-year survival rate for those with private insurance. Medi-Cal patients also were less likely to receive the necessary therapies or treatments for several cancer types.\u003c/p>\n\u003cp>The law will apply to people with rare or complex cancers, including advanced stage brain cancer, lung cancer, colorectal cancer, leukemia and lymphoma, among others, Alvarnas said. The sought- after treatment and research centers include City of Hope, University of California comprehensive cancer centers, the Stanford Cancer Institute, as well as a number of Kaiser Permanente sites and the Cedars-Sinai Cancer Institute.\u003c/p>\n\u003cp>While the law as passed had no registered opposition, it was watered down during negotiations involving providers, health plans and the California Department of Health Care Services, which oversees the Medi-Cal program.\u003c/p>\n\u003cp>\u003ca href=\"https://calmatters.org/wp-content/uploads/2022/06/SB-987-Portantino-Author-OPPOSE-4.12.22.pdf\">Health insurance plans initially opposed Portantino’s bill (PDF)\u003c/a> because requiring plans to contract with centers, they warned, comes with new administrative hurdles that could disrupt or delay patient care.[pullquote size=\"medium\" align=\"right\" citation=\"Dr. Joseph Alvarnas, vice president of government affairs, City of Hope\"]'The state has worked very hard over the last decade to improve health care coverage. The issue, though, is there's a gulf between coverage and real access, because there is also a focus by the state to make sure that health care costs are somewhat controlled.'[/pullquote]\u003c/p>\n\u003cp>Linda Nguy, an advocate with the Western Center on Law and Poverty, said her organization withdrew its support after the bill was narrowed. “Actually requiring plans [to contract with cancer centers] — that would have brought some meat to the table,” Nguy said. “From our understanding, plans already make efforts to contract with as many providers as possible, but it comes down to a reimbursement issue.”\u003c/p>\n\u003cp>Medi-Cal, which covers about a third of Californians, pays providers \u003ca href=\"https://www.urban.org/sites/default/files/publication/88836/2001180-medicaid-physician-fees-after-the-aca-primary-care-fee-bump_0.pdf\">a lower rate than other insurance types (PDF)\u003c/a>. While lower reimbursement rates make the program \u003ca href=\"https://www.cbpp.org/research/health/frequently-asked-questions-about-medicaid\">more cost-efficient\u003c/a>, \u003ca href=\"https://www.healthaffairs.org/do/10.1377/forefront.20190401.678690/full/\">low payments can deter providers\u003c/a> from participating in Medi-Cal.\u003c/p>\n\u003cp>The debate over cancer care equity shows the complexities of achieving true access even in a state that has expanded insurance coverage to more people. California is scheduled to become the first state in the country to offer Medi-Cal coverage to all income-eligible people regardless of immigration status. Last week, Gov. Gavin Newsom’s office announced that \u003ca href=\"https://www.gov.ca.gov/2022/10/19/medi-cal-expansion-provided-286000-undocumented-californians-with-comprehensive-health-care/#:~:text=SACRAMENTO%20%E2%80%93%20Today%2C%20Governor%20Gavin%20Newsom,years%20of%20age%20and%20older%2C\">286,000 undocumented people age 50 and older started to receive comprehensive coverage in May\u003c/a>. In 2024, California will open the Medi-Cal program to approximately 700,000 more people ages 26 to 49.\u003c/p>\n\u003cp>“The state has worked very hard over the last decade to improve health care coverage,” Alvarnas said. “The issue, though, is there’s a gulf between coverage and real access, because there is also a focus by the state to make sure that health care costs are somewhat controlled.”\u003c/p>\n\u003cp>While the bill fell short of what supporters initially aimed for, the work to make cancer care more easily accessible will continue, said Autumn Ogden-Smith, director of state legislation for the American Cancer Society Cancer Action Network, another sponsor of the bill. For instance, how to more easily get a patient into one of these cancer centers if they don’t live nearby is a priority, she said.\u003c/p>\n\u003cp>“If you pull up a map, you’ll see these centers tend to cover certain areas — San Diego, Los Angeles, San Francisco, Davis-Sacramento,” Ogden-Smith said. “We’re going to have to focus on how we get the people in Northern California and in the middle of the state” to cancer centers, she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Patients with lower incomes who need specialized cancer treatment often struggle to get it. Advocates say a new law is a small step toward improving services for them.",
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"title": "New California Law Targets Inequity in Cancer Care. Some Say It Doesn't Go Far Enough | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Cancer is the second-leading cause of death in California, behind only heart disease. This year alone, the state will tally an estimated \u003ca href=\"https://cancerstatisticscenter.cancer.org/#!/state/California\">189,000 new cancer cases\u003c/a> and close to 61,000 deaths.\u003c/p>\n\u003cp>Yet while patients often need specialists, treatments and the chance to participate in clinical trials, that access is not equitable throughout the state. It typically depends on where patients live, and sometimes on their health insurance.\u003c/p>\n\u003cp>Cancer patients with lower incomes — and especially those in rural places — \u003ca href=\"https://www.cancer.gov/news-events/cancer-currents-blog/2020/persistent-poverty-increased-cancer-death-risk#:~:text=A%20new%20study%20by%20NCI,than%20people%20in%20other%20counties.\">tend to fare worse\u003c/a>. \u003ca href=\"https://escholarship.org/content/qt8xc078vj/qt8xc078vj_noSplash_451b26b4f066a1cfb27ba71f52096a73.pdf?t=nxk0lm\">Studies have shown (PDF)\u003c/a> that patients with Medi-Cal, the health insurance program for residents with lower incomes, are less likely to get the recommended treatment and have lower cancer survival rates compared to people with private insurance.\u003c/p>\n\u003cp>This disparity is at the crux of a California bill recently signed into law by Gov. Gavin Newsom that supporters say will make it at least a little easier for Medi-Cal patients to access cancer subspecialists, treatments and clinical trials.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB987\">The new law\u003c/a>, which goes into effect in January, requires Medi-Cal insurance plans to “make a good faith effort” to contract with \u003ca href=\"https://www.cancer.gov/research/infrastructure/cancer-centers\">cancer centers recognized by the National Cancer Institute\u003c/a> — which often have access to the latest treatments — or other qualifying cancer centers.\u003c/p>\n\u003cp>Authored by Democratic \u003ca href=\"https://calmatters.org/legislator-tracker/anthony-portantino-1961/\">Sen. Anthony Portantino\u003c/a> of Glendale, it was originally drafted to mandate that Medi-Cal plans add at least one of these cancer centers to their provider networks, but negotiations resulted in a scaled-back version, only requiring health plans to \u003cem>try\u003c/em> to add a cancer center.\u003c/p>\n\u003cp>The law also requires Medi-Cal plans to notify enrollees with complex cancers about their right to request a referral to any of these centers, even if it’s out of their plan’s network. Whether a patient can be treated at one of these centers, however, depends on whether the plan and the out-of-network provider can hash out a payment deal. This referral notification, supporters say, is critical: Patients can’t ask for something they don’t know is an option.\u003c/p>\n\u003cp>Supporters say that even if limited, this law will be an important step toward helping cancer patients with lower incomes get specialized care.\u003c/p>\n\u003cp>“I think making incremental change has the ability to save lives and that’s what we’re trying to do here,” Portantino said.\u003c/p>\n\u003cp>Too often patients from underserved communities arrive at these specialized cancer centers very late after their diagnoses, said Dr. Joseph Alvarnas, hematologist-oncologist and vice president of government affairs at \u003ca href=\"https://www.cityofhope.org/\">City of Hope\u003c/a>, one of eight California cancer centers with a National Cancer Institute designation, and a sponsor of the law.\u003c/p>\n\u003cp>“The conversation begins with, ‘If I could only have gotten here sooner,’ or ‘My family and I fought tooth-and-nail to get here,’” he said.\u003c/p>\n\u003cp>Alvarnas said that, historically, City of Hope used to see more Medi-Cal patients, but that changed as the state has largely moved its Medi-Cal program from a fee-for-service model (in which patients could see any provider who accepted Medi-Cal and the state paid providers for each service rendered) to managed care (considered a more cost-effective model, in which the state pays health insurance companies a fixed amount per enrollee).\u003c/p>\n\u003cp>“In managed care, part of the way that model works is it includes narrower clinician networks and more limited hospital choices,” Alvarnas said. “If you have high blood pressure or you’ve got a condition that can be cared for by many types of doctors, that’s an OK model.\u003c/p>\n\u003cp>“But when it comes to cancer care, your network of clinicians may not have an expert in leukemia or relapsed myeloma.”\u003c/p>\n\u003cp>Hospitals sometimes must send some of their sickest patients to cancer centers like City of Hope — as was the case for Patrick Nandy of Whittier. In 2008, during his senior year of college, he was diagnosed with acute lymphoblastic leukemia, a cancer of the blood and bone marrow that can progress very quickly. Nandy said that when oncologists at St. Jude Medical Center could no longer treat him, he was transferred to City of Hope, where he participated in a chemotherapy clinical trial and a cord blood stem cell transplant.\u003c/p>\n\u003cp>“I think about how lucky I am,” Nandy said. “Doctors said two more weeks and I probably would have been gone.”\u003c/p>\n\u003cp>These are the types of therapies that should be available to all patients with complex or aggressive cancers, but that’s not always the case, Alvarnas said.\u003c/p>\n\u003cp>A \u003ca href=\"https://escholarship.org/content/qt8xc078vj/qt8xc078vj_noSplash_451b26b4f066a1cfb27ba71f52096a73.pdf?t=nxk0lm\">2015 analysis by the University of California, Davis (PDF)\u003c/a> found worse outcomes for cancer patients with Medi-Cal compared to people with other types of insurance. Among some of the findings: Thirty-nine percent of breast cancer patients on Medi-Cal were diagnosed at an early stage compared to 61% of those who were privately insured.\u003c/p>\n\u003cp>The study also found Medi-Cal patients diagnosed with early stage lung cancer had a 48% five-year survival rate, lower than the 65% five-year survival rate for those with private insurance. Medi-Cal patients also were less likely to receive the necessary therapies or treatments for several cancer types.\u003c/p>\n\u003cp>The law will apply to people with rare or complex cancers, including advanced stage brain cancer, lung cancer, colorectal cancer, leukemia and lymphoma, among others, Alvarnas said. The sought- after treatment and research centers include City of Hope, University of California comprehensive cancer centers, the Stanford Cancer Institute, as well as a number of Kaiser Permanente sites and the Cedars-Sinai Cancer Institute.\u003c/p>\n\u003cp>While the law as passed had no registered opposition, it was watered down during negotiations involving providers, health plans and the California Department of Health Care Services, which oversees the Medi-Cal program.\u003c/p>\n\u003cp>\u003ca href=\"https://calmatters.org/wp-content/uploads/2022/06/SB-987-Portantino-Author-OPPOSE-4.12.22.pdf\">Health insurance plans initially opposed Portantino’s bill (PDF)\u003c/a> because requiring plans to contract with centers, they warned, comes with new administrative hurdles that could disrupt or delay patient care.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Linda Nguy, an advocate with the Western Center on Law and Poverty, said her organization withdrew its support after the bill was narrowed. “Actually requiring plans [to contract with cancer centers] — that would have brought some meat to the table,” Nguy said. “From our understanding, plans already make efforts to contract with as many providers as possible, but it comes down to a reimbursement issue.”\u003c/p>\n\u003cp>Medi-Cal, which covers about a third of Californians, pays providers \u003ca href=\"https://www.urban.org/sites/default/files/publication/88836/2001180-medicaid-physician-fees-after-the-aca-primary-care-fee-bump_0.pdf\">a lower rate than other insurance types (PDF)\u003c/a>. While lower reimbursement rates make the program \u003ca href=\"https://www.cbpp.org/research/health/frequently-asked-questions-about-medicaid\">more cost-efficient\u003c/a>, \u003ca href=\"https://www.healthaffairs.org/do/10.1377/forefront.20190401.678690/full/\">low payments can deter providers\u003c/a> from participating in Medi-Cal.\u003c/p>\n\u003cp>The debate over cancer care equity shows the complexities of achieving true access even in a state that has expanded insurance coverage to more people. California is scheduled to become the first state in the country to offer Medi-Cal coverage to all income-eligible people regardless of immigration status. Last week, Gov. Gavin Newsom’s office announced that \u003ca href=\"https://www.gov.ca.gov/2022/10/19/medi-cal-expansion-provided-286000-undocumented-californians-with-comprehensive-health-care/#:~:text=SACRAMENTO%20%E2%80%93%20Today%2C%20Governor%20Gavin%20Newsom,years%20of%20age%20and%20older%2C\">286,000 undocumented people age 50 and older started to receive comprehensive coverage in May\u003c/a>. In 2024, California will open the Medi-Cal program to approximately 700,000 more people ages 26 to 49.\u003c/p>\n\u003cp>“The state has worked very hard over the last decade to improve health care coverage,” Alvarnas said. “The issue, though, is there’s a gulf between coverage and real access, because there is also a focus by the state to make sure that health care costs are somewhat controlled.”\u003c/p>\n\u003cp>While the bill fell short of what supporters initially aimed for, the work to make cancer care more easily accessible will continue, said Autumn Ogden-Smith, director of state legislation for the American Cancer Society Cancer Action Network, another sponsor of the bill. For instance, how to more easily get a patient into one of these cancer centers if they don’t live nearby is a priority, she said.\u003c/p>\n\u003cp>“If you pull up a map, you’ll see these centers tend to cover certain areas — San Diego, Los Angeles, San Francisco, Davis-Sacramento,” Ogden-Smith said. “We’re going to have to focus on how we get the people in Northern California and in the middle of the state” to cancer centers, she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Update, 7:20 p.m. Thursday:\u003c/strong> \u003ca href=\"https://www.nytimes.com/2022/10/27/technology/elon-musk-twitter-deal-complete.html\">Elon Musk reportedly closed his $44 billion deal to buy Twitter\u003c/a> on Thursday, amid concurrent reports of \u003ca href=\"https://www.nytimes.com/2022/10/27/technology/musk-twitter.html\">firing at least four top Twitter executives\u003c/a>, a day before the deadline to close his takeover of the social media giant, according to The New York Times.\u003c/p>\n\u003cp>The executives said to have been fired, based on information from two inside sources, include Twitter CEO Parag Agrawal, as well as the company's chief financial officer, its top legal and policy executive, and its general counsel.\u003c/p>\n\u003cp>The sources, who requested to remain anonymous, said at least one of the fired executives was escorted out of the company's San Francisco headquarters.\u003c/p>\n\u003cp>\u003cstrong>Original post, 6:15 p.m. Thursday:\u003c/strong> Elon Musk attempted to soothe leery Twitter advertisers Thursday, a day before the deadline to close out on his $44 billion acquisition of the social media platform, saying that he is buying the platform to help humanity and doesn’t want it to become a “free-for-all hellscape.”\u003c/p>\n\u003cp>The message appears aimed at addressing concerns among advertisers — Twitter’s chief source of revenue — that Musk’s plans to promote free speech by cutting back on moderating content will open the floodgates to more online toxicity and drive away users.\u003c/p>\n\u003cp>“The reason I acquired Twitter is because it is important to the future of civilization to have a common digital town square, where a wide range of beliefs can be debated in a healthy manner, without resorting to violence,” Musk wrote in \u003ca href=\"https://twitter.com/elonmusk/status/1585619322239561728\">an uncharacteristically long message\u003c/a> for the Tesla CEO, who typically projects his thoughts in one-line tweets.\u003c/p>\n\u003cp>He continued, “There is currently great danger that social media will splinter into far right wing and far left wing echo chambers that generate more hate and divide our society.”[pullquote size=\"medium\" align=\"right\" citation=\"Jasmine Enberg, principal analyst, Insider Intelligence\"]'Even slightly loosening content moderation on the platform is sure to spook advertisers, many of whom already find Twitter's brand safety tools to be lacking compared with other social platforms.'[/pullquote]Musk has previously expressed distaste for advertising and Twitter’s dependence on it, suggesting more emphasis on other business models such as paid subscriptions that won’t allow big corporations to dictate policy on how social media operates. But on Thursday, he assured advertisers he wants Twitter to be “the most respected advertising platform in the world.”\u003c/p>\n\u003cp>The note is a shift from Musk's position that Twitter is unfairly infringing on free speech rights by blocking misinformation or graphic content, said Pinar Yildirim, associate professor of marketing at the University of Pennsylvania’s Wharton School.\u003c/p>\n\u003cp>But it’s also a realization that having no content moderation is bad for business, putting Twitter at risk of losing advertisers and subscribers, she said.\u003c/p>\n\u003cp>“You do not want a place where consumers just simply are bombarded with things they do not want to hear about, and the platform takes no responsibility,” Yildirim said.\u003c/p>\n\u003cp>Musk said Twitter should be “warm and welcoming to all” and enable users to choose the experience they want to have.\u003c/p>\n\u003cp>“I didn’t do it to make money,” he said of the pending acquisition. “I did it to try to help humanity, whom I love. And I do so with humility, recognizing that failure in pursuing this goal, despite our best efforts, is a very real possibility.”\u003c/p>\n\u003cp>Friday’s deadline to close the deal was \u003ca href=\"https://apnews.com/article/elon-musk-twitter-inc-technology-business-934a3b2429bed8cfeadfa6567a2e5256/\">ordered by the Delaware Chancery Court\u003c/a> in early October. It is the latest step in a battle that began in April with Musk signing a deal to acquire Twitter, \u003ca href=\"https://apnews.com/article/elon-musk-twitter-inc-technology-4193a27d86458952542dfa2176150a01\">then trying to back out of it\u003c/a>, leading Twitter to sue the Tesla CEO to force him to go through with the acquisition. If the two sides don’t meet Friday's deadline, the next step could be a November trial that could lead to a judge forcing Musk to complete the deal.\u003c/p>\n\u003cp>But Musk has been signaling that the deal is going through. He strolled into the company’s San Francisco headquarters Wednesday carrying a porcelain sink, changed his Twitter profile to “Chief Twit,\" and \u003ca href=\"https://twitter.com/elonmusk/status/1585341984679469056\">tweeted\u003c/a> “Entering Twitter HQ — let that sink in!”\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" data-width=\"550\" data-dnt=\"true\">\n\u003cp lang=\"en\" dir=\"ltr\">Entering Twitter HQ – let that sink in! \u003ca href=\"https://t.co/D68z4K2wq7\">pic.twitter.com/D68z4K2wq7\u003c/a>\u003c/p>\n\u003cp>— Elon Musk (@elonmusk) \u003ca href=\"https://twitter.com/elonmusk/status/1585341984679469056?ref_src=twsrc%5Etfw\">October 26, 2022\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003cscript async src=\"https://platform.twitter.com/widgets.js\" charset=\"utf-8\">\u003c/script>\u003c/p>\n\u003cp>And overnight the New York Stock Exchange notified investors that it will suspend trading in shares of Twitter before the opening bell Friday in anticipation of the company going private under Musk.\u003c/p>\n\u003cp>Musk is expected to speak to Twitter employees directly Friday if the deal is finalized, according to an internal memo cited in several media outlets. Despite internal confusion and low morale tied to fears of layoffs or a dismantling of the company's culture and operations, Twitter leaders this week have at least outwardly welcomed Musk's arrival and messaging.\u003c/p>\n\u003cp>Top sales executive Sarah Personette, the company's chief customer officer, said she had a “great discussion” with Musk on Wednesday and appeared to endorse his Thursday message to advertisers.\u003c/p>\n\u003cp>“Our continued commitment to brand safety for advertisers remains unchanged,” Personette tweeted Thursday. “Looking forward to the future!”[aside label=\"related coverage\" tag=\"twitter\"]Musk's apparent enthusiasm about visiting Twitter headquarters this week stood in sharp contrast to one of his earlier suggestions: The building should be turned into a homeless shelter because so few employees actually worked there.\u003c/p>\n\u003cp>The Washington Post reported last week that \u003ca href=\"https://www.washingtonpost.com/technology/2022/10/20/musk-twitter-acquisition-staff-cuts/\">Musk told prospective investors that he plans to cut three quarters of Twitter’s 7,500 workers\u003c/a> when he becomes owner of the company. The newspaper cited documents and unnamed sources familiar with the deliberation.\u003c/p>\n\u003cp>Musk has spent months deriding Twitter's “spam bots\" and making sometimes contradictory pronouncements about Twitter's problems and how to fix them. But he has shared few concrete details about his plans for the social media platform.\u003c/p>\n\u003cp>Thursday's note to advertisers shows a newfound emphasis on advertising revenue, especially a need for Twitter to provide more “relevant ads” — which typically means targeted ads that rely on collecting and analyzing users' personal information.\u003c/p>\n\u003cp>Yildirim said that, unlike Facebook, Twitter has not been good at targeting advertising to what users want to see. Musk’s message suggests he wants to fix that, she said.\u003c/p>\n\u003cp>Insider Intelligence principal analyst Jasmine Enberg said Musk has good reason to avoid a massive shake-up of Twitter’s ad business because Twitter's revenues have taken a beating from the weakening economy, months of uncertainty surrounding Musk's proposed takeover, changing consumer behaviors and the fact that \"there's no other revenue source waiting in the wings.\"\u003c/p>\n\u003cp>“Even slightly loosening content moderation on the platform is sure to spook advertisers, many of whom already find Twitter’s brand safety tools to be lacking compared with other social platforms,” Enberg said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 7:20 p.m. Thursday:\u003c/strong> \u003ca href=\"https://www.nytimes.com/2022/10/27/technology/elon-musk-twitter-deal-complete.html\">Elon Musk reportedly closed his $44 billion deal to buy Twitter\u003c/a> on Thursday, amid concurrent reports of \u003ca href=\"https://www.nytimes.com/2022/10/27/technology/musk-twitter.html\">firing at least four top Twitter executives\u003c/a>, a day before the deadline to close his takeover of the social media giant, according to The New York Times.\u003c/p>\n\u003cp>The executives said to have been fired, based on information from two inside sources, include Twitter CEO Parag Agrawal, as well as the company's chief financial officer, its top legal and policy executive, and its general counsel.\u003c/p>\n\u003cp>The sources, who requested to remain anonymous, said at least one of the fired executives was escorted out of the company's San Francisco headquarters.\u003c/p>\n\u003cp>\u003cstrong>Original post, 6:15 p.m. Thursday:\u003c/strong> Elon Musk attempted to soothe leery Twitter advertisers Thursday, a day before the deadline to close out on his $44 billion acquisition of the social media platform, saying that he is buying the platform to help humanity and doesn’t want it to become a “free-for-all hellscape.”\u003c/p>\n\u003cp>The message appears aimed at addressing concerns among advertisers — Twitter’s chief source of revenue — that Musk’s plans to promote free speech by cutting back on moderating content will open the floodgates to more online toxicity and drive away users.\u003c/p>\n\u003cp>“The reason I acquired Twitter is because it is important to the future of civilization to have a common digital town square, where a wide range of beliefs can be debated in a healthy manner, without resorting to violence,” Musk wrote in \u003ca href=\"https://twitter.com/elonmusk/status/1585619322239561728\">an uncharacteristically long message\u003c/a> for the Tesla CEO, who typically projects his thoughts in one-line tweets.\u003c/p>\n\u003cp>He continued, “There is currently great danger that social media will splinter into far right wing and far left wing echo chambers that generate more hate and divide our society.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Musk has previously expressed distaste for advertising and Twitter’s dependence on it, suggesting more emphasis on other business models such as paid subscriptions that won’t allow big corporations to dictate policy on how social media operates. But on Thursday, he assured advertisers he wants Twitter to be “the most respected advertising platform in the world.”\u003c/p>\n\u003cp>The note is a shift from Musk's position that Twitter is unfairly infringing on free speech rights by blocking misinformation or graphic content, said Pinar Yildirim, associate professor of marketing at the University of Pennsylvania’s Wharton School.\u003c/p>\n\u003cp>But it’s also a realization that having no content moderation is bad for business, putting Twitter at risk of losing advertisers and subscribers, she said.\u003c/p>\n\u003cp>“You do not want a place where consumers just simply are bombarded with things they do not want to hear about, and the platform takes no responsibility,” Yildirim said.\u003c/p>\n\u003cp>Musk said Twitter should be “warm and welcoming to all” and enable users to choose the experience they want to have.\u003c/p>\n\u003cp>“I didn’t do it to make money,” he said of the pending acquisition. “I did it to try to help humanity, whom I love. And I do so with humility, recognizing that failure in pursuing this goal, despite our best efforts, is a very real possibility.”\u003c/p>\n\u003cp>Friday’s deadline to close the deal was \u003ca href=\"https://apnews.com/article/elon-musk-twitter-inc-technology-business-934a3b2429bed8cfeadfa6567a2e5256/\">ordered by the Delaware Chancery Court\u003c/a> in early October. It is the latest step in a battle that began in April with Musk signing a deal to acquire Twitter, \u003ca href=\"https://apnews.com/article/elon-musk-twitter-inc-technology-4193a27d86458952542dfa2176150a01\">then trying to back out of it\u003c/a>, leading Twitter to sue the Tesla CEO to force him to go through with the acquisition. If the two sides don’t meet Friday's deadline, the next step could be a November trial that could lead to a judge forcing Musk to complete the deal.\u003c/p>\n\u003cp>But Musk has been signaling that the deal is going through. He strolled into the company’s San Francisco headquarters Wednesday carrying a porcelain sink, changed his Twitter profile to “Chief Twit,\" and \u003ca href=\"https://twitter.com/elonmusk/status/1585341984679469056\">tweeted\u003c/a> “Entering Twitter HQ — let that sink in!”\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" data-width=\"550\" data-dnt=\"true\">\n\u003cp lang=\"en\" dir=\"ltr\">Entering Twitter HQ – let that sink in! \u003ca href=\"https://t.co/D68z4K2wq7\">pic.twitter.com/D68z4K2wq7\u003c/a>\u003c/p>\n\u003cp>— Elon Musk (@elonmusk) \u003ca href=\"https://twitter.com/elonmusk/status/1585341984679469056?ref_src=twsrc%5Etfw\">October 26, 2022\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003cscript async src=\"https://platform.twitter.com/widgets.js\" charset=\"utf-8\">\u003c/script>\u003c/p>\n\u003cp>And overnight the New York Stock Exchange notified investors that it will suspend trading in shares of Twitter before the opening bell Friday in anticipation of the company going private under Musk.\u003c/p>\n\u003cp>Musk is expected to speak to Twitter employees directly Friday if the deal is finalized, according to an internal memo cited in several media outlets. Despite internal confusion and low morale tied to fears of layoffs or a dismantling of the company's culture and operations, Twitter leaders this week have at least outwardly welcomed Musk's arrival and messaging.\u003c/p>\n\u003cp>Top sales executive Sarah Personette, the company's chief customer officer, said she had a “great discussion” with Musk on Wednesday and appeared to endorse his Thursday message to advertisers.\u003c/p>\n\u003cp>“Our continued commitment to brand safety for advertisers remains unchanged,” Personette tweeted Thursday. “Looking forward to the future!”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Musk's apparent enthusiasm about visiting Twitter headquarters this week stood in sharp contrast to one of his earlier suggestions: The building should be turned into a homeless shelter because so few employees actually worked there.\u003c/p>\n\u003cp>The Washington Post reported last week that \u003ca href=\"https://www.washingtonpost.com/technology/2022/10/20/musk-twitter-acquisition-staff-cuts/\">Musk told prospective investors that he plans to cut three quarters of Twitter’s 7,500 workers\u003c/a> when he becomes owner of the company. The newspaper cited documents and unnamed sources familiar with the deliberation.\u003c/p>\n\u003cp>Musk has spent months deriding Twitter's “spam bots\" and making sometimes contradictory pronouncements about Twitter's problems and how to fix them. But he has shared few concrete details about his plans for the social media platform.\u003c/p>\n\u003cp>Thursday's note to advertisers shows a newfound emphasis on advertising revenue, especially a need for Twitter to provide more “relevant ads” — which typically means targeted ads that rely on collecting and analyzing users' personal information.\u003c/p>\n\u003cp>Yildirim said that, unlike Facebook, Twitter has not been good at targeting advertising to what users want to see. Musk’s message suggests he wants to fix that, she said.\u003c/p>\n\u003cp>Insider Intelligence principal analyst Jasmine Enberg said Musk has good reason to avoid a massive shake-up of Twitter’s ad business because Twitter's revenues have taken a beating from the weakening economy, months of uncertainty surrounding Musk's proposed takeover, changing consumer behaviors and the fact that \"there's no other revenue source waiting in the wings.\"\u003c/p>\n\u003cp>“Even slightly loosening content moderation on the platform is sure to spook advertisers, many of whom already find Twitter’s brand safety tools to be lacking compared with other social platforms,” Enberg said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cb>Kermit Jones\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">Dr. Kermit Jones, a Democrat, is running for a seat in California’s 3rd Congressional District, a mostly rural district that leans conservative. He’s up against Republican Kevin Kiley, currently a state Assemblymember. The district stretches from Plumas County, through Sacramento suburbs, into parts of El Dorado County and down to Inyo County. (Note: Assemblymember Kiley declined to be interviewed.)\u003c/span>\u003c/p>\n\u003cp>\u003cb>Exploring the Metaverse\u003cbr>\n\u003c/b>\u003cb>\u003c/b>\u003cspan style=\"font-weight: 400\">If you’ve seen the sci-fi movie Ready Player One, you can imagine a bit of what the metaverse might be like. But it’s still forming, so does anyone really know? Tech giants are betting big that it will change our lives forever — just look at Facebook changing its name to Meta. And analysts say the metaverse industry is expected to boom by hundreds of billions of dollars over the next decade. But building out a digital universe is far from certain. There are major obstacles to overcome, from creation to adoption. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Sami Khan, Atlas Earth CEO and co-founder\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Rachel Metz, CNN Business senior writer\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Op Tepmongkol-Wheaton, The Ohzone Inc. CEO and founder\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Something Beautiful: 1950s San Francisco\u003c/b>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">Let’s take a journey in time in the other direction — into the past. This week's Something Beautiful reveals San Francisco in the 1950s, with archival footage of some of the city's famed spots.\u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>Kermit Jones\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">Dr. Kermit Jones, a Democrat, is running for a seat in California’s 3rd Congressional District, a mostly rural district that leans conservative. He’s up against Republican Kevin Kiley, currently a state Assemblymember. The district stretches from Plumas County, through Sacramento suburbs, into parts of El Dorado County and down to Inyo County. (Note: Assemblymember Kiley declined to be interviewed.)\u003c/span>\u003c/p>\n\u003cp>\u003cb>Exploring the Metaverse\u003cbr>\n\u003c/b>\u003cb>\u003c/b>\u003cspan style=\"font-weight: 400\">If you’ve seen the sci-fi movie Ready Player One, you can imagine a bit of what the metaverse might be like. But it’s still forming, so does anyone really know? Tech giants are betting big that it will change our lives forever — just look at Facebook changing its name to Meta. And analysts say the metaverse industry is expected to boom by hundreds of billions of dollars over the next decade. But building out a digital universe is far from certain. There are major obstacles to overcome, from creation to adoption. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Sami Khan, Atlas Earth CEO and co-founder\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Rachel Metz, CNN Business senior writer\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Op Tepmongkol-Wheaton, The Ohzone Inc. CEO and founder\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Something Beautiful: 1950s San Francisco\u003c/b>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">Let’s take a journey in time in the other direction — into the past. This week's Something Beautiful reveals San Francisco in the 1950s, with archival footage of some of the city's famed spots.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Californians are just weeks away from voting on Proposition 30 in November. The plan to raise the income tax on Californians who make more than $2 million by 1.75% each year to pay for electric-vehicle incentives and wildfire prevention has split Democrats from Gov. Gavin Newsom, their standard-bearer in Sacramento.\u003c/p>\n\u003cp>State analysts estimate that the new tax on the state’s wealthiest would raise between $3.5 billion and $5 billion annually, growing over time until it expires in 2043.\u003c/p>\n\u003cp>The proposition requires that the state spend 80% of that revenue on EV rebates, to help people, businesses and government pay for electric trucks, cars and buses, and to pay for the installation of charging stations in public and in homes and apartment buildings. The remainder would be spent on hiring and training firefighters, and other wildfire mitigation measures.\u003c/p>\n\u003ch2>Why is the EV-loving Newsom opposing this measure?\u003c/h2>\n\u003cp>Newsom has vocally and publicly opposed the proposition, “warning” Californians not to be “fooled” by the campaign in support. He called it a “Trojan horse” and a “cynical scheme.”\u003c/p>\n\u003cp>His opposition surprised a lot of his fellow Democrats. Investing in electric vehicles is a top priority of his administration. He ordered the state to phase out the sale of new gasoline-powered cars by 2035 and said he wants to “\u003ca href=\"https://wamu.org/story/20/09/24/california-governor-on-his-order-to-ban-sale-of-new-gasoline-vehicles-by-2035/\">accelerate investment, accelerate innovation, research, development, accelerate manufacturing\u003c/a>” in that industry.[aside postID=news_11926998 hero='https://ww2.kqed.org/app/uploads/sites/10/2022/09/RS32599_ElectricCars_AW_03-qut-1020x680.jpg']So why is he opposing? He has said that the plan is unnecessary, pointing to the fact that the state invested billions of dollars this year on clean car rebates, electric vehicle chargers and other transportation projects.\u003c/p>\n\u003cp>In opposing Proposition 30, Newsom villainized Lyft, saying the ride-hailing company “devised” the measure to “funnel state income tax to benefit their company.”\u003c/p>\n\u003cp>Lyft certainly has skin in this game — and has dumped, at this writing, more than\u003ca href=\"https://cal-access.sos.ca.gov/Campaign/Committees/Detail.aspx?id=1443818&session=2021&view=received\"> $45 million into the Yes on 30 campaign\u003c/a>. Last year, California required that nearly all trips on ride-hailing platforms be in electric vehicles by the end of this decade.\u003c/p>\n\u003cp>Proposition 30 doesn’t mention the company’s name, nor would it funnel money directly to it. But it would make electric vehicles cheaper for its drivers (and all Californians) and pay to install public charging stations that these cars would use.\u003c/p>\n\u003ch2>Did Lyft devise the measure to direct state tax money its way?\u003c/h2>\n\u003cp>Newsom has claimed that Proposition 30 was “devised by a single corporation” (read: Lyft).\u003c/p>\n\u003cp>But the measure was actually designed by a coalition of environmental and other advocacy groups, including the Natural Resources Defense Council, SPUR and other groups. (Environmental attorneys told The Sacramento Bee that \u003ca href=\"https://www.sacbee.com/news/politics-government/article266237371.html\">Lyft was involved in drafting the measure\u003c/a>.)\u003c/p>\n\u003cp>There are receipts here. Back in 2020, Denny Zane, former mayor of Santa Monica and head of Move LA, a transit advocacy group based around Los Angeles, hosted a series of events about air pollution.\u003c/p>\n\u003cp>At one event, he asked state climate leaders, including Mary Nichols, Newsom’s former top air regulator, this question: \u003ca href=\"https://www.movela.org/climate_change_the_zoom_series\">If you had $30 billion to spend fighting climate change, what would you do?\u003c/a> Many responded by saying they would invest in electric vehicles.\u003c/p>\n\u003cp>Zane has a long history of pushing Californians to raise taxes to pay for clean transportation. He persuaded Los Angeles voters to pass a sales tax hike to pay for public transit with \u003ca href=\"https://www.metro.net/about/measure-r/\">Measure R\u003c/a> in 2008 and again with \u003ca href=\"https://www.metro.net/about/measure-m/\">Measure M\u003c/a> in 2016.\u003c/p>\n\u003cp>“We went to the ballot and it worked,” Zane told KQED in an interview. “LA now has about $120 billion over the next 40 years coming to invest in transportation.”\u003c/p>\n\u003cp>He thought Newsom would be a partner on a statewide version.\u003c/p>\n\u003cp>“We finally had somebody who was going to help back the signature drive,” he said. “Suddenly, it’s like a scheme. That’s just wrong. It’s just a mistake.”\u003c/p>\n\u003cp>Lyft President John Zimmer has also pushed back on Newsom’s assertion.\u003c/p>\n\u003cp>“This is about the health of our neighbors and communities,” he said. “That’s why we agreed to get involved when environmental leaders approached us with their plan to reduce California emissions.”\u003c/p>\n\u003ch2>How would it affect the state’s finances?\u003c/h2>\n\u003cp>Newsom’s opposition has him siding with conservatives and anti-tax groups like the California Chamber of Commerce and the Howard Jarvis Taxpayers Association.\u003c/p>\n\u003cp>They point out that the state already has the highest income tax rate in the country. But they also argue that it could disrupt the state’s notoriously complicated finances, in a couple of ways.\u003c/p>\n\u003cp>Remember, the measure would raise the income tax only on the state’s wealthiest, many of whom rely on the stock market and other investments for their income. Their taxes can fluctuate widely, and one strong recession could crater the program; that’s one reason the LA Times editorial board issued an \u003ca href=\"https://www.latimes.com/opinion/story/2022-09-20/endorsement-no-on-proposition-30\">endorsement for No on Prop. 30\u003c/a>. “It doesn’t make sense to pin another priority on such a volatile funding stream,” they wrote.\u003c/p>\n\u003cp>Also, California’s constitution limits how much the state can spend, and it has reached that limit in recent years. Here, the measure could have another unintended consequence, as it requires California to spend more money, up to $3 billion each year.\u003c/p>\n\u003cp>[ad fullwidth]\u003cbr>\nCalifornia’s Legislative Analyst’s Office found that the proposition could “require the state to reduce an equal amount of spending from other programs to ‘make room’ for the new required spending on ZEV [zero-emission vehicle] programs and wildfire activities.”\u003c/p>\n\u003ch2>Would the measure help the state reduce its greenhouse gas emissions?\u003c/h2>\n\u003cp>The Yes on 30 campaign has trotted out prominent Democrats like Oakland Mayor Libby Schaaf, who supports the measure, at a series of campaign events around the state. They note that California’s top source of greenhouse gas emissions is transportation and argue that climate change and air pollution are killing Californians.\u003c/p>\n\u003cp>“Prop. 30 is an innovative measure that all Californians must support, as if their lives depend on it,” Schaaf said at a campaign kickoff event.\u003c/p>\n\u003cp>But the main impact of the measure, if it were to pass, would not be to increase the number of electric vehicles on the road — although, \u003ca href=\"https://www.latimes.com/environment/newsletter/2022-10-13/how-proposition-30-could-help-california-tackle-climate-change-boiling-point\">as Sammy Roth wrote in The LA Times, the measure “could definitely speed things up.”\u003c/a>\u003c/p>\n\u003cp>In August, the state’s powerful Air Resources Board passed California’s new EV mandate, which bans the sale of gasoline-powered cars and trucks in the state after 2035.\u003c/p>\n\u003cp>The state’s new mandate requires a significant increase in the number of electric cars sold in California, no matter what happens with Proposition 30 in November.\u003c/p>\n\u003cp>If the measure passes, it would shift who pays for the vehicles, moving some cost onto higher-income taxpayers and away from consumers or carmakers.\u003c/p>\n\u003cp>\u003cem>This story was made possible as part of The California Newsroom, a collaboration of California’s public radio stations, NPR and CalMatters.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Californians are just weeks away from voting on Proposition 30 in November. The plan to raise the income tax on Californians who make more than $2 million by 1.75% each year to pay for electric-vehicle incentives and wildfire prevention has split Democrats from Gov. Gavin Newsom, their standard-bearer in Sacramento.\u003c/p>\n\u003cp>State analysts estimate that the new tax on the state’s wealthiest would raise between $3.5 billion and $5 billion annually, growing over time until it expires in 2043.\u003c/p>\n\u003cp>The proposition requires that the state spend 80% of that revenue on EV rebates, to help people, businesses and government pay for electric trucks, cars and buses, and to pay for the installation of charging stations in public and in homes and apartment buildings. The remainder would be spent on hiring and training firefighters, and other wildfire mitigation measures.\u003c/p>\n\u003ch2>Why is the EV-loving Newsom opposing this measure?\u003c/h2>\n\u003cp>Newsom has vocally and publicly opposed the proposition, “warning” Californians not to be “fooled” by the campaign in support. He called it a “Trojan horse” and a “cynical scheme.”\u003c/p>\n\u003cp>His opposition surprised a lot of his fellow Democrats. Investing in electric vehicles is a top priority of his administration. He ordered the state to phase out the sale of new gasoline-powered cars by 2035 and said he wants to “\u003ca href=\"https://wamu.org/story/20/09/24/california-governor-on-his-order-to-ban-sale-of-new-gasoline-vehicles-by-2035/\">accelerate investment, accelerate innovation, research, development, accelerate manufacturing\u003c/a>” in that industry.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>So why is he opposing? He has said that the plan is unnecessary, pointing to the fact that the state invested billions of dollars this year on clean car rebates, electric vehicle chargers and other transportation projects.\u003c/p>\n\u003cp>In opposing Proposition 30, Newsom villainized Lyft, saying the ride-hailing company “devised” the measure to “funnel state income tax to benefit their company.”\u003c/p>\n\u003cp>Lyft certainly has skin in this game — and has dumped, at this writing, more than\u003ca href=\"https://cal-access.sos.ca.gov/Campaign/Committees/Detail.aspx?id=1443818&session=2021&view=received\"> $45 million into the Yes on 30 campaign\u003c/a>. Last year, California required that nearly all trips on ride-hailing platforms be in electric vehicles by the end of this decade.\u003c/p>\n\u003cp>Proposition 30 doesn’t mention the company’s name, nor would it funnel money directly to it. But it would make electric vehicles cheaper for its drivers (and all Californians) and pay to install public charging stations that these cars would use.\u003c/p>\n\u003ch2>Did Lyft devise the measure to direct state tax money its way?\u003c/h2>\n\u003cp>Newsom has claimed that Proposition 30 was “devised by a single corporation” (read: Lyft).\u003c/p>\n\u003cp>But the measure was actually designed by a coalition of environmental and other advocacy groups, including the Natural Resources Defense Council, SPUR and other groups. (Environmental attorneys told The Sacramento Bee that \u003ca href=\"https://www.sacbee.com/news/politics-government/article266237371.html\">Lyft was involved in drafting the measure\u003c/a>.)\u003c/p>\n\u003cp>There are receipts here. Back in 2020, Denny Zane, former mayor of Santa Monica and head of Move LA, a transit advocacy group based around Los Angeles, hosted a series of events about air pollution.\u003c/p>\n\u003cp>At one event, he asked state climate leaders, including Mary Nichols, Newsom’s former top air regulator, this question: \u003ca href=\"https://www.movela.org/climate_change_the_zoom_series\">If you had $30 billion to spend fighting climate change, what would you do?\u003c/a> Many responded by saying they would invest in electric vehicles.\u003c/p>\n\u003cp>Zane has a long history of pushing Californians to raise taxes to pay for clean transportation. He persuaded Los Angeles voters to pass a sales tax hike to pay for public transit with \u003ca href=\"https://www.metro.net/about/measure-r/\">Measure R\u003c/a> in 2008 and again with \u003ca href=\"https://www.metro.net/about/measure-m/\">Measure M\u003c/a> in 2016.\u003c/p>\n\u003cp>“We went to the ballot and it worked,” Zane told KQED in an interview. “LA now has about $120 billion over the next 40 years coming to invest in transportation.”\u003c/p>\n\u003cp>He thought Newsom would be a partner on a statewide version.\u003c/p>\n\u003cp>“We finally had somebody who was going to help back the signature drive,” he said. “Suddenly, it’s like a scheme. That’s just wrong. It’s just a mistake.”\u003c/p>\n\u003cp>Lyft President John Zimmer has also pushed back on Newsom’s assertion.\u003c/p>\n\u003cp>“This is about the health of our neighbors and communities,” he said. “That’s why we agreed to get involved when environmental leaders approached us with their plan to reduce California emissions.”\u003c/p>\n\u003ch2>How would it affect the state’s finances?\u003c/h2>\n\u003cp>Newsom’s opposition has him siding with conservatives and anti-tax groups like the California Chamber of Commerce and the Howard Jarvis Taxpayers Association.\u003c/p>\n\u003cp>They point out that the state already has the highest income tax rate in the country. But they also argue that it could disrupt the state’s notoriously complicated finances, in a couple of ways.\u003c/p>\n\u003cp>Remember, the measure would raise the income tax only on the state’s wealthiest, many of whom rely on the stock market and other investments for their income. Their taxes can fluctuate widely, and one strong recession could crater the program; that’s one reason the LA Times editorial board issued an \u003ca href=\"https://www.latimes.com/opinion/story/2022-09-20/endorsement-no-on-proposition-30\">endorsement for No on Prop. 30\u003c/a>. “It doesn’t make sense to pin another priority on such a volatile funding stream,” they wrote.\u003c/p>\n\u003cp>Also, California’s constitution limits how much the state can spend, and it has reached that limit in recent years. Here, the measure could have another unintended consequence, as it requires California to spend more money, up to $3 billion each year.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nCalifornia’s Legislative Analyst’s Office found that the proposition could “require the state to reduce an equal amount of spending from other programs to ‘make room’ for the new required spending on ZEV [zero-emission vehicle] programs and wildfire activities.”\u003c/p>\n\u003ch2>Would the measure help the state reduce its greenhouse gas emissions?\u003c/h2>\n\u003cp>The Yes on 30 campaign has trotted out prominent Democrats like Oakland Mayor Libby Schaaf, who supports the measure, at a series of campaign events around the state. They note that California’s top source of greenhouse gas emissions is transportation and argue that climate change and air pollution are killing Californians.\u003c/p>\n\u003cp>“Prop. 30 is an innovative measure that all Californians must support, as if their lives depend on it,” Schaaf said at a campaign kickoff event.\u003c/p>\n\u003cp>But the main impact of the measure, if it were to pass, would not be to increase the number of electric vehicles on the road — although, \u003ca href=\"https://www.latimes.com/environment/newsletter/2022-10-13/how-proposition-30-could-help-california-tackle-climate-change-boiling-point\">as Sammy Roth wrote in The LA Times, the measure “could definitely speed things up.”\u003c/a>\u003c/p>\n\u003cp>In August, the state’s powerful Air Resources Board passed California’s new EV mandate, which bans the sale of gasoline-powered cars and trucks in the state after 2035.\u003c/p>\n\u003cp>The state’s new mandate requires a significant increase in the number of electric cars sold in California, no matter what happens with Proposition 30 in November.\u003c/p>\n\u003cp>If the measure passes, it would shift who pays for the vehicles, moving some cost onto higher-income taxpayers and away from consumers or carmakers.\u003c/p>\n\u003cp>\u003cem>This story was made possible as part of The California Newsroom, a collaboration of California’s public radio stations, NPR and CalMatters.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Workers at Amazon’s air freight fulfillment center in San Bernardino, which serves the West Coast, walked off the job Friday over what they say are insufficient wages and unsafe working conditions.\u003c/p>\n\u003cp>Inland Empire Amazon Workers United also filed a complaint with the National Labor Relations Board against supervisors, charging them with retaliating against employees for organizing. A spokesperson for the federal agency confirmed they received a complaint.\u003c/p>\n\u003cp>Workers at the facility, the company’s third largest in the U.S., are calling on the online retail giant to increase pay by $5 an hour and to improve job safety, especially during extreme heat. This is the \u003ca href=\"https://www.latimes.com/california/story/2022-08-15/amazon-warehouse-workers-walkout-san-bernardino-air-hub\">second worker strike at the air hub since August\u003c/a>.[pullquote size=\"medium\" align=\"right\" citation=\"Rex Evans, Amazon worker\"]‘That’s why we had to organize, because they could spend millions on consultants to union-bust, to not let us organize. But they can’t give us the $5 raise.’[/pullquote]Amazon’s transportation and warehouse workers across the country are set to receive about $1 per hour more in their paychecks starting today, according to a company spokesperson. Amazon announced the raise in late September, as part of a nearly \u003ca href=\"https://press.aboutamazon.com/news-releases/news-release-details/amazon-expands-pay-and-benefits-front-line-employees-new\">$1 billion investment over the next year in its workforce\u003c/a>.\u003c/p>\n\u003cp>While the starting wage at the San Bernardino facility, called KSBD, will now be about $18 per hour, workers said the boost is not enough to afford the rising cost of rent, groceries and gas.\u003c/p>\n\u003cp>“They came back with this pitiful $1, which is nowhere near enough for associates to live off,” said Rex Evans, 61, who helps load cargo planes and directs them to and from tarmac gates. “A lot of associates are angry. They are tired of it.”\u003c/p>\n\u003cp>Evans, a former firefighter, said Amazon hired consultants who singled out and harassed workers involved in organizing efforts in recent months. In July, Evans and others delivered a petition to management requesting the $5 increase, which was signed by more than 800 workers.\u003c/p>\n\u003cp>The following month, dozens of employees — \u003ca href=\"https://www.latimes.com/california/story/2022-08-15/amazon-warehouse-workers-walkout-san-bernardino-air-hub\">74 out of more than 1,500\u003c/a>, according to Amazon — abandoned their workstations midday in protest. As temperatures soared above 100 degrees, employees demanded the company fully implement required \u003ca href=\"https://www.dir.ca.gov/DIRNews/2022/2022-46.html#:~:text=To%20prevent%20heat%20illness%2C%20the,do%20in%20case%20of%20an\">California protections for outdoor workers\u003c/a> and offer first aid care and breaks for any employee feeling sick from the heat.\u003c/p>\n\u003cp>“This company makes huge profits, but they disregard the health and safety and livelihoods of the workers,” said Evans. “That’s why we had to organize, because they could spend millions on consultants to union-bust, to not let us organize. But they can’t give us the $5 raise.”\u003c/p>\n\u003cfigure id=\"attachment_11929064\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11929064\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/5B2A7110-scaled.jpeg\" alt=\"Dozens of strikers march with signs on a tarmac.\" width=\"2560\" height=\"1707\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-scaled.jpeg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-800x533.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-1020x680.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-1536x1024.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-2048x1365.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-1920x1280.jpeg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Striking workers at Amazon’s air freight fulfillment center in San Bernardino on Friday, Oct. 14, 2022. They are rallying for better pay among a surge in unionization efforts across the country. \u003ccite>(Courtesy of Warehouse Worker Resource Center)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Amazon’s retail business has boomed during the pandemic, as consumers increasingly shopped online. The company reported an \u003ca href=\"https://www.businesswire.com/news/home/20220202005957/en/Amazon.com-Announces-Fourth-Quarter-Results\">operating income of nearly $25 billion\u003c/a> last year, compared to about $23 billion in 2020.\u003c/p>\n\u003cp>In a statement, an Amazon spokesperson said the company has “robust protocols” that meet or exceed industry standards and regulations. KSBD and other Amazon air hubs have air-conditioning, fans and a team of safety professionals ensuring employees take extra breaks when needed, wrote Mary Kate Paradis.\u003c/p>\n\u003cp>“We respect our employees’ rights and freedoms, and take the health and safety of our employees very seriously,” Paradis said. “We’re proud to offer compensation packages for our front-line employees that not only include great pay, but also provide comprehensive benefits for regular full-time employees.”\u003c/p>\n\u003cp>The average pay for front-line Amazon warehouse and transportation jobs is more than $19 an hour, she said, while full-time employees are offered health insurance, a retirement account with a 50% company match and other benefits.\u003c/p>\n\u003cp>The sprawling warehouse industry employs more than 200,000 people in the Inland Empire metro area, east of Los Angeles, according to the Warehouse Worker Resource Center. About one-fifth are employed at Amazon facilities. The region has the \u003ca href=\"https://www.consumerreports.org/corporate-accountability/how-one-click-shopping-is-harming-californias-inland-empire-a1416131827/#:~:text=Amazon%2C%20the%20largest%20private%20employer,dozen%20facilities%20in%20the%20area.\">third largest concentration of Amazon warehouses\u003c/a> in the country, according to research by Consumer Reports.\u003c/p>\n\u003cp>Warehousing, transportation and delivery services are notorious for higher injury rates than other kinds of jobs, and are considered “\u003ca href=\"https://www.dir.ca.gov/dosh/documents/hhu-list-2021-2022.pdf\">high hazard\u003c/a>” by state regulators.\u003c/p>\n\u003cp>Workers at Amazon face more dangerous conditions than the rest of the warehouse industry, and \u003ca href=\"https://thesoc.org/wp-content/uploads/2022/04/The-Injury-Machine_How-Amazons-Production-System-Hurts-Workers.pdf\">the company’s overall injury rate increased by 20% between 2020 and 2021\u003c/a>, according to a recent analysis by the Strategic Organizing Center, a coalition of four labor unions.\u003c/p>\n\u003cp>In 2021, KSBD’s rate for injuries that required days off work or job restrictions was significantly higher than for the industry as a whole, with \u003ca href=\"https://www.osha.gov/Establishment-Specific-Injury-and-Illness-Data\">9.4 reported serious injuries per 100 workers\u003c/a>, according to figures kept by the Occupational Safety and Health Administration.\u003c/p>\n\u003cp>On Friday afternoon, about 100 workers at KSBD joined a picket line, said strike organizers. Amazon did not immediately confirm the number of employees who walked off the job.\u003c/p>\n\u003cp>The one-day work stoppage comes days after Amazon warehouse workers in Moreno Valley, just south of San Bernardino, \u003ca href=\"https://www.latimes.com/business/story/2022-10-11/amazon-workers-moreno-valley-union-petition\">filed paperwork to hold a union election\u003c/a> — the first time Amazon employees in the state have done so.\u003c/p>\n\u003cp>On Thursday, rideshare and delivery drivers for Uber, DoorDash and other app-based companies \u003ca href=\"https://www.kqed.org/news/11928844/rideshare-drivers-rally-for-rights-announce-new-statewide-union\">rallied in San Francisco\u003c/a>, announcing the formation of a statewide union seeking to improve pay and working conditions for gig workers.\u003c/p>\n\u003cp>In recent months, workers at Starbucks, Trader Joe’s, Apple and other \u003ca href=\"https://www.cnbc.com/2022/08/05/why-starbucks-apple-and-google-are-unionizing-now-for-the-first-time.html\">companies across the country have voted to unionize\u003c/a>. Labor experts say the surge in organizing marks a dramatic shift, in stark contrast to decades of declining union membership in the U.S.\u003c/p>\n\u003cp>“Support for unions is the highest that we’ve seen since the mid-1960s in the United States,” said Ken Jacobs, who chairs the UC Berkeley Labor Center. “There’s interest among large numbers of workers in joining unions. And we see support across all age groups and Democrats, Republicans, independents.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Workers at Amazon’s air freight fulfillment center in San Bernardino, which serves the West Coast, walked off the job Friday over what they say are insufficient wages and unsafe working conditions.\u003c/p>\n\u003cp>Inland Empire Amazon Workers United also filed a complaint with the National Labor Relations Board against supervisors, charging them with retaliating against employees for organizing. A spokesperson for the federal agency confirmed they received a complaint.\u003c/p>\n\u003cp>Workers at the facility, the company’s third largest in the U.S., are calling on the online retail giant to increase pay by $5 an hour and to improve job safety, especially during extreme heat. This is the \u003ca href=\"https://www.latimes.com/california/story/2022-08-15/amazon-warehouse-workers-walkout-san-bernardino-air-hub\">second worker strike at the air hub since August\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Amazon’s transportation and warehouse workers across the country are set to receive about $1 per hour more in their paychecks starting today, according to a company spokesperson. Amazon announced the raise in late September, as part of a nearly \u003ca href=\"https://press.aboutamazon.com/news-releases/news-release-details/amazon-expands-pay-and-benefits-front-line-employees-new\">$1 billion investment over the next year in its workforce\u003c/a>.\u003c/p>\n\u003cp>While the starting wage at the San Bernardino facility, called KSBD, will now be about $18 per hour, workers said the boost is not enough to afford the rising cost of rent, groceries and gas.\u003c/p>\n\u003cp>“They came back with this pitiful $1, which is nowhere near enough for associates to live off,” said Rex Evans, 61, who helps load cargo planes and directs them to and from tarmac gates. “A lot of associates are angry. They are tired of it.”\u003c/p>\n\u003cp>Evans, a former firefighter, said Amazon hired consultants who singled out and harassed workers involved in organizing efforts in recent months. In July, Evans and others delivered a petition to management requesting the $5 increase, which was signed by more than 800 workers.\u003c/p>\n\u003cp>The following month, dozens of employees — \u003ca href=\"https://www.latimes.com/california/story/2022-08-15/amazon-warehouse-workers-walkout-san-bernardino-air-hub\">74 out of more than 1,500\u003c/a>, according to Amazon — abandoned their workstations midday in protest. As temperatures soared above 100 degrees, employees demanded the company fully implement required \u003ca href=\"https://www.dir.ca.gov/DIRNews/2022/2022-46.html#:~:text=To%20prevent%20heat%20illness%2C%20the,do%20in%20case%20of%20an\">California protections for outdoor workers\u003c/a> and offer first aid care and breaks for any employee feeling sick from the heat.\u003c/p>\n\u003cp>“This company makes huge profits, but they disregard the health and safety and livelihoods of the workers,” said Evans. “That’s why we had to organize, because they could spend millions on consultants to union-bust, to not let us organize. But they can’t give us the $5 raise.”\u003c/p>\n\u003cfigure id=\"attachment_11929064\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11929064\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/5B2A7110-scaled.jpeg\" alt=\"Dozens of strikers march with signs on a tarmac.\" width=\"2560\" height=\"1707\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-scaled.jpeg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-800x533.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-1020x680.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-1536x1024.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-2048x1365.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/5B2A7110-1920x1280.jpeg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Striking workers at Amazon’s air freight fulfillment center in San Bernardino on Friday, Oct. 14, 2022. They are rallying for better pay among a surge in unionization efforts across the country. \u003ccite>(Courtesy of Warehouse Worker Resource Center)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Amazon’s retail business has boomed during the pandemic, as consumers increasingly shopped online. The company reported an \u003ca href=\"https://www.businesswire.com/news/home/20220202005957/en/Amazon.com-Announces-Fourth-Quarter-Results\">operating income of nearly $25 billion\u003c/a> last year, compared to about $23 billion in 2020.\u003c/p>\n\u003cp>In a statement, an Amazon spokesperson said the company has “robust protocols” that meet or exceed industry standards and regulations. KSBD and other Amazon air hubs have air-conditioning, fans and a team of safety professionals ensuring employees take extra breaks when needed, wrote Mary Kate Paradis.\u003c/p>\n\u003cp>“We respect our employees’ rights and freedoms, and take the health and safety of our employees very seriously,” Paradis said. “We’re proud to offer compensation packages for our front-line employees that not only include great pay, but also provide comprehensive benefits for regular full-time employees.”\u003c/p>\n\u003cp>The average pay for front-line Amazon warehouse and transportation jobs is more than $19 an hour, she said, while full-time employees are offered health insurance, a retirement account with a 50% company match and other benefits.\u003c/p>\n\u003cp>The sprawling warehouse industry employs more than 200,000 people in the Inland Empire metro area, east of Los Angeles, according to the Warehouse Worker Resource Center. About one-fifth are employed at Amazon facilities. The region has the \u003ca href=\"https://www.consumerreports.org/corporate-accountability/how-one-click-shopping-is-harming-californias-inland-empire-a1416131827/#:~:text=Amazon%2C%20the%20largest%20private%20employer,dozen%20facilities%20in%20the%20area.\">third largest concentration of Amazon warehouses\u003c/a> in the country, according to research by Consumer Reports.\u003c/p>\n\u003cp>Warehousing, transportation and delivery services are notorious for higher injury rates than other kinds of jobs, and are considered “\u003ca href=\"https://www.dir.ca.gov/dosh/documents/hhu-list-2021-2022.pdf\">high hazard\u003c/a>” by state regulators.\u003c/p>\n\u003cp>Workers at Amazon face more dangerous conditions than the rest of the warehouse industry, and \u003ca href=\"https://thesoc.org/wp-content/uploads/2022/04/The-Injury-Machine_How-Amazons-Production-System-Hurts-Workers.pdf\">the company’s overall injury rate increased by 20% between 2020 and 2021\u003c/a>, according to a recent analysis by the Strategic Organizing Center, a coalition of four labor unions.\u003c/p>\n\u003cp>In 2021, KSBD’s rate for injuries that required days off work or job restrictions was significantly higher than for the industry as a whole, with \u003ca href=\"https://www.osha.gov/Establishment-Specific-Injury-and-Illness-Data\">9.4 reported serious injuries per 100 workers\u003c/a>, according to figures kept by the Occupational Safety and Health Administration.\u003c/p>\n\u003cp>On Friday afternoon, about 100 workers at KSBD joined a picket line, said strike organizers. Amazon did not immediately confirm the number of employees who walked off the job.\u003c/p>\n\u003cp>The one-day work stoppage comes days after Amazon warehouse workers in Moreno Valley, just south of San Bernardino, \u003ca href=\"https://www.latimes.com/business/story/2022-10-11/amazon-workers-moreno-valley-union-petition\">filed paperwork to hold a union election\u003c/a> — the first time Amazon employees in the state have done so.\u003c/p>\n\u003cp>On Thursday, rideshare and delivery drivers for Uber, DoorDash and other app-based companies \u003ca href=\"https://www.kqed.org/news/11928844/rideshare-drivers-rally-for-rights-announce-new-statewide-union\">rallied in San Francisco\u003c/a>, announcing the formation of a statewide union seeking to improve pay and working conditions for gig workers.\u003c/p>\n\u003cp>In recent months, workers at Starbucks, Trader Joe’s, Apple and other \u003ca href=\"https://www.cnbc.com/2022/08/05/why-starbucks-apple-and-google-are-unionizing-now-for-the-first-time.html\">companies across the country have voted to unionize\u003c/a>. Labor experts say the surge in organizing marks a dramatic shift, in stark contrast to decades of declining union membership in the U.S.\u003c/p>\n\u003cp>“Support for unions is the highest that we’ve seen since the mid-1960s in the United States,” said Ken Jacobs, who chairs the UC Berkeley Labor Center. “There’s interest among large numbers of workers in joining unions. And we see support across all age groups and Democrats, Republicans, independents.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Dozens of ride-hailing and delivery drivers rallied Wednesday outside of Uber’s headquarters in San Francisco, calling on the company and others that employ them like Lyft and DoorDash to recognize a new statewide gig workers union that seeks better wages and protections in the industry.\u003c/p>\n\u003cp>The protesters, including some who traveled from Los Angeles, held signs that read “We deserve job security” and “We can’t survive on $6.20 per hour” as they announced the California Gig Workers Union. Later, they marched to the offices of Lyft and DoorDash in the Mission Bay neighborhood.\u003c/p>\n\u003cp>Uber and Lyft driver Hector Castellanos said he hopes the new union will lead to benefits for workers like himself, who are labeled independent contractors, whereas companies currently are required only to provide \u003cspan style=\"font-weight: 400\">benefits\u003c/span> to employees.\u003c/p>\n\u003cp>“We deserve basic rights like good health care, workers’ compensation, sick days, vacations,” said Castellanos, 55, from Antioch. “These companies are taking more and more advantage of us. So that’s why I’m here, because I want to fight against this.”\u003c/p>\n\u003cp>San Francisco Democratic Party Chair Honey Mahogany, a candidate in the supervisor race for District 6 encompassing Mission Bay, and District 4 Supervisor Gordon Mar spoke at the event in support of drivers’ organizing efforts.\u003c/p>\n\u003cp>Mar said that the city provided tax breaks and other benefits about a decade ago so start-ups like Uber could grow and get established, and that now those companies should “share the wealth” with their drivers.\u003c/p>\n\u003cp>“We are demanding that they give back to San Francisco, that they comply with San Francisco values, and that’s supporting the workers,” he said.[pullquote size=\"medium\" align=\"right\" citation=\"Hector Castellanos, driver for Uber and Lyft\"]‘We deserve basic rights like good health care, workers’ compensation, sick days, vacations … These companies are taking more and more advantage of us. So that’s why I’m here, because I want to fight against this.’[/pullquote]The rally comes during a week when \u003ca href=\"https://techcrunch.com/2022/10/11/uber-lyft-doordash-stock-tank-gig-worker-rules/\">Uber, Lyft and DoorDash stock prices\u003c/a> plunged after the federal government unveiled proposed rules that \u003ca href=\"https://www.nytimes.com/2022/10/11/business/economy/biden-gig-workers-contractors-employees.html?login=smartlock&auth=login-smartlock\">could make it easier\u003c/a> for gig drivers, as well as millions of construction and home care workers, to be treated as employees.\u003c/p>\n\u003cp>The proposed changes aim to “combat misclassification,” which also \u003ca href=\"https://www.dol.gov/newsroom/releases/WHD/WHD20221011-0\">hurts the economy\u003c/a>, according to a statement by the U.S. Department of Labor.\u003c/p>\n\u003cp>“We have seen in many cases that employers misclassify their employees as independent contractors, particularly among our nation’s most vulnerable workers,” wrote Secretary of Labor Marty Walsh. “Misclassification deprives workers of their federal labor protections, including their right to be paid their full, legally earned wages.”\u003c/p>\n\u003cp>An estimated \u003ca href=\"https://ucreconomicforecast.org/wp-content/uploads/2022/02/UCR_CEFD_CA_AppDrivers_Analysis_2_17_2022.pdf\">1.37 million people worked on at least one ride or delivery\u003c/a> for DoorDash, Instacart, Lyft and Uber platforms in California between 2020 and 2021.\u003c/p>\n\u003cp>Nearly two years ago, California voters approved a ballot initiative that exempted Uber, Lyft, DoorDash, Instacart and other app-based businesses from having to treat drivers as employees. Proposition 22 is currently in effect but is being challenged in state court.\u003c/p>\n\u003cp>The companies, which spent more than $200 million to get that measure passed, say changing how they classify drivers threatens the survival of their businesses. In addition, they argue most drivers prefer to remain as independent contractors.\u003c/p>\n\u003cp>“With more than 1 million unfilled traditional jobs and record low unemployment in the state, drivers are still choosing this work because of the earning potential, benefits, independence, and flexibility it provides,” wrote a spokesperson for Lyft. “The special interest groups that claim to support drivers should listen to the vast majority of them who want to keep what they have under Prop 22.”\u003c/p>\n\u003cp>Lydia Olson, who owns a consulting business in Sacramento, fears that becoming an employee would mean she could no longer drive for Uber and Lyft, as she has done for the past five years. She worries that the legal challenge to Proposition 22 or changes to federal rules could strip her of her choice to supplement her income when and where she chooses, for as long as she wants.\u003c/p>\n\u003cp>“It’s a scary time,” said Olson, 55. “I mean, how would you feel if you knew that the politicians could turn off your ability to work permanently overnight? And there’s nothing you could do about it, because that’s what we are looking at.”\u003c/p>\n\u003cp>Olson said a flexible schedule allows her to care for her husband, who has multiple sclerosis. She estimates she makes $30 an hour in net income as a driver, even with recent increases in gas prices.\u003c/p>\n\u003cp>“There’s a reason why so many people choose independent contracting and that’s because it works for them, and that’s their choice. And we all know there’s trade-offs,” she said. “So it makes no sense to force us to be employees, because we didn’t choose that.”\u003c/p>\n\u003cp>Spokespeople for Uber, Lyft and DoorDash said Proposition 22 delivered a 120% minimum wage guarantee for drivers, while offering health care subsidies and other benefits. They pointed to a UC Riverside analysis that concluded \u003ca href=\"https://ucreconomicforecast.org/wp-content/uploads/2022/02/UCR_CEFD_CA_AppDrivers_Analysis_2_17_2022.pdf\">drivers earned $25.17 per active hour\u003c/a> in 2021, not including tips. The study was commissioned by the \u003ca href=\"https://protectdriversandservices.com/about/our-coalition/\">Protect App-Based Drivers and Services\u003c/a> coalition, of which Uber, Lyft, DoorDash and Instacart are members.\u003c/p>\n\u003cp>However, a separate report authored by researchers at PolicyLink and Rideshare Drivers United last month \u003ca href=\"https://nationalequityatlas.org/prop22-paystudy\">estimated drastically lower earnings\u003c/a> for these gig workers. According to that study, typical rideshare drivers in California are taking home just $6.20 an hour, in part because they are not paid for the total time they are working.\u003c/p>\n\u003cp>In statements, Uber, Lyft and DoorDash spokespeople slammed those findings as “deeply flawed,” criticizing the small sample used for the analysis, which was based on data from 3,020 trips by 21 drivers.\u003c/p>\n\u003cp>But several full-time drivers at the protest told KQED that they make significantly less than $15 an hour after they deduct the costs of driving, such as gas and car maintenance, and must work long days to make ends meet.\u003c/p>\n\u003cp>“If you’re not going to work 12, 13 hours a day, you’re not going to survive,” said Armen Oganesyan, 57, who drives for Uber and Lyft in Los Angeles. “We basically live in the car … We are working every day from Monday to Sunday.”\u003c/p>\n\u003cp>The California Gig Workers Union, which representatives said is a movement of tens of thousands of people\u003cb data-stringify-type=\"bold\">, \u003c/b>merges two groups that had operated in the southern and northern regions of the state for years: the Mobile Workers Alliance and We Drive Progress.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Dozens of ride-hailing and delivery drivers rallied Wednesday outside of Uber’s headquarters in San Francisco, calling on the company and others that employ them like Lyft and DoorDash to recognize a new statewide gig workers union that seeks better wages and protections in the industry.\u003c/p>\n\u003cp>The protesters, including some who traveled from Los Angeles, held signs that read “We deserve job security” and “We can’t survive on $6.20 per hour” as they announced the California Gig Workers Union. Later, they marched to the offices of Lyft and DoorDash in the Mission Bay neighborhood.\u003c/p>\n\u003cp>Uber and Lyft driver Hector Castellanos said he hopes the new union will lead to benefits for workers like himself, who are labeled independent contractors, whereas companies currently are required only to provide \u003cspan style=\"font-weight: 400\">benefits\u003c/span> to employees.\u003c/p>\n\u003cp>“We deserve basic rights like good health care, workers’ compensation, sick days, vacations,” said Castellanos, 55, from Antioch. “These companies are taking more and more advantage of us. So that’s why I’m here, because I want to fight against this.”\u003c/p>\n\u003cp>San Francisco Democratic Party Chair Honey Mahogany, a candidate in the supervisor race for District 6 encompassing Mission Bay, and District 4 Supervisor Gordon Mar spoke at the event in support of drivers’ organizing efforts.\u003c/p>\n\u003cp>Mar said that the city provided tax breaks and other benefits about a decade ago so start-ups like Uber could grow and get established, and that now those companies should “share the wealth” with their drivers.\u003c/p>\n\u003cp>“We are demanding that they give back to San Francisco, that they comply with San Francisco values, and that’s supporting the workers,” he said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The rally comes during a week when \u003ca href=\"https://techcrunch.com/2022/10/11/uber-lyft-doordash-stock-tank-gig-worker-rules/\">Uber, Lyft and DoorDash stock prices\u003c/a> plunged after the federal government unveiled proposed rules that \u003ca href=\"https://www.nytimes.com/2022/10/11/business/economy/biden-gig-workers-contractors-employees.html?login=smartlock&auth=login-smartlock\">could make it easier\u003c/a> for gig drivers, as well as millions of construction and home care workers, to be treated as employees.\u003c/p>\n\u003cp>The proposed changes aim to “combat misclassification,” which also \u003ca href=\"https://www.dol.gov/newsroom/releases/WHD/WHD20221011-0\">hurts the economy\u003c/a>, according to a statement by the U.S. Department of Labor.\u003c/p>\n\u003cp>“We have seen in many cases that employers misclassify their employees as independent contractors, particularly among our nation’s most vulnerable workers,” wrote Secretary of Labor Marty Walsh. “Misclassification deprives workers of their federal labor protections, including their right to be paid their full, legally earned wages.”\u003c/p>\n\u003cp>An estimated \u003ca href=\"https://ucreconomicforecast.org/wp-content/uploads/2022/02/UCR_CEFD_CA_AppDrivers_Analysis_2_17_2022.pdf\">1.37 million people worked on at least one ride or delivery\u003c/a> for DoorDash, Instacart, Lyft and Uber platforms in California between 2020 and 2021.\u003c/p>\n\u003cp>Nearly two years ago, California voters approved a ballot initiative that exempted Uber, Lyft, DoorDash, Instacart and other app-based businesses from having to treat drivers as employees. Proposition 22 is currently in effect but is being challenged in state court.\u003c/p>\n\u003cp>The companies, which spent more than $200 million to get that measure passed, say changing how they classify drivers threatens the survival of their businesses. In addition, they argue most drivers prefer to remain as independent contractors.\u003c/p>\n\u003cp>“With more than 1 million unfilled traditional jobs and record low unemployment in the state, drivers are still choosing this work because of the earning potential, benefits, independence, and flexibility it provides,” wrote a spokesperson for Lyft. “The special interest groups that claim to support drivers should listen to the vast majority of them who want to keep what they have under Prop 22.”\u003c/p>\n\u003cp>Lydia Olson, who owns a consulting business in Sacramento, fears that becoming an employee would mean she could no longer drive for Uber and Lyft, as she has done for the past five years. She worries that the legal challenge to Proposition 22 or changes to federal rules could strip her of her choice to supplement her income when and where she chooses, for as long as she wants.\u003c/p>\n\u003cp>“It’s a scary time,” said Olson, 55. “I mean, how would you feel if you knew that the politicians could turn off your ability to work permanently overnight? And there’s nothing you could do about it, because that’s what we are looking at.”\u003c/p>\n\u003cp>Olson said a flexible schedule allows her to care for her husband, who has multiple sclerosis. She estimates she makes $30 an hour in net income as a driver, even with recent increases in gas prices.\u003c/p>\n\u003cp>“There’s a reason why so many people choose independent contracting and that’s because it works for them, and that’s their choice. And we all know there’s trade-offs,” she said. “So it makes no sense to force us to be employees, because we didn’t choose that.”\u003c/p>\n\u003cp>Spokespeople for Uber, Lyft and DoorDash said Proposition 22 delivered a 120% minimum wage guarantee for drivers, while offering health care subsidies and other benefits. They pointed to a UC Riverside analysis that concluded \u003ca href=\"https://ucreconomicforecast.org/wp-content/uploads/2022/02/UCR_CEFD_CA_AppDrivers_Analysis_2_17_2022.pdf\">drivers earned $25.17 per active hour\u003c/a> in 2021, not including tips. The study was commissioned by the \u003ca href=\"https://protectdriversandservices.com/about/our-coalition/\">Protect App-Based Drivers and Services\u003c/a> coalition, of which Uber, Lyft, DoorDash and Instacart are members.\u003c/p>\n\u003cp>However, a separate report authored by researchers at PolicyLink and Rideshare Drivers United last month \u003ca href=\"https://nationalequityatlas.org/prop22-paystudy\">estimated drastically lower earnings\u003c/a> for these gig workers. According to that study, typical rideshare drivers in California are taking home just $6.20 an hour, in part because they are not paid for the total time they are working.\u003c/p>\n\u003cp>In statements, Uber, Lyft and DoorDash spokespeople slammed those findings as “deeply flawed,” criticizing the small sample used for the analysis, which was based on data from 3,020 trips by 21 drivers.\u003c/p>\n\u003cp>But several full-time drivers at the protest told KQED that they make significantly less than $15 an hour after they deduct the costs of driving, such as gas and car maintenance, and must work long days to make ends meet.\u003c/p>\n\u003cp>“If you’re not going to work 12, 13 hours a day, you’re not going to survive,” said Armen Oganesyan, 57, who drives for Uber and Lyft in Los Angeles. “We basically live in the car … We are working every day from Monday to Sunday.”\u003c/p>\n\u003cp>The California Gig Workers Union, which representatives said is a movement of tens of thousands of people\u003cb data-stringify-type=\"bold\">, \u003c/b>merges two groups that had operated in the southern and northern regions of the state for years: the Mobile Workers Alliance and We Drive Progress.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Elon Musk Says He's Willing to Buy Twitter After All",
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"content": "\u003cdiv class=\"storyMajorUpdateDate\">\u003cstrong>Updated October 4, 2022 at 1:56 PM ET\u003c/strong>\u003c/div>\n\u003cp>Elon Musk now wants to go through with his original offer to buy Twitter for the previously agreed upon price, a source close to the deal tells NPR.\u003c/p>\n\u003cp>The billionaire Tesla CEO sent a letter to Twitter Monday night, the person said, which could put an end to the knock-down, drag-out legal fight over the merger that he tried to abandon in July.\u003c/p>\n\u003cp>The news, first reported by Bloomberg, sent shares of the struggling social media company soaring 13% before the Nasdaq halted trading.\u003c/p>\n\u003cp>Musk had agreed to buy Twitter for $54.20 per share, or about $44 billion, in May, but then tried to back out of the deal after the company’s value sank, along with other tech stocks and the broader market.\u003c/p>\n\u003cp>Twitter sued to force Musk to abide by the deal. A trial is scheduled to begin in less than two weeks. It’s now up to the company to accept Musk’s renewed offer or force the billionaire to go to court in an effort to seal the deal.\u003c/p>\n\u003cp>Representatives for Musk and Twitter didn’t respond to requests for comment.\u003c/p>\n\u003ch2>A tumultuous courtship Twitter never sought\u003c/h2>\n\u003cp>Musk and Twitter have been at odds almost since Musk first revealed his interest in the company in early April. In the course of just a few months, Musk went from being Twitter’s largest individual shareholder to would-be board member to unsolicited bidder to unwilling buyer.\u003c/p>\n\u003cp>Twitter, which never put itself up for sale in the first place, found itself in the awkward position of trying to force Musk to buy it, even as it acknowledged the specter of his ownership was causing disruption to its already \u003ca href=\"https://www.npr.org/2022/04/23/1094324614/twitter-elon-musk-old-problems\">struggling business\u003c/a>.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"elon-musk\"]Along the way, Musk has used his Twitter account – which now boasts nearly 108 million followers – to mock the company, critique its products, attack its executives and keep the world guessing about what he’d do next.\u003c/p>\n\u003cp>The billionaire began buying Twitter shares in January. By spring, he’d become its biggest individual shareholder, but delayed notifying regulators or the public until early April. At that point, he told Twitter he saw three options: join its board, buy the company and take it private, or start a competing social network, according to Twitter’s lawsuit.\u003c/p>\n\u003cp>After accepting and then reneging an invitation to \u003ca href=\"https://www.npr.org/2022/04/11/1091969075/elon-musk-will-not-join-twitter-board\">join the company’s board\u003c/a>, Musk made an unsolicited offer to buy Twitter for $54.20 a share, or about $44 billion.\u003c/p>\n\u003cp>Twitter initially resisted, adopting a so-called \u003ca href=\"https://www.npr.org/2022/04/19/1093408513/twitter-elon-musk-explainer-investors-shareholders\">“poison pill”\u003c/a> to slow down Musk’s advances and give the board and management time to evaluate his offer against other prospects. Musk started tweeting veiled references to making a tender offer directly to Twitter shareholders to get his way.\u003c/p>\n\u003cp>Finally, Twitter \u003ca href=\"https://www.npr.org/2022/04/25/1094604406/twitter-elon-musk-deal\">agreed to sell\u003c/a> to Musk in late April. The company and Musk signed a deal in which Musk waived any further due diligence, pledged tens of billions of his own money, and promised not to use his Twitter megaphone to disparage the company. The deal included another important protection for Twitter: it said if Musk tried to back out, with few exceptions, the company could take him to court to force him to complete the purchase.\u003c/p>\n\u003ch2>Musk’s change-of-heart led to high-stakes legal battle, with trial scheduled for this month\u003c/h2>\n\u003cp>The ink was barely dry on the agreement when Musk began suggesting he had cold feet. When he struck the deal, he said one of his goals in owning Twitter was to clean up its longstanding problems with spam and automated bot accounts. Soon, he began saying he didn’t want to buy Twitter \u003ca href=\"https://www.npr.org/2022/05/13/1098741154/elon-musk-twitter-deal-hold-pause\">because of the bots\u003c/a> – and accused the company of misleading him and the public about the scale of the problem. (Twitter has for years said it estimates about 5% of daily users are not real people.)\u003c/p>\n\u003cp>In early July, he announced he was \u003ca href=\"https://www.npr.org/2022/07/08/1110539504/twitter-elon-musk-deal-jeopardy\">terminating the deal\u003c/a>, citing his concerns over Twitter’s user numbers and his allegations that Twitter deceived him. Twitter hit back two days later with a \u003ca href=\"https://www.npr.org/2022/07/12/1111032233/elon-musk-twitter-lawsuit-deal\">lawsuit\u003c/a> seeking to hold Musk to the terms of the sale.\u003c/p>\n\u003cp>Twitter accused Musk of suffering from buyer’s remorse, noting that the stock market rout since the deal was signed made the price Musk had agreed to pay look high and dented the value of his \u003ca href=\"https://www.npr.org/2022/04/26/1094870412/tesla-shares-sink-twitter-elon-musk\">Tesla stake\u003c/a> – his primary source of wealth.\u003c/p>\n\u003cp>The company argued Musk’s claims about bots were irrelevant to the question of whether he broke the legal agreement, which made no mention of how many accounts on Twitter aren’t real.\u003c/p>\n\u003cp>Indeed, Musk amended his legal argument in August, after Twitter’s former security chief filed a federal complaint contending Twitter was putting users’ privacy and sensitive company information at risk through lax security practices. (Twitter has called the allegations inaccurate, inconsistent and opportunistic.)\u003c/p>\n\u003cp>Musk’s reversal comes after an unusually eventful discovery phase of the case, in which attorneys for both sides filed more than a hundred subpoenas and took dozens of depositions.\u003c/p>\n\u003cp>Internal emails and texts were beginning to pour out of the case, including a cache of Musk’s texts in which some of the richest, most powerful, boldface names in Silicon Valley begged to get in on the deal, handed out free advice and generally kissed up to him.\u003c/p>\n\u003cp>Musk is scheduled to sit for a deposition this week. A five-day trial is slated to begin Oct. 17.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Elon+Musk+says+he%27s+willing+to+buy+Twitter+after+all&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cdiv class=\"storyMajorUpdateDate\">\u003cstrong>Updated October 4, 2022 at 1:56 PM ET\u003c/strong>\u003c/div>\n\u003cp>Elon Musk now wants to go through with his original offer to buy Twitter for the previously agreed upon price, a source close to the deal tells NPR.\u003c/p>\n\u003cp>The billionaire Tesla CEO sent a letter to Twitter Monday night, the person said, which could put an end to the knock-down, drag-out legal fight over the merger that he tried to abandon in July.\u003c/p>\n\u003cp>The news, first reported by Bloomberg, sent shares of the struggling social media company soaring 13% before the Nasdaq halted trading.\u003c/p>\n\u003cp>Musk had agreed to buy Twitter for $54.20 per share, or about $44 billion, in May, but then tried to back out of the deal after the company’s value sank, along with other tech stocks and the broader market.\u003c/p>\n\u003cp>Twitter sued to force Musk to abide by the deal. A trial is scheduled to begin in less than two weeks. It’s now up to the company to accept Musk’s renewed offer or force the billionaire to go to court in an effort to seal the deal.\u003c/p>\n\u003cp>Representatives for Musk and Twitter didn’t respond to requests for comment.\u003c/p>\n\u003ch2>A tumultuous courtship Twitter never sought\u003c/h2>\n\u003cp>Musk and Twitter have been at odds almost since Musk first revealed his interest in the company in early April. In the course of just a few months, Musk went from being Twitter’s largest individual shareholder to would-be board member to unsolicited bidder to unwilling buyer.\u003c/p>\n\u003cp>Twitter, which never put itself up for sale in the first place, found itself in the awkward position of trying to force Musk to buy it, even as it acknowledged the specter of his ownership was causing disruption to its already \u003ca href=\"https://www.npr.org/2022/04/23/1094324614/twitter-elon-musk-old-problems\">struggling business\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Along the way, Musk has used his Twitter account – which now boasts nearly 108 million followers – to mock the company, critique its products, attack its executives and keep the world guessing about what he’d do next.\u003c/p>\n\u003cp>The billionaire began buying Twitter shares in January. By spring, he’d become its biggest individual shareholder, but delayed notifying regulators or the public until early April. At that point, he told Twitter he saw three options: join its board, buy the company and take it private, or start a competing social network, according to Twitter’s lawsuit.\u003c/p>\n\u003cp>After accepting and then reneging an invitation to \u003ca href=\"https://www.npr.org/2022/04/11/1091969075/elon-musk-will-not-join-twitter-board\">join the company’s board\u003c/a>, Musk made an unsolicited offer to buy Twitter for $54.20 a share, or about $44 billion.\u003c/p>\n\u003cp>Twitter initially resisted, adopting a so-called \u003ca href=\"https://www.npr.org/2022/04/19/1093408513/twitter-elon-musk-explainer-investors-shareholders\">“poison pill”\u003c/a> to slow down Musk’s advances and give the board and management time to evaluate his offer against other prospects. Musk started tweeting veiled references to making a tender offer directly to Twitter shareholders to get his way.\u003c/p>\n\u003cp>Finally, Twitter \u003ca href=\"https://www.npr.org/2022/04/25/1094604406/twitter-elon-musk-deal\">agreed to sell\u003c/a> to Musk in late April. The company and Musk signed a deal in which Musk waived any further due diligence, pledged tens of billions of his own money, and promised not to use his Twitter megaphone to disparage the company. The deal included another important protection for Twitter: it said if Musk tried to back out, with few exceptions, the company could take him to court to force him to complete the purchase.\u003c/p>\n\u003ch2>Musk’s change-of-heart led to high-stakes legal battle, with trial scheduled for this month\u003c/h2>\n\u003cp>The ink was barely dry on the agreement when Musk began suggesting he had cold feet. When he struck the deal, he said one of his goals in owning Twitter was to clean up its longstanding problems with spam and automated bot accounts. Soon, he began saying he didn’t want to buy Twitter \u003ca href=\"https://www.npr.org/2022/05/13/1098741154/elon-musk-twitter-deal-hold-pause\">because of the bots\u003c/a> – and accused the company of misleading him and the public about the scale of the problem. (Twitter has for years said it estimates about 5% of daily users are not real people.)\u003c/p>\n\u003cp>In early July, he announced he was \u003ca href=\"https://www.npr.org/2022/07/08/1110539504/twitter-elon-musk-deal-jeopardy\">terminating the deal\u003c/a>, citing his concerns over Twitter’s user numbers and his allegations that Twitter deceived him. Twitter hit back two days later with a \u003ca href=\"https://www.npr.org/2022/07/12/1111032233/elon-musk-twitter-lawsuit-deal\">lawsuit\u003c/a> seeking to hold Musk to the terms of the sale.\u003c/p>\n\u003cp>Twitter accused Musk of suffering from buyer’s remorse, noting that the stock market rout since the deal was signed made the price Musk had agreed to pay look high and dented the value of his \u003ca href=\"https://www.npr.org/2022/04/26/1094870412/tesla-shares-sink-twitter-elon-musk\">Tesla stake\u003c/a> – his primary source of wealth.\u003c/p>\n\u003cp>The company argued Musk’s claims about bots were irrelevant to the question of whether he broke the legal agreement, which made no mention of how many accounts on Twitter aren’t real.\u003c/p>\n\u003cp>Indeed, Musk amended his legal argument in August, after Twitter’s former security chief filed a federal complaint contending Twitter was putting users’ privacy and sensitive company information at risk through lax security practices. (Twitter has called the allegations inaccurate, inconsistent and opportunistic.)\u003c/p>\n\u003cp>Musk’s reversal comes after an unusually eventful discovery phase of the case, in which attorneys for both sides filed more than a hundred subpoenas and took dozens of depositions.\u003c/p>\n\u003cp>Internal emails and texts were beginning to pour out of the case, including a cache of Musk’s texts in which some of the richest, most powerful, boldface names in Silicon Valley begged to get in on the deal, handed out free advice and generally kissed up to him.\u003c/p>\n\u003cp>Musk is scheduled to sit for a deposition this week. A five-day trial is slated to begin Oct. 17.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Elon+Musk+says+he%27s+willing+to+buy+Twitter+after+all&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Update, 11:50 a.m. Wednesday:\u003c/strong> DALL-E was previously only accessible to the public via invite, but the AI generator has now been made available to all without a waitlist. \u003ca href=\"https://openai.com/blog/dall-e-now-available-without-waitlist/\">Read more about signing up to use DALL-E here.\u003c/a>\u003c/p>\n\u003cp>\u003cb>Original post, 2:10 p.m. Monday: \u003c/b>Think of something, type it in, and wait for it …\u003c/p>\n\u003cp>Imagine an image generated from your thoughts and words in just minutes, all ready for the world to see. That’s what \u003ca href=\"https://openai.com/dall-e-2/\">OpenAI’s DALL-E \u003c/a>— a neural network designed to convert text descriptions into images — and its newest version, DALL-E 2, is for.\u003c/p>\n\u003cp>This artificial intelligence-powered image generator seems futuristic and fun, but is it necessary? More importantly, is it \u003cem>safe\u003c/em>? And how can technologies like these handle things like online disinformation, bias, violent content and other harms?\u003c/p>\n\u003cp>In \u003ca href=\"https://www.kqed.org/forum/2010101890327/dall-e-deepfakes-and-the-new-frontier-of-online-misinformation\">a recent episode of KQED Forum\u003c/a>, host Mina Kim hosted a conversation on the possibilities and pitfalls of this technology with:\u003c/p>\n\u003cul>\n\u003cli>Lama Ahmad, policy researcher from DALL-E creator OpenAI;\u003c/li>\n\u003cli>Hany Farid, deepfake expert at UC Berkeley.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>The following interview has been edited for length and clarity.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>MINA KIN: What is DALL-E, and how does it work?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>LAMA AHMAD:\u003c/strong> DALL-E is an AI that basically does text-to-image. So someone can type in a prompt and the output would be anything you can imagine. It learned from pairs of lots and lots of images, and lots and lots of captions, and basically is able to construct those concepts entirely from scratch. Even though it learned from existing images, words and language, it will be able to construct what that image \u003cem>would\u003c/em> look like.\u003c/p>\n\u003cp>You can also use \u003ca href=\"https://theinpaint.com/\">Inpaint\u003c/a> to select a region of an image and modify it also using words. And you can also create variations on existing images, or images generated by the software itself.\u003c/p>\n\u003cp>The images can look hyperrealistic, fantastical or abstract, if that’s what you would like. Sort of all in the words that you use and how you craft your prompts.\u003c/p>\n\u003cp>https://twitter.com/OpenAI/status/1511714516345651204\u003c/p>\n\u003cp>You can also upload images to DALL-E. That goes to that Inpainting functionality where you can edit regions of an image. That being said, you cannot upload images of people, and that was a concerted effort on the part of OpenAI to really combat misinformation and disinformation related to people.\u003c/p>\n\u003cp>It was really important to OpenAI that we are putting out the AI that is most helpful, and most beneficial to people. And at the end of the day, uploading images of people was not something we wanted to allow.\u003c/p>\n\u003cp>\u003cstrong>DALL-E doesn’t allow uploading images of people. But, how can DALL-E be used in a malicious way?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>LAMA AHMAD:\u003c/strong> Before we even deployed DALL-E, we worked with researchers at lots of universities, academic institutions, civil society organizations that have been thinking deeply about these problems. Not just disinformation, but things like bias, things like representations of harmful imagery around children, violent content — a whole host of things.\u003c/p>\n\u003cp>And so we really thought about this, all the way from training the model and what sorts of images we include, all the way up into the development of the system, and how it would be presented to the world.\u003c/p>\n\u003cp>Including external researchers was a really important part of that because it’s not just people at OpenAI who are thinking about it, it’s the minds of lots of great people that helped us to develop our mitigations and make sure that they were working.\u003c/p>\n\u003cp>\u003cstrong>What benefit does DALL-E provide?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>LAMA AHMAD:\u003c/strong> I think some of the exciting things that we’ve seen happen with DALL-E are changes in how artists are doing their work, a new genre of art, and the emerging accessibility of creating images. Not everyone has the skills to do Photoshop. I certainly don’t.\u003c/p>\n\u003cp>Being able to make those kinds of things accessible to a broad range of people is something that we hope will be unlocked as a benefit of models like DALL-E. But it’s certainly something that we think about, like, how do you deploy? Or should you even deploy at all?\u003c/p>\n\u003cp>https://twitter.com/OpenAI/status/1565009366951989248\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>Are the safeguards really good that DALL-E puts in?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> They’re not perfect.\u003c/p>\n\u003cp>Shortly after DALL-E was released, another version of this image synthesis was released called Stable Diffusion, with zero guardrails. You can put in anybody’s name, create violent or sexually explicit material — no rules. And it’s completely open-source. It took us all of an hour to get one running up on one of our computers, and all of the safeguards — that OpenAI very thoughtfully put in — in some ways don’t matter anymore.\u003c/p>\n\u003cp>We’ve seen three very different approaches to this technology. We’ve been talking about OpenAI’s thoughtful methods with safeguards; I’ve mentioned Stable Diffusion with zero safeguards; Google has a version of this and they refuse to release it. I couldn’t even get access as a forensic scientist saying I wanted to just do forensic analysis. Google’s rationale was they are concerned about misuse and they are not releasing it.\u003c/p>\n\u003cp>And so now you’ve seen three very different approaches to this. But of course, it’s the lowest common denominator that matters. And the lowest common denominator is, no rules.\u003c/p>\n\u003cp>\u003cstrong>Can you talk a little bit about regulating tools like this?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> What we spend most of our time doing here in my lab is, somebody sends me an image or a video, and we try to determine if it’s real or fake.\u003c/p>\n\u003cp>Another way to think about this problem is that when you record an image or a video at the point of recording, you can authenticate. And there’s a really nice initiative called the \u003ca href=\"https://c2pa.org/\">C2PA, the Coalition for Content Provenance and Authenticity\u003c/a>, building a system that would allow your device so that when I take an image or a video or audio, it will authenticate the date and time, the location, who took it, and all the pixels are authentic so that when that piece of content makes its way onto the internet, then I can trust that it has been authentic. And I like that technology a lot because it’s here, it works, and it will scale. But it doesn’t mean we can simply ignore all the other problems.\u003c/p>\n\u003cp>But I think it’s part of a larger solution that includes education, government regulation and technology. And also, more corporate responsibility. OpenAI has done a good job, but I don’t think you can say that all companies have the same thoughtfulness that we have seen coming out of OpenAI.\u003c/p>\n\u003cp>https://twitter.com/OpenAI/status/1511714540785860611\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>What are the dangers of tools like DALL-E in cases like predictive policing, facial recognition and surveillance regimes?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> I think that a legitimate point to make is, how are these systems being trained? And also is there bias in the data?\u003c/p>\n\u003cp>So for example, in policing, if we use historical data, that historical data is biased against people of color. And if you simply train an AI algorithm, you are simply going to repeat history. So I think that it’s a legitimate and reasonable concern to have, both from a bias perspective, but also from a fairness perspective.\u003c/p>\n\u003cp>\u003cstrong>California does have two laws about deepfakes. One allows anyone whose images are nonconsensually used in pornography to sue, and the other prohibits the malicious use of deepfakes for a candidate for office. What do you think of those?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> There are some problems with the laws. You have to prove intent to harm. It’s not just that it’s illegal to create it. You have to prove that it was in your intent to harm somebody. And proving intent is very, very difficult.\u003c/p>\n\u003cp>And also, this works within the borders of California. What happens when this is coming from wherever — Romania? Russia? China? We have no ability to litigate this here. Once those images are on the internet, they don’t come down and the harm is done and maybe you’ll have some retribution a year, 10 years from now. But it doesn’t really deal with the problem.\u003cspan style=\"font-weight: 400\">[pullquote size='medium' align='right' citation=\"Hany Farid, deepfake expert, UC Berkeley\"]‘If we enter this world where any image, any audio, any video, any tweet, any article can be fake, well, then — nothing has to be real.’[/pullquote]\u003c/span>\u003c/p>\n\u003cp>I think also the deepfake bill on politics is problematic, because it’s very narrowly tailored. There are all kinds of things you have to show. And again, within the California borders, I think they were well-intentioned. But I think they are largely impotent.\u003c/p>\n\u003cp>\u003cstrong>You’ve talked about “the liar’s dividend.” Can you explain what that is?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> The thing I really worry about is that if we enter this world where any image, any audio, any video, any tweet, any article can be fake, well, then — nothing has to be real. We can simply dismiss things that we don’t like or agree with. And now we are living in a completely alternate universe relative to those around us.\u003c/p>\n\u003cp>You see this playing out on a regular basis. For example, in 2015 Trump gets himself in trouble for the act of saying awful things about women on the “Access Hollywood” tape. A year and a half later, deepfakes are now on the horizon — they come into our vocabulary. He’s asked about the audio and he says it’s fake.\u003c/p>\n\u003cp>Now we are living in alternate realities, the so-called “liar’s dividend.” And now we have a double-fisted weapon. I can create fake content and I can deny reality by using exactly the same specter of that technology.\u003c/p>\n\u003cp>https://www.instagram.com/p/CgZmhlmrcWx\u003c/p>\n\u003cp>\u003cstrong>What about democratizing access to knowledge?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> I think the paradox of the internet was that the idea was to democratize access to knowledge and information and to wrestle away from the handful of publishers the ability to publish. And therefore, that was a big leap. Now the world would be better off.\u003c/p>\n\u003cp>But of course, what we’ve done is we’ve just traded off who controls information. It went from CBS, ABC, NBC Nightly News to Facebook. And if you asked me which one I would prefer, I would rather go back to the nightly news. Why? Because they have editorial standards.\u003c/p>\n\u003cp>There are now five tech companies that control the internet, and I think that has been to the detriment, because they have not brought in the editorial standards and the journalistic standards that, although they are not perfect, the mainstream media has.\u003c/p>\n\u003cp>\u003cstrong>In which ways do you see this technology being used for good?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> I’m not 100% convinced that we should have done this stuff. And I’m not referring specifically to DALL-E. I’m referring to the general world of synthetic media.\u003c/p>\n\u003cp>If you go back for decades now, the computer-graphics community has developed technology that allows for really cool special effects and Hollywood studios. And now we’ve just democratized access to that.\u003c/p>\n\u003cp>I think it’s fun and creative. But are those outweighed by the downsides, and if so, by how much? And if so, then what do we do about it?\u003c/p>\n\u003cp>I admit that I have a biased worldview because I come at it from the other side. I see more on the downside than the upside. That’s not to say that we can’t mitigate the harm. But the reality today is the cat is out of the bag. We’re not putting this technology back in, and we’re going to have to start to get more serious about dealing with and mitigating the harm that is coming from these types of technologies.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>What about the impact on manual and creative labor?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID: \u003c/strong>We tend to think of the disruption of technology impacting manual labor. But now we’re talking about AI disrupting creative tasks — the one thing that we thought we had over the machines.\u003c/p>\n\u003cp>By the way, it’s not just creative, it’s doctors, radiologists. AI systems are getting so good now that they can read X-rays and CT scans and MRIs on par with or better than physicians. So you are talking about disrupting not just what would be considered manual labor, but also things that we thought were safe for a while.\u003c/p>\n\u003cp>Also \u003cem>my\u003c/em> job: Computer scientists are now starting to develop technology to write computer code that will then build the next generation of AI. And so it’s a really interesting landscape because you’re seeing how AI is starting to disrupt.\u003c/p>\n\u003cp>I don’t think you can stop this. So it’s a question of how we come to grips with this massive disruption on the scale of the industrial revolution.\u003c/p>\n\u003cp>\u003cstrong>You are constantly deep in it and you see some of the worst things that people can generate using these kinds of technologies. So how do you not freak out?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID: \u003c/strong>It’s been a rough few years, in combination with COVID and world events. And while I am quick to blame the Mark Zuckerbergs and the Facebooks of the world for that, the chaos that they have induced on society, at the end of the day, we as individuals can’t escape responsibility. We’re the idiots on Facebook clicking on this stuff. We’re the jerks on Twitter yelling and screaming at each other. We are contributing to this.\u003c/p>\n\u003cp>So I think we all have to look inward and also outward. And I think we have to look to our government regulators, to do a better job than they have done over the last 20 years.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 11:50 a.m. Wednesday:\u003c/strong> DALL-E was previously only accessible to the public via invite, but the AI generator has now been made available to all without a waitlist. \u003ca href=\"https://openai.com/blog/dall-e-now-available-without-waitlist/\">Read more about signing up to use DALL-E here.\u003c/a>\u003c/p>\n\u003cp>\u003cb>Original post, 2:10 p.m. Monday: \u003c/b>Think of something, type it in, and wait for it …\u003c/p>\n\u003cp>Imagine an image generated from your thoughts and words in just minutes, all ready for the world to see. That’s what \u003ca href=\"https://openai.com/dall-e-2/\">OpenAI’s DALL-E \u003c/a>— a neural network designed to convert text descriptions into images — and its newest version, DALL-E 2, is for.\u003c/p>\n\u003cp>This artificial intelligence-powered image generator seems futuristic and fun, but is it necessary? More importantly, is it \u003cem>safe\u003c/em>? And how can technologies like these handle things like online disinformation, bias, violent content and other harms?\u003c/p>\n\u003cp>In \u003ca href=\"https://www.kqed.org/forum/2010101890327/dall-e-deepfakes-and-the-new-frontier-of-online-misinformation\">a recent episode of KQED Forum\u003c/a>, host Mina Kim hosted a conversation on the possibilities and pitfalls of this technology with:\u003c/p>\n\u003cul>\n\u003cli>Lama Ahmad, policy researcher from DALL-E creator OpenAI;\u003c/li>\n\u003cli>Hany Farid, deepfake expert at UC Berkeley.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>The following interview has been edited for length and clarity.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>MINA KIN: What is DALL-E, and how does it work?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>LAMA AHMAD:\u003c/strong> DALL-E is an AI that basically does text-to-image. So someone can type in a prompt and the output would be anything you can imagine. It learned from pairs of lots and lots of images, and lots and lots of captions, and basically is able to construct those concepts entirely from scratch. Even though it learned from existing images, words and language, it will be able to construct what that image \u003cem>would\u003c/em> look like.\u003c/p>\n\u003cp>You can also use \u003ca href=\"https://theinpaint.com/\">Inpaint\u003c/a> to select a region of an image and modify it also using words. And you can also create variations on existing images, or images generated by the software itself.\u003c/p>\n\u003cp>The images can look hyperrealistic, fantastical or abstract, if that’s what you would like. Sort of all in the words that you use and how you craft your prompts.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>You can also upload images to DALL-E. That goes to that Inpainting functionality where you can edit regions of an image. That being said, you cannot upload images of people, and that was a concerted effort on the part of OpenAI to really combat misinformation and disinformation related to people.\u003c/p>\n\u003cp>It was really important to OpenAI that we are putting out the AI that is most helpful, and most beneficial to people. And at the end of the day, uploading images of people was not something we wanted to allow.\u003c/p>\n\u003cp>\u003cstrong>DALL-E doesn’t allow uploading images of people. But, how can DALL-E be used in a malicious way?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>LAMA AHMAD:\u003c/strong> Before we even deployed DALL-E, we worked with researchers at lots of universities, academic institutions, civil society organizations that have been thinking deeply about these problems. Not just disinformation, but things like bias, things like representations of harmful imagery around children, violent content — a whole host of things.\u003c/p>\n\u003cp>And so we really thought about this, all the way from training the model and what sorts of images we include, all the way up into the development of the system, and how it would be presented to the world.\u003c/p>\n\u003cp>Including external researchers was a really important part of that because it’s not just people at OpenAI who are thinking about it, it’s the minds of lots of great people that helped us to develop our mitigations and make sure that they were working.\u003c/p>\n\u003cp>\u003cstrong>What benefit does DALL-E provide?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>LAMA AHMAD:\u003c/strong> I think some of the exciting things that we’ve seen happen with DALL-E are changes in how artists are doing their work, a new genre of art, and the emerging accessibility of creating images. Not everyone has the skills to do Photoshop. I certainly don’t.\u003c/p>\n\u003cp>Being able to make those kinds of things accessible to a broad range of people is something that we hope will be unlocked as a benefit of models like DALL-E. But it’s certainly something that we think about, like, how do you deploy? Or should you even deploy at all?\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>Are the safeguards really good that DALL-E puts in?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> They’re not perfect.\u003c/p>\n\u003cp>Shortly after DALL-E was released, another version of this image synthesis was released called Stable Diffusion, with zero guardrails. You can put in anybody’s name, create violent or sexually explicit material — no rules. And it’s completely open-source. It took us all of an hour to get one running up on one of our computers, and all of the safeguards — that OpenAI very thoughtfully put in — in some ways don’t matter anymore.\u003c/p>\n\u003cp>We’ve seen three very different approaches to this technology. We’ve been talking about OpenAI’s thoughtful methods with safeguards; I’ve mentioned Stable Diffusion with zero safeguards; Google has a version of this and they refuse to release it. I couldn’t even get access as a forensic scientist saying I wanted to just do forensic analysis. Google’s rationale was they are concerned about misuse and they are not releasing it.\u003c/p>\n\u003cp>And so now you’ve seen three very different approaches to this. But of course, it’s the lowest common denominator that matters. And the lowest common denominator is, no rules.\u003c/p>\n\u003cp>\u003cstrong>Can you talk a little bit about regulating tools like this?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> What we spend most of our time doing here in my lab is, somebody sends me an image or a video, and we try to determine if it’s real or fake.\u003c/p>\n\u003cp>Another way to think about this problem is that when you record an image or a video at the point of recording, you can authenticate. And there’s a really nice initiative called the \u003ca href=\"https://c2pa.org/\">C2PA, the Coalition for Content Provenance and Authenticity\u003c/a>, building a system that would allow your device so that when I take an image or a video or audio, it will authenticate the date and time, the location, who took it, and all the pixels are authentic so that when that piece of content makes its way onto the internet, then I can trust that it has been authentic. And I like that technology a lot because it’s here, it works, and it will scale. But it doesn’t mean we can simply ignore all the other problems.\u003c/p>\n\u003cp>But I think it’s part of a larger solution that includes education, government regulation and technology. And also, more corporate responsibility. OpenAI has done a good job, but I don’t think you can say that all companies have the same thoughtfulness that we have seen coming out of OpenAI.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>What are the dangers of tools like DALL-E in cases like predictive policing, facial recognition and surveillance regimes?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> I think that a legitimate point to make is, how are these systems being trained? And also is there bias in the data?\u003c/p>\n\u003cp>So for example, in policing, if we use historical data, that historical data is biased against people of color. And if you simply train an AI algorithm, you are simply going to repeat history. So I think that it’s a legitimate and reasonable concern to have, both from a bias perspective, but also from a fairness perspective.\u003c/p>\n\u003cp>\u003cstrong>California does have two laws about deepfakes. One allows anyone whose images are nonconsensually used in pornography to sue, and the other prohibits the malicious use of deepfakes for a candidate for office. What do you think of those?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> There are some problems with the laws. You have to prove intent to harm. It’s not just that it’s illegal to create it. You have to prove that it was in your intent to harm somebody. And proving intent is very, very difficult.\u003c/p>\n\u003cp>And also, this works within the borders of California. What happens when this is coming from wherever — Romania? Russia? China? We have no ability to litigate this here. Once those images are on the internet, they don’t come down and the harm is done and maybe you’ll have some retribution a year, 10 years from now. But it doesn’t really deal with the problem.\u003cspan style=\"font-weight: 400\">\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003c/p>\n\u003cp>I think also the deepfake bill on politics is problematic, because it’s very narrowly tailored. There are all kinds of things you have to show. And again, within the California borders, I think they were well-intentioned. But I think they are largely impotent.\u003c/p>\n\u003cp>\u003cstrong>You’ve talked about “the liar’s dividend.” Can you explain what that is?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> The thing I really worry about is that if we enter this world where any image, any audio, any video, any tweet, any article can be fake, well, then — nothing has to be real. We can simply dismiss things that we don’t like or agree with. And now we are living in a completely alternate universe relative to those around us.\u003c/p>\n\u003cp>You see this playing out on a regular basis. For example, in 2015 Trump gets himself in trouble for the act of saying awful things about women on the “Access Hollywood” tape. A year and a half later, deepfakes are now on the horizon — they come into our vocabulary. He’s asked about the audio and he says it’s fake.\u003c/p>\n\u003cp>Now we are living in alternate realities, the so-called “liar’s dividend.” And now we have a double-fisted weapon. I can create fake content and I can deny reality by using exactly the same specter of that technology.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>What about democratizing access to knowledge?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> I think the paradox of the internet was that the idea was to democratize access to knowledge and information and to wrestle away from the handful of publishers the ability to publish. And therefore, that was a big leap. Now the world would be better off.\u003c/p>\n\u003cp>But of course, what we’ve done is we’ve just traded off who controls information. It went from CBS, ABC, NBC Nightly News to Facebook. And if you asked me which one I would prefer, I would rather go back to the nightly news. Why? Because they have editorial standards.\u003c/p>\n\u003cp>There are now five tech companies that control the internet, and I think that has been to the detriment, because they have not brought in the editorial standards and the journalistic standards that, although they are not perfect, the mainstream media has.\u003c/p>\n\u003cp>\u003cstrong>In which ways do you see this technology being used for good?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID:\u003c/strong> I’m not 100% convinced that we should have done this stuff. And I’m not referring specifically to DALL-E. I’m referring to the general world of synthetic media.\u003c/p>\n\u003cp>If you go back for decades now, the computer-graphics community has developed technology that allows for really cool special effects and Hollywood studios. And now we’ve just democratized access to that.\u003c/p>\n\u003cp>I think it’s fun and creative. But are those outweighed by the downsides, and if so, by how much? And if so, then what do we do about it?\u003c/p>\n\u003cp>I admit that I have a biased worldview because I come at it from the other side. I see more on the downside than the upside. That’s not to say that we can’t mitigate the harm. But the reality today is the cat is out of the bag. We’re not putting this technology back in, and we’re going to have to start to get more serious about dealing with and mitigating the harm that is coming from these types of technologies.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>What about the impact on manual and creative labor?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID: \u003c/strong>We tend to think of the disruption of technology impacting manual labor. But now we’re talking about AI disrupting creative tasks — the one thing that we thought we had over the machines.\u003c/p>\n\u003cp>By the way, it’s not just creative, it’s doctors, radiologists. AI systems are getting so good now that they can read X-rays and CT scans and MRIs on par with or better than physicians. So you are talking about disrupting not just what would be considered manual labor, but also things that we thought were safe for a while.\u003c/p>\n\u003cp>Also \u003cem>my\u003c/em> job: Computer scientists are now starting to develop technology to write computer code that will then build the next generation of AI. And so it’s a really interesting landscape because you’re seeing how AI is starting to disrupt.\u003c/p>\n\u003cp>I don’t think you can stop this. So it’s a question of how we come to grips with this massive disruption on the scale of the industrial revolution.\u003c/p>\n\u003cp>\u003cstrong>You are constantly deep in it and you see some of the worst things that people can generate using these kinds of technologies. So how do you not freak out?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>HANY FARID: \u003c/strong>It’s been a rough few years, in combination with COVID and world events. And while I am quick to blame the Mark Zuckerbergs and the Facebooks of the world for that, the chaos that they have induced on society, at the end of the day, we as individuals can’t escape responsibility. We’re the idiots on Facebook clicking on this stuff. We’re the jerks on Twitter yelling and screaming at each other. We are contributing to this.\u003c/p>\n\u003cp>So I think we all have to look inward and also outward. And I think we have to look to our government regulators, to do a better job than they have done over the last 20 years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>San Francisco \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=11240602&GUID=8E192C3D-24AF-4851-A25A-DC5DA85E7E77\">supervisors voted Tuesday for a trial run allowing police to monitor, in real time, private surveillance cameras\u003c/a> in certain circumstances, despite strong objections from civil liberties groups alarmed by the potential impact on privacy.\u003c/p>\n\u003cp>Mayor London Breed requested the ability to monitor in real time and was supported by merchants and residents who say police officers need more tools to combat drug dealing and retail theft they say have marred the city’s quality of life. It is temporary and will sunset in 15 months.\u003c/p>\n\u003cp>The vote was 7-4, with some supervisors astonished that the governing board of politically liberal San Francisco would consider granting more powers to law enforcement in a city that celebrates its activism. Others pushed back, saying they were tired of sophisticated criminal networks taking advantage of San Francisco’s lax attitude toward retail theft and other property crimes.\u003c/p>\n\u003cp>Supervisor Aaron Peskin, a privacy advocate who successfully passed legislation in 2019 to \u003ca href=\"https://www.kqed.org/news/11746658/san-francisco-may-ban-police-city-use-of-facial-recognition-technology\">ban the use of facial recognition software\u003c/a> by San Francisco police and other city departments, voted for the expansion. He said his team worked hard with the mayor and other members of the board to negotiate safeguards, including strict reporting requirements on when live monitoring was used and whether it improved safety.\u003c/p>\n\u003cp>“I realized that is anathema to some,” said Peskin. “I am willing to give it a try.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Police use of private surveillance equipment has ramped up across the country as a way to deter and investigate crime. Most use is voluntary, as it is in San Francisco, although a new ordinance in Houston, Texas, mandates certain businesses — bars, nightclubs and convenience stores — to record outside their premises at all times and share footage with police when requested.\u003c/p>\n\u003cp>In San Francisco, the new policy comes after years of a tumultuous pandemic in which viral footage of rampant shoplifting and brutal attacks on Asian Americans fueled a sense of unease and lawlessness.\u003c/p>\n\u003cp>Under the new rules, police can monitor live for up to 24 hours, but only in emergencies where lives are at stake or in criminal investigations with a captain’s written approval. They can also monitor high-profile events to decide where to deploy officers. Permission must be received from the individual, business or community district for access to their cameras. Only outdoor areas can be monitored.[aside label=\"Related Stories\" postID=\"news_11841385,news_11899726,news_11747249\"]The trial period will last 15 months, giving supervisors about a year’s worth of data to review before they decide whether to extend the pilot program, tweak it or end it, Peskin said.\u003c/p>\n\u003cp>The ACLU of Northern California was among more than two dozen groups that called on supervisors to prohibit live surveillance except in emergencies, saying it would disproportionately affect African Americans and other vulnerable communities.\u003c/p>\n\u003cp>The ACLU and the Electronic Frontier Foundation sued San Francisco on behalf of protestors in 2020, claiming \u003ca href=\"https://www.kqed.org/news/11841385/sf-police-used-camera-network-to-illegally-spy-on-protestors-new-lawsuit-alleges\">San Francisco police illegally monitored live feeds of protestors\u003c/a> who were marching in the wake of George Floyd’s death.\u003c/p>\n\u003cp>Privacy advocates argued that police violated a local ordinance requiring the department to gain permission from the Board of Supervisors to monitor live feeds when they accessed a camera network operated by the Union Square Business Improvement District.\u003c/p>\n\u003cp>They also said police surveillance of public demonstrations can discourage people from exercising their rights to free speech and assembly.\u003c/p>\n\u003cp>In February, a judge decided in favor of San Francisco. In his ruling, San Francisco Superior Court Judge Richard Ulmer said the Union Square group gave police access to the cameras for the 2019 Pride Parade, before the ordinance was implemented, and therefore the police were allowed to continue accessing the network.\u003c/p>\n\u003cp>The two advocacy groups announced last month that they will appeal the decision.\u003c/p>\n\u003cp>Board President Shamann Walton, who is Black and voted against the legislation, said police already have the tools to request video footage from private citizens and make arrests.\u003c/p>\n\u003cp>“I know the thought process is, ‘Just trust us, just trust the police department.’ But the reality is people have been violating civil liberties since my ancestors were brought here from an entirely, completely different continent,” he said.\u003c/p>\n\u003cp>Mayor Breed thanked the board, saying live surveillance would allow the police “to respond to the challenges presented by organized criminal activity, homicides, gun violence,” and even officer misconduct.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11899726/sf-mayor-breed-declares-state-of-emergency-in-tenderloin\">In December, the mayor called for a crackdown\u003c/a> on illegal vending and drug dealing in the Tenderloin, one of the most economically disadvantaged neighborhoods in the city with among the highest overdose rates. At the time, she announced she would seek legislation allowing law enforcement real-time access to surveillance video.\u003c/p>\n\u003cp>Despite her harsh words — Breed said it was time to be “less tolerant of all the bull— that has destroyed our city” — the neighborhood remains troubled.\u003c/p>\n\u003cp>In June, \u003ca href=\"https://www.kqed.org/news/11916212/chesa-boudin-recall-sf-voters-on-track-to-oust-district-attorney\">San Francisco’s progressive prosecutor Chesa Boudin was ousted\u003c/a> from the district attorney’s office in a rare recall and replaced by Brooke Jenkins, who supports the trial program.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To become law, the proposal needs a second vote, which is usually perfunctory and given the following week. Two members of the city’s five-member police commission, a citizen-led oversight body, have requested that the board hold off on the final vote until they have an opportunity to review the legislation.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The trial period will last 15 months, giving supervisors about a year’s worth of data to review before they decide whether to extend the pilot program, tweak it or end it, Peskin said.\u003c/p>\n\u003cp>The ACLU of Northern California was among more than two dozen groups that called on supervisors to prohibit live surveillance except in emergencies, saying it would disproportionately affect African Americans and other vulnerable communities.\u003c/p>\n\u003cp>The ACLU and the Electronic Frontier Foundation sued San Francisco on behalf of protestors in 2020, claiming \u003ca href=\"https://www.kqed.org/news/11841385/sf-police-used-camera-network-to-illegally-spy-on-protestors-new-lawsuit-alleges\">San Francisco police illegally monitored live feeds of protestors\u003c/a> who were marching in the wake of George Floyd’s death.\u003c/p>\n\u003cp>Privacy advocates argued that police violated a local ordinance requiring the department to gain permission from the Board of Supervisors to monitor live feeds when they accessed a camera network operated by the Union Square Business Improvement District.\u003c/p>\n\u003cp>They also said police surveillance of public demonstrations can discourage people from exercising their rights to free speech and assembly.\u003c/p>\n\u003cp>In February, a judge decided in favor of San Francisco. In his ruling, San Francisco Superior Court Judge Richard Ulmer said the Union Square group gave police access to the cameras for the 2019 Pride Parade, before the ordinance was implemented, and therefore the police were allowed to continue accessing the network.\u003c/p>\n\u003cp>The two advocacy groups announced last month that they will appeal the decision.\u003c/p>\n\u003cp>Board President Shamann Walton, who is Black and voted against the legislation, said police already have the tools to request video footage from private citizens and make arrests.\u003c/p>\n\u003cp>“I know the thought process is, ‘Just trust us, just trust the police department.’ But the reality is people have been violating civil liberties since my ancestors were brought here from an entirely, completely different continent,” he said.\u003c/p>\n\u003cp>Mayor Breed thanked the board, saying live surveillance would allow the police “to respond to the challenges presented by organized criminal activity, homicides, gun violence,” and even officer misconduct.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11899726/sf-mayor-breed-declares-state-of-emergency-in-tenderloin\">In December, the mayor called for a crackdown\u003c/a> on illegal vending and drug dealing in the Tenderloin, one of the most economically disadvantaged neighborhoods in the city with among the highest overdose rates. At the time, she announced she would seek legislation allowing law enforcement real-time access to surveillance video.\u003c/p>\n\u003cp>Despite her harsh words — Breed said it was time to be “less tolerant of all the bull— that has destroyed our city” — the neighborhood remains troubled.\u003c/p>\n\u003cp>In June, \u003ca href=\"https://www.kqed.org/news/11916212/chesa-boudin-recall-sf-voters-on-track-to-oust-district-attorney\">San Francisco’s progressive prosecutor Chesa Boudin was ousted\u003c/a> from the district attorney’s office in a rare recall and replaced by Brooke Jenkins, who supports the trial program.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To become law, the proposal needs a second vote, which is usually perfunctory and given the following week. Two members of the city’s five-member police commission, a citizen-led oversight body, have requested that the board hold off on the final vote until they have an opportunity to review the legislation.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
"airtime": "SUN 9pm-10pm",
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"meta": {
"site": "radio",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.commonwealthclub.org/podcasts",
"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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}
},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
}
},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"id": "here-and-now",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/hiddenbrain.jpg",
"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
"site": "news",
"source": "NPR"
},
"link": "/radio/program/hidden-brain",
"subscribe": {
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"tuneIn": "https://tunein.com/podcasts/Science-Podcasts/Hidden-Brain-p787503/",
"rss": "https://feeds.npr.org/510308/podcast.xml"
}
},
"how-i-built-this": {
"id": "how-i-built-this",
"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"rss": "https://feeds.npr.org/510313/podcast.xml"
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
"imageAlt": "KQED Hyphenación",
"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"amazon": "https://music.amazon.com/podcasts/6c3dd23c-93fb-4aab-97ba-1725fa6315f1/hyphenaci%C3%B3n",
"rss": "https://feeds.megaphone.fm/KQINC2275451163"
}
},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED The Political Mind of Jerry Brown",
"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/xtTd",
"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"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.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"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>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"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?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"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",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
"site": "news",
"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
"meta": {
"site": "news",
"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/id73801135",
"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"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.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/M4f5",
"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
"tuneIn": "https://tunein.com/podcasts/Business--Economics-Podcasts/Planet-Money-p164680/",
"rss": "https://feeds.npr.org/510289/podcast.xml"
}
},
"politicalbreakdown": {
"id": "politicalbreakdown",
"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",
"imageAlt": "KQED Political Breakdown",
"officialWebsiteLink": "/podcasts/politicalbreakdown",
"meta": {
"site": "radio",
"source": "kqed",
"order": 5
},
"link": "/podcasts/politicalbreakdown",
"subscribe": {
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"amazon": "https://music.amazon.com/podcasts/e0c2d153-ad36-4c8d-901d-f1da6a724824/political-breakdown",
"npr": "https://www.npr.org/podcasts/572155894/political-breakdown",
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