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"content": "\u003cp>Joe Hargrave, co-owner of San Francisco’s Tacolicious restaurants, says customers who come in and sit down for lunch have no idea that all the hustle and bustle in the kitchen has very little to do with serving them.\u003c/p>\n\u003cp>At the bar near the kitchen, an employee rushes around to handle all the incoming food orders from a third-party delivery app called Caviar. Even before the restaurant opens, online orders often pile up from Caviar, Uber Eats and DoorDash.\u003c/p>\n\u003cp>Hargrave says the apps account for more and more of the restaurant’s lunch business. While lunch sales for Tacolicious are down 35 percent, lunch revenue is up 8 percent. Co-owner Sara Deseran says third-party delivery apps have changed how the two run the place.\u003c/p>\n\u003cp>“As long as we will be delivering food, which I don’t see that ever ending,” Deseran says, “then we have to adapt every single thing we do.”\u003c/p>\n\u003cp>For instance, the delivery app Caviar says its customers wanted food in bowls. Now Tacolicious is serving food in bowls. The restaurant had stacks of plates on the bar. Now they’ve replaced half of the plates with stacks of to-go boxes. Tacolicious is even making changes to their staff to accommodate the apps.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As we sat in the restaurant talking, Hargrave received an email.\u003c/p>\n\u003cp>“[It’s] from our VP of Ops talking about a new position that he wants to put out for third-party sales because he wants to keep the boxes organized and he wants to make sure the food is organized, and that we don’t miss a beat,” says Hargrave. “And we can go as high as $17 an hour!”\u003c/p>\n\u003cp>Tacolicious already has a person to manage customer phone calls, many of which happen to be about issues with deliveries.\u003c/p>\n\u003cp>You might have seen someone working one of these third-party delivery app jobs at other restaurants. They’re usually behind the bar, surrounded by tablets. The tablets are running all the different delivery apps.\u003c/p>\n\u003cp>You also might have seen the delivery workers for the apps. They are often on mopeds, and still wearing their helmets when they come into the restaurant.\u003c/p>\n\u003cp>These workers are paid by the order, which means they’re rushing into the restaurant to grab food and make their deliveries as quickly as possible.\u003c/p>\n\u003cp>Deseran says the apps create all kinds of chaos that restaurants have to manage.\u003c/p>\n\u003cp>“Who is going to be dealing with these orders?” Deseran asks. “Will we have another person taking these orders? Will it be its own position? Where will we store the compostable trays? It’s almost like you are running an entirely different business on top of your business,” Deseran says.\u003c/p>\n\u003cfigure id=\"attachment_11700687\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11700687\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/FoodDelivery-800x533.jpg\" alt=\"A third-party app food delivery worker transports food on his bicycle. Tacolicious co-owner Sara Deseran says third-party delivery apps have changed how she runs her restaurant.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A third-party app food delivery worker transports food on his bicycle. Tacolicious co-owner Sara Deseran says third-party delivery apps have changed how she runs her restaurant. \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When something goes wrong with a delivery, the restaurant often has to deal with it. The restaurant gets the angry customer phone calls and the bad Yelp reviews.\u003c/p>\n\u003cp>Venture capitalists have poured billions of dollars into these third-party apps. Over the last few years, the apps have been vying for market share and trying to get people used to ordering food online.\u003c/p>\n\u003cp>The companies make revenue by taking a cut of the orders. Some of the companies siphon off as much as 30 percent from each delivery total. Profit margins in restaurants are notoriously small. So even though restaurants might get more business through the apps, they may actually be losing money on each order.\u003c/p>\n\u003cp>Hargrave believes all this could get worse as the companies transition from using venture capital to build market share to trying to make real profits.\u003c/p>\n\u003cp>“What’s going to happen to the rates when they start killing each other and one reigns supreme and they have to make a profit?” Hargrave asks. At that point, he says, diners may be so accustomed to the apps that restaurants have to serve them.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘I didn’t do this to put food into boxes. I like food, but I like giving food to people and seeing them interact with it.’\u003ccite>Joe Hargrave, Tacolicious co-owner\u003c/cite>\u003c/aside>\n\u003cp>The National Restaurant Association is steering its members toward embracing the apps as a way to reach customers and sell more food. It sees this as the future that restaurants must conform to in order to survive.\u003c/p>\n\u003cp>Hargrave and Deseran own five restaurants, which has allowed them to adapt to the apps. For instance, they can negotiate lower rates to be taken from each order and hire people to manage all the third-party apps.\u003c/p>\n\u003cp>Smaller mom-and-pop restaurants don’t have these luxuries. So many don’t use the apps, which means that as more and more people order delivery, they could lose out.\u003c/p>\n\u003cp>At Tacolicious, Hargrave’s big worry is that he’ll have to compromise on his food to feed the delivery apps, like adding preservatives to his tortillas.\u003c/p>\n\u003cp>Deseran says they’ve already taste-tested their food after it’s been driven around for 20 minutes in a car. So, like, food marinated in a Uber?\u003c/p>\n\u003cp>“Yes,” Deseran says, “pine scent and all.”\u003c/p>\n\u003cp>Jokes aside, Deseran says she wishes they didn’t have to do delivery at all because of how it affects their food.\u003c/p>\n\u003cp>“You end up having half the quality when it arrives,” says Deseran. “But people, I think, have become accustomed to having food that’s mediocre.”\u003c/p>\n\u003cp>GrubHub and Uber Eats are also testing ways to make food stay fresher during transit. But Hargrave says that when it comes down to it, what he really loves is having people actually come into the restaurant.\u003c/p>\n\u003cp>“I didn’t do this to put food into boxes,” says Hargrave. “I like food, but I like giving food to people and seeing them interact with it.”\u003c/p>\n\u003cp>Eating at a restaurant, Hargrave believes, is one of the last bastions of human connection that isn’t mediated through an app.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And he would prefer to keep it that way.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As we sat in the restaurant talking, Hargrave received an email.\u003c/p>\n\u003cp>“[It’s] from our VP of Ops talking about a new position that he wants to put out for third-party sales because he wants to keep the boxes organized and he wants to make sure the food is organized, and that we don’t miss a beat,” says Hargrave. “And we can go as high as $17 an hour!”\u003c/p>\n\u003cp>Tacolicious already has a person to manage customer phone calls, many of which happen to be about issues with deliveries.\u003c/p>\n\u003cp>You might have seen someone working one of these third-party delivery app jobs at other restaurants. They’re usually behind the bar, surrounded by tablets. The tablets are running all the different delivery apps.\u003c/p>\n\u003cp>You also might have seen the delivery workers for the apps. They are often on mopeds, and still wearing their helmets when they come into the restaurant.\u003c/p>\n\u003cp>These workers are paid by the order, which means they’re rushing into the restaurant to grab food and make their deliveries as quickly as possible.\u003c/p>\n\u003cp>Deseran says the apps create all kinds of chaos that restaurants have to manage.\u003c/p>\n\u003cp>“Who is going to be dealing with these orders?” Deseran asks. “Will we have another person taking these orders? Will it be its own position? Where will we store the compostable trays? It’s almost like you are running an entirely different business on top of your business,” Deseran says.\u003c/p>\n\u003cfigure id=\"attachment_11700687\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11700687\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/FoodDelivery-800x533.jpg\" alt=\"A third-party app food delivery worker transports food on his bicycle. Tacolicious co-owner Sara Deseran says third-party delivery apps have changed how she runs her restaurant.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/FoodDelivery-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A third-party app food delivery worker transports food on his bicycle. Tacolicious co-owner Sara Deseran says third-party delivery apps have changed how she runs her restaurant. \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When something goes wrong with a delivery, the restaurant often has to deal with it. The restaurant gets the angry customer phone calls and the bad Yelp reviews.\u003c/p>\n\u003cp>Venture capitalists have poured billions of dollars into these third-party apps. Over the last few years, the apps have been vying for market share and trying to get people used to ordering food online.\u003c/p>\n\u003cp>The companies make revenue by taking a cut of the orders. Some of the companies siphon off as much as 30 percent from each delivery total. Profit margins in restaurants are notoriously small. So even though restaurants might get more business through the apps, they may actually be losing money on each order.\u003c/p>\n\u003cp>Hargrave believes all this could get worse as the companies transition from using venture capital to build market share to trying to make real profits.\u003c/p>\n\u003cp>“What’s going to happen to the rates when they start killing each other and one reigns supreme and they have to make a profit?” Hargrave asks. At that point, he says, diners may be so accustomed to the apps that restaurants have to serve them.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘I didn’t do this to put food into boxes. I like food, but I like giving food to people and seeing them interact with it.’\u003ccite>Joe Hargrave, Tacolicious co-owner\u003c/cite>\u003c/aside>\n\u003cp>The National Restaurant Association is steering its members toward embracing the apps as a way to reach customers and sell more food. It sees this as the future that restaurants must conform to in order to survive.\u003c/p>\n\u003cp>Hargrave and Deseran own five restaurants, which has allowed them to adapt to the apps. For instance, they can negotiate lower rates to be taken from each order and hire people to manage all the third-party apps.\u003c/p>\n\u003cp>Smaller mom-and-pop restaurants don’t have these luxuries. So many don’t use the apps, which means that as more and more people order delivery, they could lose out.\u003c/p>\n\u003cp>At Tacolicious, Hargrave’s big worry is that he’ll have to compromise on his food to feed the delivery apps, like adding preservatives to his tortillas.\u003c/p>\n\u003cp>Deseran says they’ve already taste-tested their food after it’s been driven around for 20 minutes in a car. So, like, food marinated in a Uber?\u003c/p>\n\u003cp>“Yes,” Deseran says, “pine scent and all.”\u003c/p>\n\u003cp>Jokes aside, Deseran says she wishes they didn’t have to do delivery at all because of how it affects their food.\u003c/p>\n\u003cp>“You end up having half the quality when it arrives,” says Deseran. “But people, I think, have become accustomed to having food that’s mediocre.”\u003c/p>\n\u003cp>GrubHub and Uber Eats are also testing ways to make food stay fresher during transit. But Hargrave says that when it comes down to it, what he really loves is having people actually come into the restaurant.\u003c/p>\n\u003cp>“I didn’t do this to put food into boxes,” says Hargrave. “I like food, but I like giving food to people and seeing them interact with it.”\u003c/p>\n\u003cp>Eating at a restaurant, Hargrave believes, is one of the last bastions of human connection that isn’t mediated through an app.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And he would prefer to keep it that way.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Are you wondering when San Francisco’s new $2.2 billion Transbay Transit Center will reopen? So are transit officials.\u003c/p>\n\u003cp>About a month after the Salesforce Transit Center \u003ca href=\"https://www.kqed.org/news/11685506/10-things-to-know-about-san-franciscos-spectacular-new-transit-center\" target=\"_blank\" rel=\"noopener\">opened in August\u003c/a>, workers found \u003ca href=\"https://www.kqed.org/news/11694695/crack-in-support-beam-shuts-down-s-f-s-brand-new-2-billion-transit-terminal\" target=\"_blank\" rel=\"noopener\">cracks in two large steel beams\u003c/a>, forcing an immediate shutdown of the center and a few surrounding streets.\u003c/p>\n\u003cp>Mark Zabaneh, the head of the Transbay Joint Powers Authority, said it would be mid-November before the agency had an idea how long repairs will take.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Are you wondering when San Francisco’s new $2.2 billion Transbay Transit Center will reopen? So are transit officials.\u003c/p>\n\u003cp>About a month after the Salesforce Transit Center \u003ca href=\"https://www.kqed.org/news/11685506/10-things-to-know-about-san-franciscos-spectacular-new-transit-center\" target=\"_blank\" rel=\"noopener\">opened in August\u003c/a>, workers found \u003ca href=\"https://www.kqed.org/news/11694695/crack-in-support-beam-shuts-down-s-f-s-brand-new-2-billion-transit-terminal\" target=\"_blank\" rel=\"noopener\">cracks in two large steel beams\u003c/a>, forcing an immediate shutdown of the center and a few surrounding streets.\u003c/p>\n\u003cp>Mark Zabaneh, the head of the Transbay Joint Powers Authority, said it would be mid-November before the agency had an idea how long repairs will take.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Many S.F. Cabbies Are Losing One of the Last Places They Might Make a Buck",
"title": "Many S.F. Cabbies Are Losing One of the Last Places They Might Make a Buck",
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"content": "\u003cp>[dropcap]A[/dropcap]ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n",
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"excerpt": "The San Francisco Municipal Transit Agency voted to bar more than half of the city's cab drivers from picking up passengers at SFO.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Vietnam Veterans of America is calling on the government to investigate fake social media accounts targeting veterans online.\u003c/p>\n\u003cp>This comes after a \u003ca href=\"https://www.wsj.com/articles/an-army-veteran-wages-war-on-social-media-disinformation-1539768600?mod=hp_lead_pos5&fbclid=IwAR0JN13rw9GDqu2EkdLpiqHB_vLLY0z0UYTK2JNLkNk-2Mm37rBQU6rpbTg\">story\u003c/a> in the Wall Street Journal that featured 33-year-old Iraq Veteran Kristofer Goldsmith, and his efforts to rid Facebook of fake accounts and pages targeting veterans.\u003c/p>\n\u003cp>“It’s frustrating to see there are people from outside of the United States, specifically targeting veterans and using organizations like the Vietnam Veterans of America to gain the trust of their followers,” said Goldsmith, during an interview with KQED.\u003c/p>\n\u003cp>Goldsmith’s discovery of this problem on Facebook began in 2016, soon after he began working for the Vietnam Veterans of America. He wanted to see how popular the group was on Facebook, so he did a search, and immediately, a page came up that wasn’t the organization.\u003c/p>\n\u003cp>The page, which Goldsmith says was run out of Bulgaria, was not only trying to get veterans to donate money and buy T-shirts, but also spreading false news. For example, there was a fake story about the defacing of an African-American veteran’s tombstone.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Over just four hours while it was up, hundreds of thousands of Americans were exposed to what really was a foreign propaganda video,” said Goldsmith.\u003c/p>\n\u003cp>As he combed through Facebook, he discovered nearly 100 more suspicious pages pretending to be veterans groups, and those pages, had millions of followers. Goldsmith says he tried to report the pages through Facebook’s web portal, but it wasn’t until \u003ca href=\"https://www.mccaskill.senate.gov\">Missouri Senator Claire McCaskill\u003c/a> got involved that Facebook started taking the pages down.\u003c/p>\n\u003cp>In response to this story, Facebook tells us it’s “Threat Intelligence” team is continuing to rid the platform of these kinds of pages. Goldsmith commends the work Facebook is doing to take down these pages. But he believes it’s not enough.\u003c/p>\n\u003cp>“This is something where the VA and the Department of Defense need to come together and come up with a holistic solution,” says Goldsmith.\u003c/p>\n\u003cp>“We’re in a time that is changing and it can’t just be about caring for the physical and mental health care for veterans. The well-being of veterans is being compromised by foreign trolls who are seeking to destroy us, to tear us apart, to break us apart. The veterans community is a byproduct of their goal of sowing division in the United States.”\u003c/p>\n\u003cp>Goldsmith and the Vietnam Veterans of America now want the U.S. Department of Defense to do a \u003ca href=\"https://www.facebook.com/notes/vietnam-veterans-of-america/vva-calls-on-government-to-investigate-foreign-elements-targeting-troopsvets-onl/2444078478965855/\" target=\"_blank\" rel=\"noopener\">full investigation. \u003c/a>\u003c/p>\n\u003cp>The DOD has not responded to KQED’s request for comment on the VVA’s request.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We can’t just blame this on a couple of evil corporations. I want them to understand that this is a societal issue. The whole point of these trolls is to draw us away from one another. We all need to work together and stand up to these trolls.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Vietnam Veterans of America is calling on the government to investigate fake social media accounts targeting veterans online.\u003c/p>\n\u003cp>This comes after a \u003ca href=\"https://www.wsj.com/articles/an-army-veteran-wages-war-on-social-media-disinformation-1539768600?mod=hp_lead_pos5&fbclid=IwAR0JN13rw9GDqu2EkdLpiqHB_vLLY0z0UYTK2JNLkNk-2Mm37rBQU6rpbTg\">story\u003c/a> in the Wall Street Journal that featured 33-year-old Iraq Veteran Kristofer Goldsmith, and his efforts to rid Facebook of fake accounts and pages targeting veterans.\u003c/p>\n\u003cp>“It’s frustrating to see there are people from outside of the United States, specifically targeting veterans and using organizations like the Vietnam Veterans of America to gain the trust of their followers,” said Goldsmith, during an interview with KQED.\u003c/p>\n\u003cp>Goldsmith’s discovery of this problem on Facebook began in 2016, soon after he began working for the Vietnam Veterans of America. He wanted to see how popular the group was on Facebook, so he did a search, and immediately, a page came up that wasn’t the organization.\u003c/p>\n\u003cp>The page, which Goldsmith says was run out of Bulgaria, was not only trying to get veterans to donate money and buy T-shirts, but also spreading false news. For example, there was a fake story about the defacing of an African-American veteran’s tombstone.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Over just four hours while it was up, hundreds of thousands of Americans were exposed to what really was a foreign propaganda video,” said Goldsmith.\u003c/p>\n\u003cp>As he combed through Facebook, he discovered nearly 100 more suspicious pages pretending to be veterans groups, and those pages, had millions of followers. Goldsmith says he tried to report the pages through Facebook’s web portal, but it wasn’t until \u003ca href=\"https://www.mccaskill.senate.gov\">Missouri Senator Claire McCaskill\u003c/a> got involved that Facebook started taking the pages down.\u003c/p>\n\u003cp>In response to this story, Facebook tells us it’s “Threat Intelligence” team is continuing to rid the platform of these kinds of pages. Goldsmith commends the work Facebook is doing to take down these pages. But he believes it’s not enough.\u003c/p>\n\u003cp>“This is something where the VA and the Department of Defense need to come together and come up with a holistic solution,” says Goldsmith.\u003c/p>\n\u003cp>“We’re in a time that is changing and it can’t just be about caring for the physical and mental health care for veterans. The well-being of veterans is being compromised by foreign trolls who are seeking to destroy us, to tear us apart, to break us apart. The veterans community is a byproduct of their goal of sowing division in the United States.”\u003c/p>\n\u003cp>Goldsmith and the Vietnam Veterans of America now want the U.S. Department of Defense to do a \u003ca href=\"https://www.facebook.com/notes/vietnam-veterans-of-america/vva-calls-on-government-to-investigate-foreign-elements-targeting-troopsvets-onl/2444078478965855/\" target=\"_blank\" rel=\"noopener\">full investigation. \u003c/a>\u003c/p>\n\u003cp>The DOD has not responded to KQED’s request for comment on the VVA’s request.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We can’t just blame this on a couple of evil corporations. I want them to understand that this is a societal issue. The whole point of these trolls is to draw us away from one another. We all need to work together and stand up to these trolls.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "What's Behind the DMV's Voter-Registration Snafus? 'Motor Voter' May Have Launched With Makeshift System",
"title": "What's Behind the DMV's Voter-Registration Snafus? 'Motor Voter' May Have Launched With Makeshift System",
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"content": "\u003cp>The DMV gave the public a series of piecemeal explanations as it acknowledged making more than 100,000 errors in recent months in registering Californians to vote. Software problems, it said in May. Human errors from toggling between computer windows, it said in September. Data entry mistakes that were corrected but never saved, it said this month.\u003c/p>\n\u003cp>What DMV officials didn’t acknowledge — and still haven’t — was what may be the underlying problem: The agency rolled out a massive new voter-registration effort with a piecemeal computer system.\u003c/p>\n\u003cp>Instead of the properly integrated computer program that was needed, the agency launched in April with disparate computer systems that didn’t automatically link together, according to advocates who have been working closely with the DMV on the new “motor voter” system. That meant DMV workers had to manually link information from various systems during transactions between April and September, when an integrated system was put in place, said Kathay Feng, executive director of California Common Cause.\u003c/p>\n\u003cp>All the problems reported so far happened during that period of time.\u003c/p>\n\u003cp>“What we’re finding out is that they were really patching together an old system with several new systems,” Feng said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We still don’t know if ... they had planned all along to have an interim process between April and September or if this is something they cobbled together because something wasn’t ready.”\u003c/p>\n\u003cp>The DMV declined to answer CALmatters’ questions about the computer systems, instead providing a statement saying the motor voter program “has been implemented in phases, allowing DMV to roll out additional functionality.” The latest upgrade, the statement says, was on Sept. 26.\u003c/p>\n\u003cp>The botched rollout of the motor voter system — which comes as the state prepares for mid-term elections — points to two long-standing problems in California. One is the state government’s pattern of \u003ca href=\"https://sbp.senate.ca.gov/sites/sbp.senate.ca.gov/files/California%20IT%20Failures%20Background.pdf\">failure\u003c/a> on large information technology projects; the other is its \u003ca href=\"https://www.nytimes.com/1994/12/21/us/california-governor-sues-to-void-motor-voter-law.html\">history\u003c/a> of flouting the federal voter-registration law.\u003c/p>\n\u003cp>Common Cause and other voter-rights advocacy groups \u003ca href=\"https://www.mofo.com/resources/press-releases/voting-right-groups-move-to-enforce-motor-voter-in-california.pdf\">sued\u003c/a> the state in 2015, alleging it had failed to follow federal law requiring that states register people to vote and update their voting registrations when they get or renew a driver’s license or ID card. The Legislature then passed a \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB1461\">law\u003c/a> creating automatic voter registration at the DMV, and the advocacy groups have been working with the government to implement it.\u003c/p>\n\u003cp>The idea was that rather than duplicating information by filling out a voter-registration form \u003cem>and\u003c/em> a driver’s license form, Californians who are legally eligible to vote would automatically be registered when completing the DMV’s computerized application for a driver’s license or ID card.\u003c/p>\n\u003cp>Since the program launched in April, about 1.4 million Californians have registered to vote or updated their voter registration through the motor voter process — and the DMV has acknowledged three batches of mistakes:\u003c/p>\n\u003cul>\n\u003cli>A software error affected 77,000 registrations, resulting, in some cases, in two registration forms indicating different party preferences being issued for one voter (\u003ca href=\"http://www.latimes.com/politics/la-pol-ca-motor-voter-registrations-errors-20180524-story.html\">reported\u003c/a> in May).\u003c/li>\n\u003cli>A window-toggling error affected 23,000 registrations, resulting in changes to voters’ party preference, vote-by-mail options and language choices (\u003ca href=\"https://www.sacbee.com/news/politics-government/capitol-alert/article217891745.html\">reported\u003c/a> in September).\u003c/li>\n\u003cli>A data-entry error resulted in 1,500 people being registered to vote even though they are not legally eligible because they are not U.S. citizens, are under 18 or are on parole for a felony conviction (\u003ca href=\"http://www.latimes.com/politics/la-pol-ca-dmv-more-voter-registration-errors-20181008-story.html\">reported\u003c/a> this month).\u003c/li>\n\u003c/ul>\n\u003cp>Though the problems are serious, none indicate intentional acts of fraud or hacking. Instead, they appear to be the result of human error and glitchy technology — which officials say are being fixed with software updates and employee training. The secretary of state said erroneous registrations have been canceled and DMV leaders say they’ve put new procedures in place to prevent mistakes in the future.\u003c/p>\n\u003cp>“We continue to review the efficiency and accuracy of the program and will make additional upgrades as needed,” said the statement from DMV spokeswoman Jessica Gonzalez.\u003c/p>\n\u003cp>Secretary of State Alex Padilla has said the errors amount to a small \u003ca href=\"https://calmatters.org/articles/blog/the-one-thing-the-california-dmv-does-make-it-easy-to-do/\">fraction\u003c/a> of the transactions processed by the DMV and maintains that the corrective steps he’s taking, including a third-party review of the motor voter system, “are crucial to ensuring voter confidence in our democracy.” National experts have repeatedly found that voter fraud is \u003ca href=\"https://www.politifact.com/truth-o-meter/statements/2018/jan/04/donald-trump/donald-trump-says-theres-substantial-evidence-vote/\">isolated and rare\u003c/a>.\u003c/p>\n\u003cp>Still, with the state government run entirely by Democrats, the motor voter problems have fueled Republican arguments that voting systems are \u003ca href=\"https://www.politifact.com/truth-o-meter/statements/2018/apr/06/donald-trump/no-proof-trumps-claim-millions-voted-many-times/\">plagued by fraud\u003c/a>. In a new digital \u003ca href=\"https://www.youtube.com/watch?v=gZ1w_GNowHc\">ad\u003c/a> this month, Padilla’s GOP opponent Mark Meuser highlights cases of fraudulent voting and says he wants “to end California's rigged elections.”\u003c/p>\n\u003cp>The potential for politicizing the problem is why the state government needs to come up with a big picture fix, said Mike Madrid, a Republican political consultant who is an outspoken critic of President Donald Trump.\u003c/p>\n\u003cp>“There is a way to salvage this but it requires not dismissing it as ‘no big deal,’” he said. “The president of the United States is questioning the integrity of our electoral system and we have just legitimized that fear mongering.”\u003c/p>\n\u003cp>Madrid wants to see a bipartisan commission formed to examine California’s voting system — not only the motor voter problems but also issues like the incident during the June primary when more than 118,000 names were erased from Los Angeles County voter rolls. An audit \u003ca href=\"https://www.lavote.net/docs/rrcc/news-releases/Final-Revised-Media-Release-Voter-Roster.pdf?v=1\">found\u003c/a> that case was caused by a formatting mismatch between state and local computer systems that left blank spaces where dates of birth should have been, causing the computer to misclassify those voters as underaged.\u003c/p>\n\u003cp>The state’s Department of Finance will examine the motor voter program as part of its audit of the DMV, which has been plagued by numerous problems this year including massive wait times. But critics say that review is insufficient because the Department of Finance, like the DMV itself, is part of the governor’s administration.\u003c/p>\n\u003cp>This summer, lawmakers \u003ca href=\"http://www.capradio.org/articles/2018/08/08/california-lawmakers-reject-proposal-to-audit-the-dmv-despite-complaints-about-long-waits/\">rejected\u003c/a> a Republican assemblyman’s request to have the state’s independent auditor investigate the DMV. Now the Democratic assemblywoman who wrote the law creating the new motor voter system said she is going to ask for one when the Legislature reconvenes in January.\u003c/p>\n\u003cp>“We gave them plenty of time. We increased their budget twice in order to implement this. We allowed them to delay implementation because we wanted it done right,” said Assemblywoman Lorena Gonzalez Fletcher of San Diego.\u003c/p>\n\u003cp>“When they told us they were ready, obviously they weren’t quite ready.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>CALmatters.org is a nonprofit, nonpartisan media venture explaining California policies and politics”\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The DMV gave the public a series of piecemeal explanations as it acknowledged making more than 100,000 errors in recent months in registering Californians to vote. Software problems, it said in May. Human errors from toggling between computer windows, it said in September. Data entry mistakes that were corrected but never saved, it said this month.\u003c/p>\n\u003cp>What DMV officials didn’t acknowledge — and still haven’t — was what may be the underlying problem: The agency rolled out a massive new voter-registration effort with a piecemeal computer system.\u003c/p>\n\u003cp>Instead of the properly integrated computer program that was needed, the agency launched in April with disparate computer systems that didn’t automatically link together, according to advocates who have been working closely with the DMV on the new “motor voter” system. That meant DMV workers had to manually link information from various systems during transactions between April and September, when an integrated system was put in place, said Kathay Feng, executive director of California Common Cause.\u003c/p>\n\u003cp>All the problems reported so far happened during that period of time.\u003c/p>\n\u003cp>“What we’re finding out is that they were really patching together an old system with several new systems,” Feng said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We still don’t know if ... they had planned all along to have an interim process between April and September or if this is something they cobbled together because something wasn’t ready.”\u003c/p>\n\u003cp>The DMV declined to answer CALmatters’ questions about the computer systems, instead providing a statement saying the motor voter program “has been implemented in phases, allowing DMV to roll out additional functionality.” The latest upgrade, the statement says, was on Sept. 26.\u003c/p>\n\u003cp>The botched rollout of the motor voter system — which comes as the state prepares for mid-term elections — points to two long-standing problems in California. One is the state government’s pattern of \u003ca href=\"https://sbp.senate.ca.gov/sites/sbp.senate.ca.gov/files/California%20IT%20Failures%20Background.pdf\">failure\u003c/a> on large information technology projects; the other is its \u003ca href=\"https://www.nytimes.com/1994/12/21/us/california-governor-sues-to-void-motor-voter-law.html\">history\u003c/a> of flouting the federal voter-registration law.\u003c/p>\n\u003cp>Common Cause and other voter-rights advocacy groups \u003ca href=\"https://www.mofo.com/resources/press-releases/voting-right-groups-move-to-enforce-motor-voter-in-california.pdf\">sued\u003c/a> the state in 2015, alleging it had failed to follow federal law requiring that states register people to vote and update their voting registrations when they get or renew a driver’s license or ID card. The Legislature then passed a \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB1461\">law\u003c/a> creating automatic voter registration at the DMV, and the advocacy groups have been working with the government to implement it.\u003c/p>\n\u003cp>The idea was that rather than duplicating information by filling out a voter-registration form \u003cem>and\u003c/em> a driver’s license form, Californians who are legally eligible to vote would automatically be registered when completing the DMV’s computerized application for a driver’s license or ID card.\u003c/p>\n\u003cp>Since the program launched in April, about 1.4 million Californians have registered to vote or updated their voter registration through the motor voter process — and the DMV has acknowledged three batches of mistakes:\u003c/p>\n\u003cul>\n\u003cli>A software error affected 77,000 registrations, resulting, in some cases, in two registration forms indicating different party preferences being issued for one voter (\u003ca href=\"http://www.latimes.com/politics/la-pol-ca-motor-voter-registrations-errors-20180524-story.html\">reported\u003c/a> in May).\u003c/li>\n\u003cli>A window-toggling error affected 23,000 registrations, resulting in changes to voters’ party preference, vote-by-mail options and language choices (\u003ca href=\"https://www.sacbee.com/news/politics-government/capitol-alert/article217891745.html\">reported\u003c/a> in September).\u003c/li>\n\u003cli>A data-entry error resulted in 1,500 people being registered to vote even though they are not legally eligible because they are not U.S. citizens, are under 18 or are on parole for a felony conviction (\u003ca href=\"http://www.latimes.com/politics/la-pol-ca-dmv-more-voter-registration-errors-20181008-story.html\">reported\u003c/a> this month).\u003c/li>\n\u003c/ul>\n\u003cp>Though the problems are serious, none indicate intentional acts of fraud or hacking. Instead, they appear to be the result of human error and glitchy technology — which officials say are being fixed with software updates and employee training. The secretary of state said erroneous registrations have been canceled and DMV leaders say they’ve put new procedures in place to prevent mistakes in the future.\u003c/p>\n\u003cp>“We continue to review the efficiency and accuracy of the program and will make additional upgrades as needed,” said the statement from DMV spokeswoman Jessica Gonzalez.\u003c/p>\n\u003cp>Secretary of State Alex Padilla has said the errors amount to a small \u003ca href=\"https://calmatters.org/articles/blog/the-one-thing-the-california-dmv-does-make-it-easy-to-do/\">fraction\u003c/a> of the transactions processed by the DMV and maintains that the corrective steps he’s taking, including a third-party review of the motor voter system, “are crucial to ensuring voter confidence in our democracy.” National experts have repeatedly found that voter fraud is \u003ca href=\"https://www.politifact.com/truth-o-meter/statements/2018/jan/04/donald-trump/donald-trump-says-theres-substantial-evidence-vote/\">isolated and rare\u003c/a>.\u003c/p>\n\u003cp>Still, with the state government run entirely by Democrats, the motor voter problems have fueled Republican arguments that voting systems are \u003ca href=\"https://www.politifact.com/truth-o-meter/statements/2018/apr/06/donald-trump/no-proof-trumps-claim-millions-voted-many-times/\">plagued by fraud\u003c/a>. In a new digital \u003ca href=\"https://www.youtube.com/watch?v=gZ1w_GNowHc\">ad\u003c/a> this month, Padilla’s GOP opponent Mark Meuser highlights cases of fraudulent voting and says he wants “to end California's rigged elections.”\u003c/p>\n\u003cp>The potential for politicizing the problem is why the state government needs to come up with a big picture fix, said Mike Madrid, a Republican political consultant who is an outspoken critic of President Donald Trump.\u003c/p>\n\u003cp>“There is a way to salvage this but it requires not dismissing it as ‘no big deal,’” he said. “The president of the United States is questioning the integrity of our electoral system and we have just legitimized that fear mongering.”\u003c/p>\n\u003cp>Madrid wants to see a bipartisan commission formed to examine California’s voting system — not only the motor voter problems but also issues like the incident during the June primary when more than 118,000 names were erased from Los Angeles County voter rolls. An audit \u003ca href=\"https://www.lavote.net/docs/rrcc/news-releases/Final-Revised-Media-Release-Voter-Roster.pdf?v=1\">found\u003c/a> that case was caused by a formatting mismatch between state and local computer systems that left blank spaces where dates of birth should have been, causing the computer to misclassify those voters as underaged.\u003c/p>\n\u003cp>The state’s Department of Finance will examine the motor voter program as part of its audit of the DMV, which has been plagued by numerous problems this year including massive wait times. But critics say that review is insufficient because the Department of Finance, like the DMV itself, is part of the governor’s administration.\u003c/p>\n\u003cp>This summer, lawmakers \u003ca href=\"http://www.capradio.org/articles/2018/08/08/california-lawmakers-reject-proposal-to-audit-the-dmv-despite-complaints-about-long-waits/\">rejected\u003c/a> a Republican assemblyman’s request to have the state’s independent auditor investigate the DMV. Now the Democratic assemblywoman who wrote the law creating the new motor voter system said she is going to ask for one when the Legislature reconvenes in January.\u003c/p>\n\u003cp>“We gave them plenty of time. We increased their budget twice in order to implement this. We allowed them to delay implementation because we wanted it done right,” said Assemblywoman Lorena Gonzalez Fletcher of San Diego.\u003c/p>\n\u003cp>“When they told us they were ready, obviously they weren’t quite ready.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003ch2>L.A. Federal Judge Could Limit Regulation of Conditions at Facilities for Migrant Children\u003c/h2>\n\u003cp>Wednesday is the first day on the job for an independent monitor tasked with making sure that the federal government follows court orders when it comes to treating migrant kids humanely. But the Trump administration is pushing back, asking a federal judge in Los Angeles to limit how much power she has.\u003cbr>\n\u003cem>Reporter: Farida Jhabvala Romero\u003c/em>\u003c/p>\n\u003ch2>\u003ca href=\"https://www.kqed.org/news/11699097/indicted-rep-duncan-hunter-calls-his-opponent-a-muslim-infiltrator\" rel=\"noopener\" target=\"_blank\">Congressional Challenger Campa-Najjar Says He Expected Opponent Duncan Hunter to Make Race an Issue\u003c/a>\u003c/h2>\n\u003cp>The 50th district Congressional race between Republican Duncan Hunter and Democratic challenger Ammar Campa-Najjar is shaping up to be a close one. Hunter is under federal indictment for misusing campaign funds. As those details continue to surface, Hunter has turned to attacking Campa-Najjar’s Palestinian heritage. Campa-Najjar, a U.S.-born native to San Diego County, tells host John Sepulvado he was expecting Hunter to bring race into his campaign.\u003cbr>\n\u003cem>Guest: Ammar Campa-Najjar\u003c/em>\u003c/p>\n\u003ch2>Cal State Students Call For Justice in Slaying of Humboldt Classmate\u003c/h2>\n\u003cp>A year and a half ago, a 19-year-old African-American student at Humboldt State was stabbed to death at an off-campus party. His name was David Josiah Lawson, and his killing remains unsolved. This week, students at Cal State campuses across the state are rallying and demanding, \"Justice for Josiah.\"\u003cbr>\n\u003cem>Reporter: Sandhya Dirks\u003c/em>\u003c/p>\n\u003ch2>Mother of Murdered Student Says She's 'Proud' to See the Community's Response\u003c/h2>\n\u003cp>We spoke with David Josiah Lawson's mother, Charmaine, on Monday to ask how she's doing. She'll be heading to several Cal State campuses this week to rally with students who are supporting her son.\u003cbr>\n\u003cem>Guest: Charmaine Lawson\u003c/em>\u003c/p>\n\u003ch2>New Bill Would Require Animals Raised on Farms to be Cage-Free\u003c/h2>\n\u003cp>One of the propositions on the ballot this November would ensure livestock and other farm animals have space to roam. KQED Science Reporter Lesley McClurg breaks down Proposition 12 for host John Sepulvado.\u003cbr>\n\u003cem>Guest: Lesley McClurg\u003c/em>\u003c/p>\n\u003ch2>Remembering Microsoft Co-Founder Paul Allen\u003c/h2>\n\u003cp>Microsoft co-founder Paul Allen died in Seattle on Monday. He was 65 years old and passed after a battle with non-Hodgkin's lymphoma. Allen is being hailed this morning as a founding father of personal computing. We hear from Janet Wozniak, wife of Apple co-founder Steve Wozniak, and Oren Etzioni, CEO of the Allen Institute for Artificial Intelligence, about Allen's legacy.\u003cbr>\n\u003cem>Guests: Janet Wozniak, Oren Etzioni\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ch2>L.A. Federal Judge Could Limit Regulation of Conditions at Facilities for Migrant Children\u003c/h2>\n\u003cp>Wednesday is the first day on the job for an independent monitor tasked with making sure that the federal government follows court orders when it comes to treating migrant kids humanely. But the Trump administration is pushing back, asking a federal judge in Los Angeles to limit how much power she has.\u003cbr>\n\u003cem>Reporter: Farida Jhabvala Romero\u003c/em>\u003c/p>\n\u003ch2>\u003ca href=\"https://www.kqed.org/news/11699097/indicted-rep-duncan-hunter-calls-his-opponent-a-muslim-infiltrator\" rel=\"noopener\" target=\"_blank\">Congressional Challenger Campa-Najjar Says He Expected Opponent Duncan Hunter to Make Race an Issue\u003c/a>\u003c/h2>\n\u003cp>The 50th district Congressional race between Republican Duncan Hunter and Democratic challenger Ammar Campa-Najjar is shaping up to be a close one. Hunter is under federal indictment for misusing campaign funds. As those details continue to surface, Hunter has turned to attacking Campa-Najjar’s Palestinian heritage. Campa-Najjar, a U.S.-born native to San Diego County, tells host John Sepulvado he was expecting Hunter to bring race into his campaign.\u003cbr>\n\u003cem>Guest: Ammar Campa-Najjar\u003c/em>\u003c/p>\n\u003ch2>Cal State Students Call For Justice in Slaying of Humboldt Classmate\u003c/h2>\n\u003cp>A year and a half ago, a 19-year-old African-American student at Humboldt State was stabbed to death at an off-campus party. His name was David Josiah Lawson, and his killing remains unsolved. This week, students at Cal State campuses across the state are rallying and demanding, \"Justice for Josiah.\"\u003cbr>\n\u003cem>Reporter: Sandhya Dirks\u003c/em>\u003c/p>\n\u003ch2>Mother of Murdered Student Says She's 'Proud' to See the Community's Response\u003c/h2>\n\u003cp>We spoke with David Josiah Lawson's mother, Charmaine, on Monday to ask how she's doing. She'll be heading to several Cal State campuses this week to rally with students who are supporting her son.\u003cbr>\n\u003cem>Guest: Charmaine Lawson\u003c/em>\u003c/p>\n\u003ch2>New Bill Would Require Animals Raised on Farms to be Cage-Free\u003c/h2>\n\u003cp>One of the propositions on the ballot this November would ensure livestock and other farm animals have space to roam. KQED Science Reporter Lesley McClurg breaks down Proposition 12 for host John Sepulvado.\u003cbr>\n\u003cem>Guest: Lesley McClurg\u003c/em>\u003c/p>\n\u003ch2>Remembering Microsoft Co-Founder Paul Allen\u003c/h2>\n\u003cp>Microsoft co-founder Paul Allen died in Seattle on Monday. He was 65 years old and passed after a battle with non-Hodgkin's lymphoma. Allen is being hailed this morning as a founding father of personal computing. We hear from Janet Wozniak, wife of Apple co-founder Steve Wozniak, and Oren Etzioni, CEO of the Allen Institute for Artificial Intelligence, about Allen's legacy.\u003cbr>\n\u003cem>Guests: Janet Wozniak, Oren Etzioni\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "City Analysis: Uber, Lyft Are Biggest Contributors to Slowdown in S.F. Traffic",
"title": "City Analysis: Uber, Lyft Are Biggest Contributors to Slowdown in S.F. Traffic",
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"content": "\u003cp>\u003cem>Updated 9:25 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>[dropcap]T[/dropcap]here are lots of reasons traffic congestion has gotten worse in San Francisco since 2010. Among them are a surging economy that has added an estimated 150,000 new jobs in the city and a population increase of 70,000.\u003c/p>\n\u003cp>But new research from San Francisco transportation planners finds that the single biggest factor in slowing down traffic and jamming city streets is the arrival of tens of thousands of ride-service vehicles carrying passengers for Uber and Lyft -- firms known in regulatory circles as transportation network companies, or TNCs.\u003c/p>\n\u003cp>A report released Tuesday by the San Francisco County Transportation Authority (SFCTA) -- \"\u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Congestion_Report_181015_Final.pdf\" target=\"_blank\" rel=\"noopener\">TNCs and Congestion\u003c/a>\" -- says a comparison of data from 2010 and late 2016 found that the ride-service firms are responsible for about half of the increased congestion on city streets during that time period.\u003c/p>\n\u003cp>The report was published alongside \u003ca href=\"http://tncsandcongestion.sfcta.org/\" target=\"_blank\" rel=\"noopener\">an interactive map\u003c/a> showing the congestion impact of ride services, population and employment growth and changes in the city's street network.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In statements issued before the official release of the report, the companies pushed back against the notion they're responsible for worsening traffic conditions. Uber said the study failed to account for a dramatic increase in tourism in recent years or traffic bottlenecks caused by more frequent freight and e-commerce deliveries in the city. \u003ca href=\"https://medium.com/sharing-the-ride-with-lyft/understanding-lyfts-impact-on-congestion-adc1d13d932e\" rel=\"noopener\" target=\"_blank\">Lyft pointed\u003c/a> to studies that suggest TNCs may actually reduce congestion.\u003c/p>\n\u003cp>\u003cstrong>Findings Add to 2017 Report\u003c/strong>\u003c/p>\n\u003cp>It's not exactly news that there are lots of Lyft and Uber vehicles on San Francisco streets. If you're in the Financial District, South of Market (SOMA) or the Mission and open the companies' apps, nearby thoroughfares appear to be crawling with ride-service cars.\u003c/p>\n\u003cp>That impression is backed up by data. The SFCTA said in \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener\">an analysis\u003c/a> of TNC traffic last year that as many as 6,000 Uber and Lyft vehicles were on the city's streets at any one time -- dwarfing the city's mostly moribund taxi fleet -- and accounted for about 170,000 vehicle trips on a typical weekday. That ride service traffic -- again based on data from late 2016 -- represented about 15 percent of all vehicle trips in the city, the SFCTA said.\u003c/p>\n\u003cp>\"When we put that report out, what it revealed was that there are a lot of TNC trips happening, oftentimes in the most congested parts of the city and often at the most congested times of day,\" said Joe Castiglione, the SFCTA's deputy director for technology, data and analysis.\u003c/p>\n\u003cp>\"However, we couldn't really say how much TNCs were contributing to congestion or how they might have changed congestion since they came on the scene around seven or eight years ago, because lots of other things have changed in the interim,\" he said.\u003c/p>\n\u003cp>Among those changes: the city's spike in employment and the increase in its population.\u003c/p>\n\u003cp>\"Certainly all of these new people -- new residents and jobs -- are also contributing to congestion,\" Castiglione said. \"What this new report does is answer the question, 'How do TNCs affect roadway congestion in San Francisco relative to all of these other factors?' \"\u003c/p>\n\u003cp>The SFCTA report acknowledges a host of unknowns in answering that question, noting a lack of data on how delivery services, freight traffic and construction activity on city streets might be affecting congestion.\u003c/p>\n\u003cp>The study also concedes that it's not a given that ride services increase congestion. For instance, Uber and Lyft could encourage transit ridership by serving as a bridge to and from train stations and bus stops.\u003c/p>\n\u003cp>\u003cstrong>S.F. Streets: More Delays, Lower Speeds\u003c/strong>\u003c/p>\n\u003cp>But after sifting through data from several sources, the transportation researchers concluded that the ride services are, indeed, a major factor in traffic congestion.\u003c/p>\n\u003cp>Using information on late 2016 Uber and Lyft activity in San Francisco, obtained by researchers at Northeastern University and data about citywide traffic conditions from transportation intelligence firm INRIX, the SFCTA analyzed three measures of congestion: the extent of travel delays, the total number of miles vehicles travel in the city every day and average traffic speeds.\u003c/p>\n\u003cp>The SFCTA says that total daily traffic delays in San Francisco increased from about 65,000 hours in 2010 to 105,000 hours by the end of 2016. By analyzing several different scenarios, including a hypothetical situation in which there was no TNC traffic in 2016, the agency estimates that 51 percent of the additional 40,000 hours of daily delay was due to the ride services.\u003c/p>\n\u003cp>Similarly, the study found that the TNCs contributed heavily to increases in the number of vehicle miles traveled each weekday and decreases in average speeds on city thoroughfares.\u003c/p>\n\u003cp>The SFCTA report says weekday vehicle miles traveled increased from 4.9 million to 5.6 million between 2010 and the end of 2016, with TNCs accounting for 47 percent of the 700,000-mile increase. The city researchers estimate that average speeds on city streets fell from 24 mph to 20.9 mph during the study period, with ride-service traffic responsible for 55 percent of the 3.1 mph drop.\u003c/p>\n\u003cp>\u003cstrong>Hardest-Hit Neighborhoods\u003c/strong>\u003c/p>\n\u003cp>The report also highlights the neighborhoods and times of day where the ride-service firms have had the biggest impact on travel conditions.\u003c/p>\n\u003cp>Among those findings:\u003c/p>\n\u003cul>\n\u003cli>Ride-hailing companies are major contributors to the horrendous traffic conditions in the city's Financial District and SOMA, areas which have seen major increases in travel delays and the number of vehicle miles traveled.\u003c/li>\n\u003cli>The Mission District saw the biggest drop in average traffic speeds -- almost 5 mph over the six-year study period. Smaller but significant drops were also seen in the Financial District, SOMA and the Civic Center/Hayes Valley/Panhandle corridor. The study says ride services were the biggest factor in the speed decreases in those areas.\u003c/li>\n\u003cli>One SOMA block offers a dramatic example of both worsening congestion and the role ride-service firms play. The SFCTA says daily hours of delay more than doubled on Bryant Street between 5th and 6th streets-- a key approach to the eastbound Bay Bridge. The agency says 80 percent of that additional congestion is due to ride-service vehicles.\u003c/li>\n\u003cli>Traffic delays have increased and speeds have slowed at all times of day. The report says the TNCs have had the most dramatic relative impact on evening and overnight traffic, when average traffic speeds citywide have dropped from about 26 mph to about 22 mph. \u003c/li>\n\u003cli>The data confirm that Valencia Street, often the scene of evening TNC scrums, has been severely affected by the advent of Lyft and Uber. Evening congestion has skyrocketed on the popular Mission District strip, virtually all due to ride-service traffic. Lyft has tried to address that issue by \u003ca href=\"https://missionlocal.org/2018/08/lyft-rides-permenantly-diverted-from-busy-parts-of-sfs-valencia-street/\" rel=\"noopener\" target=\"_blank\">ending passenger pickups\u003c/a> on Valencia between 16th and 19th streets, directing customers to catch their rides on side streets.\u003c/li>\n\u003c/ul>\n\u003cp>Castiglione and other SFCTA researchers who worked on the study are scheduled to present their findings to the Board of Supervisors -- meeting as the county Transportation Authority Board-- on Tuesday.\u003c/p>\n\u003cp>Uber and Lyft criticized the agency report, saying the findings don't fully account for other sources of traffic congestion and fail to credit ways in which ride services may ease travel overall.\u003c/p>\n\u003cp>\"While we appreciate efforts to better understand the causes of congestion, this study fails to consider critical factors like the spike in tourism or the growth of freight deliveries, both of which have exploded since the study’s baseline date of 2010,\" Uber said in a statement.\u003c/p>\n\u003cp>Lyft representative Lauren Alexander said via email that the SFCTA report \"is flawed and an incomplete picture of the transit challenges San Francisco faces. Congestion is a complex issue, and Lyft is committed to being a part of the solution. Lyft stands ready to partner with SFCTA to advocate for solutions like congestion pricing and building more housing near transit to address the core causes of congestion.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Both Lyft and Uber are cooperating with \u003ca href=\"https://www.sfchronicle.com/bayarea/article/In-compromise-with-SF-Supervisor-Peskin-Uber-and-13121292.php\">a city effort\u003c/a> to impose a new tax on ride-service trips, the proceeds of which would go to fund transportation improvements.\u003c/p>\n\n",
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"excerpt": "Congestion has gotten a lot worse since 2010 -- and thousands of ride-service vehicles are at the root of the misery.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 9:25 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">T\u003c/span>\u003c/p>\u003cp>here are lots of reasons traffic congestion has gotten worse in San Francisco since 2010. Among them are a surging economy that has added an estimated 150,000 new jobs in the city and a population increase of 70,000.\u003c/p>\n\u003cp>But new research from San Francisco transportation planners finds that the single biggest factor in slowing down traffic and jamming city streets is the arrival of tens of thousands of ride-service vehicles carrying passengers for Uber and Lyft -- firms known in regulatory circles as transportation network companies, or TNCs.\u003c/p>\n\u003cp>A report released Tuesday by the San Francisco County Transportation Authority (SFCTA) -- \"\u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Congestion_Report_181015_Final.pdf\" target=\"_blank\" rel=\"noopener\">TNCs and Congestion\u003c/a>\" -- says a comparison of data from 2010 and late 2016 found that the ride-service firms are responsible for about half of the increased congestion on city streets during that time period.\u003c/p>\n\u003cp>The report was published alongside \u003ca href=\"http://tncsandcongestion.sfcta.org/\" target=\"_blank\" rel=\"noopener\">an interactive map\u003c/a> showing the congestion impact of ride services, population and employment growth and changes in the city's street network.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In statements issued before the official release of the report, the companies pushed back against the notion they're responsible for worsening traffic conditions. Uber said the study failed to account for a dramatic increase in tourism in recent years or traffic bottlenecks caused by more frequent freight and e-commerce deliveries in the city. \u003ca href=\"https://medium.com/sharing-the-ride-with-lyft/understanding-lyfts-impact-on-congestion-adc1d13d932e\" rel=\"noopener\" target=\"_blank\">Lyft pointed\u003c/a> to studies that suggest TNCs may actually reduce congestion.\u003c/p>\n\u003cp>\u003cstrong>Findings Add to 2017 Report\u003c/strong>\u003c/p>\n\u003cp>It's not exactly news that there are lots of Lyft and Uber vehicles on San Francisco streets. If you're in the Financial District, South of Market (SOMA) or the Mission and open the companies' apps, nearby thoroughfares appear to be crawling with ride-service cars.\u003c/p>\n\u003cp>That impression is backed up by data. The SFCTA said in \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener\">an analysis\u003c/a> of TNC traffic last year that as many as 6,000 Uber and Lyft vehicles were on the city's streets at any one time -- dwarfing the city's mostly moribund taxi fleet -- and accounted for about 170,000 vehicle trips on a typical weekday. That ride service traffic -- again based on data from late 2016 -- represented about 15 percent of all vehicle trips in the city, the SFCTA said.\u003c/p>\n\u003cp>\"When we put that report out, what it revealed was that there are a lot of TNC trips happening, oftentimes in the most congested parts of the city and often at the most congested times of day,\" said Joe Castiglione, the SFCTA's deputy director for technology, data and analysis.\u003c/p>\n\u003cp>\"However, we couldn't really say how much TNCs were contributing to congestion or how they might have changed congestion since they came on the scene around seven or eight years ago, because lots of other things have changed in the interim,\" he said.\u003c/p>\n\u003cp>Among those changes: the city's spike in employment and the increase in its population.\u003c/p>\n\u003cp>\"Certainly all of these new people -- new residents and jobs -- are also contributing to congestion,\" Castiglione said. \"What this new report does is answer the question, 'How do TNCs affect roadway congestion in San Francisco relative to all of these other factors?' \"\u003c/p>\n\u003cp>The SFCTA report acknowledges a host of unknowns in answering that question, noting a lack of data on how delivery services, freight traffic and construction activity on city streets might be affecting congestion.\u003c/p>\n\u003cp>The study also concedes that it's not a given that ride services increase congestion. For instance, Uber and Lyft could encourage transit ridership by serving as a bridge to and from train stations and bus stops.\u003c/p>\n\u003cp>\u003cstrong>S.F. Streets: More Delays, Lower Speeds\u003c/strong>\u003c/p>\n\u003cp>But after sifting through data from several sources, the transportation researchers concluded that the ride services are, indeed, a major factor in traffic congestion.\u003c/p>\n\u003cp>Using information on late 2016 Uber and Lyft activity in San Francisco, obtained by researchers at Northeastern University and data about citywide traffic conditions from transportation intelligence firm INRIX, the SFCTA analyzed three measures of congestion: the extent of travel delays, the total number of miles vehicles travel in the city every day and average traffic speeds.\u003c/p>\n\u003cp>The SFCTA says that total daily traffic delays in San Francisco increased from about 65,000 hours in 2010 to 105,000 hours by the end of 2016. By analyzing several different scenarios, including a hypothetical situation in which there was no TNC traffic in 2016, the agency estimates that 51 percent of the additional 40,000 hours of daily delay was due to the ride services.\u003c/p>\n\u003cp>Similarly, the study found that the TNCs contributed heavily to increases in the number of vehicle miles traveled each weekday and decreases in average speeds on city thoroughfares.\u003c/p>\n\u003cp>The SFCTA report says weekday vehicle miles traveled increased from 4.9 million to 5.6 million between 2010 and the end of 2016, with TNCs accounting for 47 percent of the 700,000-mile increase. The city researchers estimate that average speeds on city streets fell from 24 mph to 20.9 mph during the study period, with ride-service traffic responsible for 55 percent of the 3.1 mph drop.\u003c/p>\n\u003cp>\u003cstrong>Hardest-Hit Neighborhoods\u003c/strong>\u003c/p>\n\u003cp>The report also highlights the neighborhoods and times of day where the ride-service firms have had the biggest impact on travel conditions.\u003c/p>\n\u003cp>Among those findings:\u003c/p>\n\u003cul>\n\u003cli>Ride-hailing companies are major contributors to the horrendous traffic conditions in the city's Financial District and SOMA, areas which have seen major increases in travel delays and the number of vehicle miles traveled.\u003c/li>\n\u003cli>The Mission District saw the biggest drop in average traffic speeds -- almost 5 mph over the six-year study period. Smaller but significant drops were also seen in the Financial District, SOMA and the Civic Center/Hayes Valley/Panhandle corridor. The study says ride services were the biggest factor in the speed decreases in those areas.\u003c/li>\n\u003cli>One SOMA block offers a dramatic example of both worsening congestion and the role ride-service firms play. The SFCTA says daily hours of delay more than doubled on Bryant Street between 5th and 6th streets-- a key approach to the eastbound Bay Bridge. The agency says 80 percent of that additional congestion is due to ride-service vehicles.\u003c/li>\n\u003cli>Traffic delays have increased and speeds have slowed at all times of day. The report says the TNCs have had the most dramatic relative impact on evening and overnight traffic, when average traffic speeds citywide have dropped from about 26 mph to about 22 mph. \u003c/li>\n\u003cli>The data confirm that Valencia Street, often the scene of evening TNC scrums, has been severely affected by the advent of Lyft and Uber. Evening congestion has skyrocketed on the popular Mission District strip, virtually all due to ride-service traffic. Lyft has tried to address that issue by \u003ca href=\"https://missionlocal.org/2018/08/lyft-rides-permenantly-diverted-from-busy-parts-of-sfs-valencia-street/\" rel=\"noopener\" target=\"_blank\">ending passenger pickups\u003c/a> on Valencia between 16th and 19th streets, directing customers to catch their rides on side streets.\u003c/li>\n\u003c/ul>\n\u003cp>Castiglione and other SFCTA researchers who worked on the study are scheduled to present their findings to the Board of Supervisors -- meeting as the county Transportation Authority Board-- on Tuesday.\u003c/p>\n\u003cp>Uber and Lyft criticized the agency report, saying the findings don't fully account for other sources of traffic congestion and fail to credit ways in which ride services may ease travel overall.\u003c/p>\n\u003cp>\"While we appreciate efforts to better understand the causes of congestion, this study fails to consider critical factors like the spike in tourism or the growth of freight deliveries, both of which have exploded since the study’s baseline date of 2010,\" Uber said in a statement.\u003c/p>\n\u003cp>Lyft representative Lauren Alexander said via email that the SFCTA report \"is flawed and an incomplete picture of the transit challenges San Francisco faces. Congestion is a complex issue, and Lyft is committed to being a part of the solution. Lyft stands ready to partner with SFCTA to advocate for solutions like congestion pricing and building more housing near transit to address the core causes of congestion.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Both Lyft and Uber are cooperating with \u003ca href=\"https://www.sfchronicle.com/bayarea/article/In-compromise-with-SF-Supervisor-Peskin-Uber-and-13121292.php\">a city effort\u003c/a> to impose a new tax on ride-service trips, the proceeds of which would go to fund transportation improvements.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Facebook has confirmed that millions of users did in fact have personal data accessed during \u003ca href=\"https://www.kqed.org/news/11695257/facebook-says-security-breach-allowed-hackers-to-access-up-to-50-million-accounts\" rel=\"noopener\" target=\"_blank\">a serious security breach disclosed late last month\u003c/a>. \u003c/p>\n\u003cp>Initially, the social media giant estimated that 50 million accounts were affected by the hack, but said it was not clear whether any information had actually been stolen.\u003c/p>\n\u003cp>Facebook has \u003ca href=\"https://newsroom.fb.com/news/2018/10/update-on-security-issue/\" rel=\"noopener\" target=\"_blank\">revised\u003c/a> the total number of affected users down to around 30 million. But it has also confirmed that hackers accessed personal details in most of those cases — including, for about half of those users, recent searches and locations. \u003c/p>\n\u003cp>Facebook would not discuss a suspect or a motive, at the FBI’s request. The bureau is actively investigating the breach.\u003c/p>\n\u003cp>As NPR has \u003ca href=\"https://www.npr.org/2018/09/28/652631686/facebook-says-security-breach-affected-almost-50-million-accounts\" rel=\"noopener\" target=\"_blank\">previously reported\u003c/a>, the hack exploited three separate bugs in Facebook’s code. No passwords were actually compromised, but the hackers were able to gain “access tokens” that let them use accounts as though\u003cem> \u003c/em>they were logged in as another person. In late September, Facebook detected unusual activity, discovered the bugs and disabled them.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Facebook says the attacks were carried out between September 14 and 27. The attackers moved within social networks, controlling one account at first and from there, accessing that account’s friends, to initially steal access tokens for 400,000,\u003cstrong> \u003c/strong>and ultimately 30 million more accounts. \u003c/p>\n\u003cp>Fifteen million of those users had their names and contact details — which could be email addresses or phone numbers — accessed. \u003c/p>\n\u003cp>In a more serious breach, 14 million people had a wider array of data accessed, including their gender, religion, relationship status, birthday, current city and hometown, device types, education and work history. Hackers also had access to those users’ last 15 searches, and the last 10 locations they either checked into or were tagged in by someone else. \u003c/p>\n\u003cp>The 400,000 people whose accounts were first hacked were most seriously compromised, with hackers viewing their posts, their friend lists, their group memberships and the names of recent message conversations (though not, in most cases, the contents of those messages). \u003c/p>\n\u003cp>“We have no reason to believe the attackers were interested in that information” from those 400,000 users, Guy Rosen, vice president of product management at Facebook, told reporters on Friday. “They were [doing] that in order to get the access tokens for those people’s friends.”\u003c/p>\n\u003cp>Hackers also gained access to the accounts of about 1 million users, but did not steal any data, Facebook says.\u003c/p>\n\u003cp>Users can visit Facebook’s \u003ca href=\"https://www.facebook.com/help/securitynotice?ref=sec\" rel=\"noopener\" target=\"_blank\">help site\u003c/a> to determine if their account was among those hacked. \u003c/p>\n\u003cp>Facebook says they do not believe the attackers created any posts while imitating other users. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The company also says that the hackers would hypothetically have been able to view the last four characters of users’ credit card numbers, but there is no evidence they sought out that information. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Facebook+Says+14+Million+Accounts+Had+Broad+Array+Of+Personal+Data+Stolen&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Facebook has confirmed that millions of users did in fact have personal data accessed during \u003ca href=\"https://www.kqed.org/news/11695257/facebook-says-security-breach-allowed-hackers-to-access-up-to-50-million-accounts\" rel=\"noopener\" target=\"_blank\">a serious security breach disclosed late last month\u003c/a>. \u003c/p>\n\u003cp>Initially, the social media giant estimated that 50 million accounts were affected by the hack, but said it was not clear whether any information had actually been stolen.\u003c/p>\n\u003cp>Facebook has \u003ca href=\"https://newsroom.fb.com/news/2018/10/update-on-security-issue/\" rel=\"noopener\" target=\"_blank\">revised\u003c/a> the total number of affected users down to around 30 million. But it has also confirmed that hackers accessed personal details in most of those cases — including, for about half of those users, recent searches and locations. \u003c/p>\n\u003cp>Facebook would not discuss a suspect or a motive, at the FBI’s request. The bureau is actively investigating the breach.\u003c/p>\n\u003cp>As NPR has \u003ca href=\"https://www.npr.org/2018/09/28/652631686/facebook-says-security-breach-affected-almost-50-million-accounts\" rel=\"noopener\" target=\"_blank\">previously reported\u003c/a>, the hack exploited three separate bugs in Facebook’s code. No passwords were actually compromised, but the hackers were able to gain “access tokens” that let them use accounts as though\u003cem> \u003c/em>they were logged in as another person. In late September, Facebook detected unusual activity, discovered the bugs and disabled them.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Facebook says the attacks were carried out between September 14 and 27. The attackers moved within social networks, controlling one account at first and from there, accessing that account’s friends, to initially steal access tokens for 400,000,\u003cstrong> \u003c/strong>and ultimately 30 million more accounts. \u003c/p>\n\u003cp>Fifteen million of those users had their names and contact details — which could be email addresses or phone numbers — accessed. \u003c/p>\n\u003cp>In a more serious breach, 14 million people had a wider array of data accessed, including their gender, religion, relationship status, birthday, current city and hometown, device types, education and work history. Hackers also had access to those users’ last 15 searches, and the last 10 locations they either checked into or were tagged in by someone else. \u003c/p>\n\u003cp>The 400,000 people whose accounts were first hacked were most seriously compromised, with hackers viewing their posts, their friend lists, their group memberships and the names of recent message conversations (though not, in most cases, the contents of those messages). \u003c/p>\n\u003cp>“We have no reason to believe the attackers were interested in that information” from those 400,000 users, Guy Rosen, vice president of product management at Facebook, told reporters on Friday. “They were [doing] that in order to get the access tokens for those people’s friends.”\u003c/p>\n\u003cp>Hackers also gained access to the accounts of about 1 million users, but did not steal any data, Facebook says.\u003c/p>\n\u003cp>Users can visit Facebook’s \u003ca href=\"https://www.facebook.com/help/securitynotice?ref=sec\" rel=\"noopener\" target=\"_blank\">help site\u003c/a> to determine if their account was among those hacked. \u003c/p>\n\u003cp>Facebook says they do not believe the attackers created any posts while imitating other users. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The company also says that the hackers would hypothetically have been able to view the last four characters of users’ credit card numbers, but there is no evidence they sought out that information. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Facebook+Says+14+Million+Accounts+Had+Broad+Array+Of+Personal+Data+Stolen&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Police in California \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/04/27/606624218/in-hunt-for-golden-state-killer-investigators-uploaded-his-dna-to-genealogy-site\" target=\"_blank\" rel=\"noopener\">made headlines\u003c/a> this spring when they charged a former police officer with being the Golden State Killer, a man who allegedly committed a series of notorious rapes and murders in the 1970s and '80s.[contextly_sidebar id=\"wnxqjWPunPnkNxirmoKmxB8OyxTBzMuy\"]\u003c/p>\n\u003cp>Authorities revealed they used DNA from a publicly available genealogy website to crack the case.\u003c/p>\n\u003cp>Since then, police around the country have started doing the same sort of thing to solve other cold cases.\u003c/p>\n\u003cp>That prompted \u003ca href=\"https://www.myheritage.com/management/yaniv_erlich\" target=\"_blank\" rel=\"noopener\">Yaniv Erlich, \u003c/a>the chief science officer at the Israeli company \u003ca href=\"https://www.myheritage.com/\" target=\"_blank\" rel=\"noopener\">MyHeritage\u003c/a>, to investigate just how easy it is to use public genealogy databases to track down people.\u003c/p>\n\u003cp>\"We wanted to quantify how powerful this technique is to identify individuals,\" Erlich says. So he and his colleagues analyzed the genomes of 1.28 million people in the company's database.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a \u003ca href=\"http://science.sciencemag.org/lookup/doi/10.1126/science.aau4832\" target=\"_blank\" rel=\"noopener\">paper \u003c/a>published Thursday in the journal \u003cem>Science\u003c/em>, the researchers projected that they could identify third cousins and more closely related relatives in more than 60 percent of people of European descent. (They chose this group because most people in their database have that ancestry.)\u003c/p>\n\u003cp>\"It's kind of like each person in this database is a beacon that illuminates hundreds of distant relatives,\" Erlich says. \"So it's enough to have your third cousin or your second cousin once-removed in these databases to actually identify you.\"[contextly_sidebar id=\"B44UUm4fmJ0qJhwetu8JjvUYBxbNVQtq\"]\u003c/p>\n\u003cp>And when the researchers combined their strategy with other information, such a specific geographic area or the approximate age of a person, they could quickly reduce a list of possibilities to just a few people.\u003c/p>\n\u003cp>\"Of course, you need the genealogical records. You need to do the work. But you have enough power to to get very close,\" Erlich says.\u003c/p>\n\u003cp>And that's not all. Erlich estimates that as his and other databases grow, investigators will essentially be able to identify anyone in the United States within that ethnic background within a few years.\u003c/p>\n\u003cp>\"It seems that very quickly we can get virtually to nearly everyone,\" Erlich says.\u003c/p>\n\u003cp>In another part of the study, the researchers went even further to see if they could do the same thing with other DNA databases. They were able to use their techniques to identify a supposedly anonymous woman whose DNA was stored in the \u003ca href=\"https://www.genome.gov/27528684/1000-genomes-project/\" target=\"_blank\" rel=\"noopener\">1,000 Genomes Project\u003c/a>, a National Institutes of Health research database.\u003c/p>\n\u003cp>\"This technique doesn't only get you criminals,\" Erlich says. \"You can also use this technique for other purposes — maybe purposes that could be illegitimate.\"\u003c/p>\n\u003cp>And that, he says, raises serious questions about privacy.\u003c/p>\n\u003cp>\"The police currently [are] using these techniques to find ... [murderers] and bad people,\" Erlich says. \"But are we OK with using this technique to identify people in a political demonstration who left their DNA behind? There are many scenarios that you can think about misuse.\"[contextly_sidebar id=\"EdtIiFNqDOAH81r6zsse3iX6ZCM6PiDN\"]\u003c/p>\n\u003cp>But some people involved in genealogical forensics defend the use of the techniques to help solves serious crimes.\u003c/p>\n\u003cp>\"I was excited to see this demonstration that genetic genealogy is so powerful,\" says \u003ca href=\"https://www.parabon-nanolabs.com/nanolabs/news-events/2015/10/snapshot-ishi-presentation.html\" target=\"_blank\" rel=\"noopener\">Ellen Greytak\u003c/a>, director of bioinformatics at \u003ca href=\"https://parabon-nanolabs.com/\" target=\"_blank\" rel=\"noopener\">Parabon Nanolabs, Inc.\u003c/a>, which helps police solve crimes this way.\u003c/p>\n\u003cp>\"We're working on these cases that haven't been able to be solved for decades. They are all either homicide or sexual assault. And some of these are horrific,\" she says.\u003c/p>\n\u003cp>But Greytak and her colleagues caution that this study suggests the process is easier than it seems.\u003c/p>\n\u003cp>\"There are a number of problematic assumptions made in the study that do not reflect the reality of the work I am doing,\" writes \u003ca href=\"http://www.yourgeneticgenealogist.com/p/about-me.html\" target=\"_blank\" rel=\"noopener\">CeCe Moore\u003c/a>, who works with Parabon, in an e-mail. \"The study demonstrates the power of genetic genealogy in a theoretical way, but does not fully capture the challenges of the work in practice.\"\u003c/p>\n\u003cp>But others argue that the findings underscore the need to make sure people know what they're getting into when they provide their genetic information to genealogy services and other databases.\u003c/p>\n\u003cp>\"When you make those decisions to put the genome out in the world it's really hard to dial it back,\" \u003ca href=\"https://its.law.nyu.edu/facultyprofiles/index.cfm?fuseaction=profile.overview&personid=31567\" target=\"_blank\" rel=\"noopener\">Erin Murphy\u003c/a>, a professor at the New York University School of Law.\u003c/p>\n\u003cp>\"And more importantly,\" she says, \"you've made a decision not just for yourself but for your siblings, for your distant cousins, people you don't even know you're related to, for your children, for your children's children.\"\u003c/p>\n\u003cp>A second \u003ca href=\"http://www.cell.com/cell/fulltext/S0092-8674(18)31180-2\" target=\"_blank\" rel=\"noopener\">paper\u003c/a> published Thursday in the journal \u003cem>Cell\u003c/em> found that it could be possible to link ancestry databases to older law enforcement DNA databases, giving police yet another potential tool.\u003c/p>\n\u003cp>\"We were trying to pose the question of whether a newer, more modern system of genetic markers could be tested against the old system and still get matches and find relatives,\" says \u003ca href=\"https://profiles.stanford.edu/noah-rosenberg\" target=\"_blank\" rel=\"noopener\">Noah Rosenberg\u003c/a>, a biology professor at Stanford University.\u003c/p>\n\u003cp>Taking these studies together, some bioethicists and legal experts say they show that it's important to take steps to protect genetic information and make sure people providing DNA samples are aware of the risks.\u003c/p>\n\u003cp>\"We can tell people that we can de-identify their data,\" says \u003ca href=\"https://www.bioethics.nih.gov/people/berkman-bio.shtml\" target=\"_blank\" rel=\"noopener\">Benjamin Berkman\u003c/a>, a bioethicist at the National Institutes of Health, who was speaking for himself, not NIH. \"We can tell them about all the procedural and technical safeguards that we've put in place to protect the confidentiality of their data. But I don't think we can promise people anonymity.\"\u003c/p>\n\u003cp>As a result, Berkman says, \"it's incumbent on anyone collecting and aggregating and sharing genomic data to be clear exactly how the data will be treated and whether there are any risks to genomic privacy.\"\u003c/p>\n\u003cp>For his part, Erlich proposes that all genetic information be encrypted to protect the information and enable people to explicitly provide consent for using their data.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It sounds geeky and complicated, but it's very simple in practice,\" Erlich says.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Easy+DNA+Identifications+With+Genealogy+Databases+Raise+Privacy+Concerns&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Police in California \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/04/27/606624218/in-hunt-for-golden-state-killer-investigators-uploaded-his-dna-to-genealogy-site\" target=\"_blank\" rel=\"noopener\">made headlines\u003c/a> this spring when they charged a former police officer with being the Golden State Killer, a man who allegedly committed a series of notorious rapes and murders in the 1970s and '80s.\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Authorities revealed they used DNA from a publicly available genealogy website to crack the case.\u003c/p>\n\u003cp>Since then, police around the country have started doing the same sort of thing to solve other cold cases.\u003c/p>\n\u003cp>That prompted \u003ca href=\"https://www.myheritage.com/management/yaniv_erlich\" target=\"_blank\" rel=\"noopener\">Yaniv Erlich, \u003c/a>the chief science officer at the Israeli company \u003ca href=\"https://www.myheritage.com/\" target=\"_blank\" rel=\"noopener\">MyHeritage\u003c/a>, to investigate just how easy it is to use public genealogy databases to track down people.\u003c/p>\n\u003cp>\"We wanted to quantify how powerful this technique is to identify individuals,\" Erlich says. So he and his colleagues analyzed the genomes of 1.28 million people in the company's database.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a \u003ca href=\"http://science.sciencemag.org/lookup/doi/10.1126/science.aau4832\" target=\"_blank\" rel=\"noopener\">paper \u003c/a>published Thursday in the journal \u003cem>Science\u003c/em>, the researchers projected that they could identify third cousins and more closely related relatives in more than 60 percent of people of European descent. (They chose this group because most people in their database have that ancestry.)\u003c/p>\n\u003cp>\"It's kind of like each person in this database is a beacon that illuminates hundreds of distant relatives,\" Erlich says. \"So it's enough to have your third cousin or your second cousin once-removed in these databases to actually identify you.\"\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>And when the researchers combined their strategy with other information, such a specific geographic area or the approximate age of a person, they could quickly reduce a list of possibilities to just a few people.\u003c/p>\n\u003cp>\"Of course, you need the genealogical records. You need to do the work. But you have enough power to to get very close,\" Erlich says.\u003c/p>\n\u003cp>And that's not all. Erlich estimates that as his and other databases grow, investigators will essentially be able to identify anyone in the United States within that ethnic background within a few years.\u003c/p>\n\u003cp>\"It seems that very quickly we can get virtually to nearly everyone,\" Erlich says.\u003c/p>\n\u003cp>In another part of the study, the researchers went even further to see if they could do the same thing with other DNA databases. They were able to use their techniques to identify a supposedly anonymous woman whose DNA was stored in the \u003ca href=\"https://www.genome.gov/27528684/1000-genomes-project/\" target=\"_blank\" rel=\"noopener\">1,000 Genomes Project\u003c/a>, a National Institutes of Health research database.\u003c/p>\n\u003cp>\"This technique doesn't only get you criminals,\" Erlich says. \"You can also use this technique for other purposes — maybe purposes that could be illegitimate.\"\u003c/p>\n\u003cp>And that, he says, raises serious questions about privacy.\u003c/p>\n\u003cp>\"The police currently [are] using these techniques to find ... [murderers] and bad people,\" Erlich says. \"But are we OK with using this technique to identify people in a political demonstration who left their DNA behind? There are many scenarios that you can think about misuse.\"\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>But some people involved in genealogical forensics defend the use of the techniques to help solves serious crimes.\u003c/p>\n\u003cp>\"I was excited to see this demonstration that genetic genealogy is so powerful,\" says \u003ca href=\"https://www.parabon-nanolabs.com/nanolabs/news-events/2015/10/snapshot-ishi-presentation.html\" target=\"_blank\" rel=\"noopener\">Ellen Greytak\u003c/a>, director of bioinformatics at \u003ca href=\"https://parabon-nanolabs.com/\" target=\"_blank\" rel=\"noopener\">Parabon Nanolabs, Inc.\u003c/a>, which helps police solve crimes this way.\u003c/p>\n\u003cp>\"We're working on these cases that haven't been able to be solved for decades. They are all either homicide or sexual assault. And some of these are horrific,\" she says.\u003c/p>\n\u003cp>But Greytak and her colleagues caution that this study suggests the process is easier than it seems.\u003c/p>\n\u003cp>\"There are a number of problematic assumptions made in the study that do not reflect the reality of the work I am doing,\" writes \u003ca href=\"http://www.yourgeneticgenealogist.com/p/about-me.html\" target=\"_blank\" rel=\"noopener\">CeCe Moore\u003c/a>, who works with Parabon, in an e-mail. \"The study demonstrates the power of genetic genealogy in a theoretical way, but does not fully capture the challenges of the work in practice.\"\u003c/p>\n\u003cp>But others argue that the findings underscore the need to make sure people know what they're getting into when they provide their genetic information to genealogy services and other databases.\u003c/p>\n\u003cp>\"When you make those decisions to put the genome out in the world it's really hard to dial it back,\" \u003ca href=\"https://its.law.nyu.edu/facultyprofiles/index.cfm?fuseaction=profile.overview&personid=31567\" target=\"_blank\" rel=\"noopener\">Erin Murphy\u003c/a>, a professor at the New York University School of Law.\u003c/p>\n\u003cp>\"And more importantly,\" she says, \"you've made a decision not just for yourself but for your siblings, for your distant cousins, people you don't even know you're related to, for your children, for your children's children.\"\u003c/p>\n\u003cp>A second \u003ca href=\"http://www.cell.com/cell/fulltext/S0092-8674(18)31180-2\" target=\"_blank\" rel=\"noopener\">paper\u003c/a> published Thursday in the journal \u003cem>Cell\u003c/em> found that it could be possible to link ancestry databases to older law enforcement DNA databases, giving police yet another potential tool.\u003c/p>\n\u003cp>\"We were trying to pose the question of whether a newer, more modern system of genetic markers could be tested against the old system and still get matches and find relatives,\" says \u003ca href=\"https://profiles.stanford.edu/noah-rosenberg\" target=\"_blank\" rel=\"noopener\">Noah Rosenberg\u003c/a>, a biology professor at Stanford University.\u003c/p>\n\u003cp>Taking these studies together, some bioethicists and legal experts say they show that it's important to take steps to protect genetic information and make sure people providing DNA samples are aware of the risks.\u003c/p>\n\u003cp>\"We can tell people that we can de-identify their data,\" says \u003ca href=\"https://www.bioethics.nih.gov/people/berkman-bio.shtml\" target=\"_blank\" rel=\"noopener\">Benjamin Berkman\u003c/a>, a bioethicist at the National Institutes of Health, who was speaking for himself, not NIH. \"We can tell them about all the procedural and technical safeguards that we've put in place to protect the confidentiality of their data. But I don't think we can promise people anonymity.\"\u003c/p>\n\u003cp>As a result, Berkman says, \"it's incumbent on anyone collecting and aggregating and sharing genomic data to be clear exactly how the data will be treated and whether there are any risks to genomic privacy.\"\u003c/p>\n\u003cp>For his part, Erlich proposes that all genetic information be encrypted to protect the information and enable people to explicitly provide consent for using their data.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It sounds geeky and complicated, but it's very simple in practice,\" Erlich says.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Easy+DNA+Identifications+With+Genealogy+Databases+Raise+Privacy+Concerns&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
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},
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"order": 1
},
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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 />",
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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.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"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.",
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"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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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
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"source": "WNYC"
},
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "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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"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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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
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"link": "/radio/program/hidden-brain",
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"how-i-built-this": {
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"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.",
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"airtime": "SUN 7:30pm-8pm",
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},
"link": "/radio/program/how-i-built-this",
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"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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"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",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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},
"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",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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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/",
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},
"link": "/radio/program/latino-usa",
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"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": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"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)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"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",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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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",
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"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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},
"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": {
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"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",
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