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"content": "\u003cp>\u003cstrong>Flying Christmas Eve\u003c/strong>\u003c/p>\n\u003cp>Heading to the airport for that last-minute trip to see family and friends? First, our condolences for what's likely to be a long and stressful day of travel, but we admire your grit and commitment.\u003c/p>\n\u003cp>San Francisco, Oakland and San Jose airports recommend arriving 90 minutes prior to domestic flights, and two or three hours before international flights.\u003c/p>\n\u003cp>Mineta San Jose International Airport spokeswoman Vicki Day says, \"That's probably a minimum,\" especially if you're trying to catch one of the first flights out of any given terminal. She says it's not just the higher traffic that could slow things down.\u003c/p>\n\u003cp>\"The passengers are not our normal weekly travel warriors,\" she says. \"They’re the more occasional traveler. Or they may be traveling with family members, with children they have to assist. Or they’re traveling with more luggage because they have presents they want to bring with them.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Expect Delays and Arrive Early\u003c/strong>\u003c/p>\n\u003cp>One major change that could make things easier: You can now take BART all the way to Oakland International Airport, after transferring to the Oakland Airport Connector at Coliseum Station. The first train on Christmas Eve leaves the Coliseum at 4:45 a.m. and arrives at OAK at 4:53 a.m. See the rest of the \u003ca href=\"http://www.bart.gov/schedules/bylineresults?route=20&date=12/24/2014\" target=\"_blank\">schedule here\u003c/a>.\u003c/p>\n\u003cp>The first BART train arrives at SFO tomorrow morning at 5:28 a.m., too late for the earliest flights. The airport has a \u003ca href=\"http://www.flysfo.com/to-from/overview\" target=\"_blank\">guide\u003c/a> with additional options. Here's a similar \u003ca href=\"http://www.flysanjose.com/fl/travelers.php?page=ground_trans/public&subtitle=Ground+Transportation+%7C+Public+Transportation\" target=\"_blank\">guide\u003c/a> for getting to San Jose International.\u003c/p>\n\u003cp>\u003cstrong>Closer to Home\u003c/strong>\u003c/p>\n\u003cp>Maybe your holiday travel plans are as simple as a short trek across town or the bay.\u003cbr>\n\u003ca href=\"http://www.bart.gov/schedules/bystation\" target=\"_blank\">\u003cbr>\nBART\u003c/a> is running a regular weekday schedule Christmas Eve, but trains will be on a Sunday schedule Christmas Day.\u003c/p>\n\u003cp>Same goes for \u003ca href=\"http://www.caltrain.com/schedules/holidayservice.html\" target=\"_blank\">Caltrain\u003c/a>, \u003ca href=\"http://www.samtrans.com/schedulesandmaps/holidayservice.html\">SamTrans\u003c/a>, \u003ca href=\"http://www.sfmta.com/calendar/alerts/christmas-day-and-new-years-day-service\" target=\"_blank\">Muni \u003c/a>and \u003ca href=\"http://www.actransit.org/faq/are-there-special-holiday-schedules-for-ac-transit-bus-lines/\">AC Transit\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://transit.511.org/schedules/holiday.aspx\" target=\"_blank\">511.org\u003c/a> has a master list with links to holiday schedules for various Bay Area transit systems.\u003c/p>\n\u003cp>\u003cstrong>Parking Enforcement\u003c/strong>\u003c/p>\n\u003cp>Christmas Day means a holiday from parking tickets, mostly. \u003ca href=\"http://www.sfmta.com/getting-around/parking/holiday-enforcement\" target=\"_blank\">San Francisco\u003c/a> will not enforce residential permits, any street sweeping restrictions or parking meters.\u003c/p>\n\u003cp>Oakland will not enforce \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\" target=\"_blank\">street sweeping\u003c/a> restrictions or \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_mc&r.htm\" target=\"_blank\">parking meters\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And it's a parking meter holiday in \u003ca href=\"http://www.sanjoseca.gov/index.aspx?NID=1877\" target=\"_blank\">San Jose\u003c/a>, too.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Expect Delays and Arrive Early\u003c/strong>\u003c/p>\n\u003cp>One major change that could make things easier: You can now take BART all the way to Oakland International Airport, after transferring to the Oakland Airport Connector at Coliseum Station. The first train on Christmas Eve leaves the Coliseum at 4:45 a.m. and arrives at OAK at 4:53 a.m. See the rest of the \u003ca href=\"http://www.bart.gov/schedules/bylineresults?route=20&date=12/24/2014\" target=\"_blank\">schedule here\u003c/a>.\u003c/p>\n\u003cp>The first BART train arrives at SFO tomorrow morning at 5:28 a.m., too late for the earliest flights. The airport has a \u003ca href=\"http://www.flysfo.com/to-from/overview\" target=\"_blank\">guide\u003c/a> with additional options. Here's a similar \u003ca href=\"http://www.flysanjose.com/fl/travelers.php?page=ground_trans/public&subtitle=Ground+Transportation+%7C+Public+Transportation\" target=\"_blank\">guide\u003c/a> for getting to San Jose International.\u003c/p>\n\u003cp>\u003cstrong>Closer to Home\u003c/strong>\u003c/p>\n\u003cp>Maybe your holiday travel plans are as simple as a short trek across town or the bay.\u003cbr>\n\u003ca href=\"http://www.bart.gov/schedules/bystation\" target=\"_blank\">\u003cbr>\nBART\u003c/a> is running a regular weekday schedule Christmas Eve, but trains will be on a Sunday schedule Christmas Day.\u003c/p>\n\u003cp>Same goes for \u003ca href=\"http://www.caltrain.com/schedules/holidayservice.html\" target=\"_blank\">Caltrain\u003c/a>, \u003ca href=\"http://www.samtrans.com/schedulesandmaps/holidayservice.html\">SamTrans\u003c/a>, \u003ca href=\"http://www.sfmta.com/calendar/alerts/christmas-day-and-new-years-day-service\" target=\"_blank\">Muni \u003c/a>and \u003ca href=\"http://www.actransit.org/faq/are-there-special-holiday-schedules-for-ac-transit-bus-lines/\">AC Transit\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://transit.511.org/schedules/holiday.aspx\" target=\"_blank\">511.org\u003c/a> has a master list with links to holiday schedules for various Bay Area transit systems.\u003c/p>\n\u003cp>\u003cstrong>Parking Enforcement\u003c/strong>\u003c/p>\n\u003cp>Christmas Day means a holiday from parking tickets, mostly. \u003ca href=\"http://www.sfmta.com/getting-around/parking/holiday-enforcement\" target=\"_blank\">San Francisco\u003c/a> will not enforce residential permits, any street sweeping restrictions or parking meters.\u003c/p>\n\u003cp>Oakland will not enforce \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\" target=\"_blank\">street sweeping\u003c/a> restrictions or \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_mc&r.htm\" target=\"_blank\">parking meters\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And it's a parking meter holiday in \u003ca href=\"http://www.sanjoseca.gov/index.aspx?NID=1877\" target=\"_blank\">San Jose\u003c/a>, too.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>I worked in the so-called sharing economy for about a year, driving for the ride company Lyft. I was doing it to make \u003ca href=\"http://drivingwithstrangers.org/\" target=\"_blank\" rel=\"noopener\">a podcast\u003c/a>, and it was a convenient vehicle for that.\u003c/p>\n\u003cp>But I had concerns. It seemed like the income kept falling and would keep falling if no one regulated the number of drivers. I was unsure about insurance coverage. Most of all, I felt like driving for Lyft was taking money out of the pockets of cab drivers.\u003c/p>\n\u003cp>Current Lyft driver Dan Carrigan has some of the same concerns. He says he does not feel like his interests as an individual are a priority for the company, nor does he feel protected.\u003c/p>\n\u003cp>“You can only trust a process to a certain extent,” Carrigan says. “Nobody is taking care of you in this business.”\u003c/p>\n\u003cp>As someone with aspirations to be self-employed — an entrepreneur of some kind — Carrigan is drawn to the sharing economy. There seem to be all kinds of possibilities for people, like running errands on TaskRabbit, providing services through Fiverr, or cleaning houses for Handy.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Carrigan started by trying to rent out his apartment on Airbnb, but he stopped because he was worried about getting evicted. So now he is driving for Lyft.\u003c/p>\n\u003cp> https://www.kqed.org/.stream/anon/radio/RDnews/2019/01/HarnettSharingEcoStruggles2014.mp3\u003c/p>\n\u003cp>Carrigan says he drives to pay his bills. He was laid off from his previous job and wanted flexibility while he figured out what to do next. At first it seemed great, and he thought he could do it for a few years. But now he says he has realized there is not enough stability because as a driver he is replaceable.\u003c/p>\n\u003cp>“You’re part of a pool, you are really part of a pool,” Carrigan says, “so if suddenly companies could pay much less to drivers, and there were still drivers willing to drive for that rate, they would. And the rates are going lower and lower and lower.”\u003c/p>\n\u003cp>\u003cstrong>Lyft Says It’s Listening\u003c/strong>\u003c/p>\n\u003cp>Lyft says it listens to drivers, and that it has recently improved the tipping system. In the summer, Lyft let drivers keep all their earnings. But now it takes a 20 percent commission on each fare.\u003c/p>\n\u003cp>Lyft representative Katie Dally told KQED via email:\u003c/p>\n\u003cp>“Lyft’s commission is 20 percent of each trip cost — and drivers keep 100 percent of tips from passengers. Lyft is also the only ridesharing platform to offer drivers an opportunity to earn a percentage of their weekly earnings as a bonus. The more drivers drive, the more they can earn, up to 20 percent.”\u003c/p>\n\u003cp>In other words, if they drive enough, they earn back the commission.\u003c/p>\n\u003cp>Carrigan says he makes between $25 and $31 an hour, and that is before insurance, gas, taxes and car upkeep. It is less than I made a year ago, and Carrigan says the income continues to fall.\u003c/p>\n\u003cfigure id=\"attachment_10382936\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-10382936\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209-400x300.jpg\" alt=\"Dan Carrigan drives for Lyft to help pay the bills. (Sam Harnett/KQED)\" width=\"400\" height=\"300\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Dan Carrigan drives for Lyft to help pay the bills. (Sam Harnett/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>As for earning the bonuses for logging more hours, Carrigan says that makes it more like a regular job, which is not what he signed up for.\u003c/p>\n\u003cp>“It would be nice to know that I could do this for a while without it changing,” Carrigan says, “but the way things are now, I’m looking for work.”\u003c/p>\n\u003cp>\u003cstrong>Union Organizing Begins\u003c/strong>\u003c/p>\n\u003cp>In Los Angeles, some drivers for Lyft’s competitor, Uber, are trying to organize a union so they can achieve more stability and a stronger voice within the company.\u003c/p>\n\u003cp>A local chapter of the Teamsters union is giving them support and advice. Teamsters spokesman Galen Munroe says that when it comes down to it, this is just the same old story — companies using part-time workers to cut costs.\u003c/p>\n\u003cp>These companies “don’t want the responsibilities or the costs associated with direct employees,” Munroe says, “and to a certain degree we feel that this is misclassification.”\u003c/p>\n\u003cp>There is a fine line between contract worker and employee, and it is causing trouble for these new gig sites. Uber faces \u003ca href=\"http://www.scribd.com/doc/250503465/O-Connor-Et-Al-v-Uber-Technologies-Inc-Et-Al-11-12-14-Amended-Complaint\">lawsuits\u003c/a>, as does \u003ca href=\"http://www.sfgate.com/business/article/Handy-com-housecleaners-lawsuit-could-rock-5891672.php\">Handy\u003c/a>. The \u003ca href=\"http://www.scribd.com/doc/250504957/O-Connor-Et-Al-v-Uber-Technologies-Inc-Et-Al-11-25-14-Defendant-s-Answer-to-Amended-Complaint\">claims\u003c/a> are that they control workers like employees, but do not give them benefits.\u003c/p>\n\u003cp>That is the dark side of these companies, says Gerald Friedman, economics professor at the University of Massachusetts Amherst. Friedman adds that by cleverly branding this work as the sharing economy, these tech companies are normalizing what is really unprotected, deregulated contract labor.\u003c/p>\n\u003cp>Friedman says these tech platforms are “used to deny workers protections that we established in the New Deal era to protect people against unemployment, health crisis and to protect people’s work safety.”\u003c/p>\n\u003cp>The way the gigs on these sites are pitched, Friedman says, sounds kind of like the worker utopia described by Karl Marx, where one could hunt in the morning, fish in the afternoon, and do criticism in the evening, without having to become a hunter, a fisherman or a critic.\u003c/p>\n\u003cp>That kind of flexibility is desirable, he says, but in our modern capitalist society such gig work brings a harsh reality of less protection and more instability.\u003c/p>\n\u003cp>To that charge, Lyft makes the case that its workers can purchase health insurance on their own now, with the Affordable Care Act. And the \u003ca href=\"http://www.sfgate.com/business/article/Lyft-plays-Whac-a-Mole-with-regulators-nationwide-5958762.php\">company says\u003c/a> drivers work for them precisely because they don’t want an employer, or because they already have one and just want to make money on the side. The point here is the freedom that Lyft provides.\u003c/p>\n\u003cp>\u003cstrong>Impacts on Taxi Drivers\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\">Of course what may be freedom for the ride-service drivers has impacts on others,\u003c/a> such as San Francisco cabbie Harbir Batth. He says taxi drivers in this city used to have the kind of gig advertised by these tech companies: flexible decent pay, plus even some protection and stability.\u003c/p>\n\u003cp>“We never had a union. It is kind of a self-employed industry,” Batth says. “Everybody is divided. It’s a cash business, you know.”\u003c/p>\n\u003cp>Now Batth says these new, less regulated companies are stealing his business and killing his profession. So, like those Uber drivers in L.A., Batth and others are unionizing.\u003c/p>\n\u003cp>“If you have done something for 25 or 30 years, you are old,” he says, “you have no other option. You can’t look for a change of career.”\u003c/p>\n\u003cp>Batth has been driving a cab for 22 years, and in 2012, he finally got his dream: a medallion. It allows him to rent a cab to another person, so he can make income without having to drive. It cost $250,000, he says, and Batth borrowed money to make the down payment.\u003c/p>\n\u003cp>“I thought I will retire after 10 years or so,” Batth says, “I thought I could pay off the loan and have a little income to live off of. But now it’s all down the drain.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Batth says he would sell the medallion if he could, but now nobody wants to buy one. With a child headed to college and another in third grade, plus the loan payments for the medallion, Batth says he has no option but to keep driving — for less money.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>I worked in the so-called sharing economy for about a year, driving for the ride company Lyft. I was doing it to make \u003ca href=\"http://drivingwithstrangers.org/\" target=\"_blank\" rel=\"noopener\">a podcast\u003c/a>, and it was a convenient vehicle for that.\u003c/p>\n\u003cp>But I had concerns. It seemed like the income kept falling and would keep falling if no one regulated the number of drivers. I was unsure about insurance coverage. Most of all, I felt like driving for Lyft was taking money out of the pockets of cab drivers.\u003c/p>\n\u003cp>Current Lyft driver Dan Carrigan has some of the same concerns. He says he does not feel like his interests as an individual are a priority for the company, nor does he feel protected.\u003c/p>\n\u003cp>“You can only trust a process to a certain extent,” Carrigan says. “Nobody is taking care of you in this business.”\u003c/p>\n\u003cp>As someone with aspirations to be self-employed — an entrepreneur of some kind — Carrigan is drawn to the sharing economy. There seem to be all kinds of possibilities for people, like running errands on TaskRabbit, providing services through Fiverr, or cleaning houses for Handy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Carrigan started by trying to rent out his apartment on Airbnb, but he stopped because he was worried about getting evicted. So now he is driving for Lyft.\u003c/p>\n\u003cp> https://www.kqed.org/.stream/anon/radio/RDnews/2019/01/HarnettSharingEcoStruggles2014.mp3\u003c/p>\n\u003cp>Carrigan says he drives to pay his bills. He was laid off from his previous job and wanted flexibility while he figured out what to do next. At first it seemed great, and he thought he could do it for a few years. But now he says he has realized there is not enough stability because as a driver he is replaceable.\u003c/p>\n\u003cp>“You’re part of a pool, you are really part of a pool,” Carrigan says, “so if suddenly companies could pay much less to drivers, and there were still drivers willing to drive for that rate, they would. And the rates are going lower and lower and lower.”\u003c/p>\n\u003cp>\u003cstrong>Lyft Says It’s Listening\u003c/strong>\u003c/p>\n\u003cp>Lyft says it listens to drivers, and that it has recently improved the tipping system. In the summer, Lyft let drivers keep all their earnings. But now it takes a 20 percent commission on each fare.\u003c/p>\n\u003cp>Lyft representative Katie Dally told KQED via email:\u003c/p>\n\u003cp>“Lyft’s commission is 20 percent of each trip cost — and drivers keep 100 percent of tips from passengers. Lyft is also the only ridesharing platform to offer drivers an opportunity to earn a percentage of their weekly earnings as a bonus. The more drivers drive, the more they can earn, up to 20 percent.”\u003c/p>\n\u003cp>In other words, if they drive enough, they earn back the commission.\u003c/p>\n\u003cp>Carrigan says he makes between $25 and $31 an hour, and that is before insurance, gas, taxes and car upkeep. It is less than I made a year ago, and Carrigan says the income continues to fall.\u003c/p>\n\u003cfigure id=\"attachment_10382936\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-10382936\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209-400x300.jpg\" alt=\"Dan Carrigan drives for Lyft to help pay the bills. (Sam Harnett/KQED)\" width=\"400\" height=\"300\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/12/RS13765_Dan-Carrigan.JPG.jpg-alt_209.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Dan Carrigan drives for Lyft to help pay the bills. (Sam Harnett/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>As for earning the bonuses for logging more hours, Carrigan says that makes it more like a regular job, which is not what he signed up for.\u003c/p>\n\u003cp>“It would be nice to know that I could do this for a while without it changing,” Carrigan says, “but the way things are now, I’m looking for work.”\u003c/p>\n\u003cp>\u003cstrong>Union Organizing Begins\u003c/strong>\u003c/p>\n\u003cp>In Los Angeles, some drivers for Lyft’s competitor, Uber, are trying to organize a union so they can achieve more stability and a stronger voice within the company.\u003c/p>\n\u003cp>A local chapter of the Teamsters union is giving them support and advice. Teamsters spokesman Galen Munroe says that when it comes down to it, this is just the same old story — companies using part-time workers to cut costs.\u003c/p>\n\u003cp>These companies “don’t want the responsibilities or the costs associated with direct employees,” Munroe says, “and to a certain degree we feel that this is misclassification.”\u003c/p>\n\u003cp>There is a fine line between contract worker and employee, and it is causing trouble for these new gig sites. Uber faces \u003ca href=\"http://www.scribd.com/doc/250503465/O-Connor-Et-Al-v-Uber-Technologies-Inc-Et-Al-11-12-14-Amended-Complaint\">lawsuits\u003c/a>, as does \u003ca href=\"http://www.sfgate.com/business/article/Handy-com-housecleaners-lawsuit-could-rock-5891672.php\">Handy\u003c/a>. The \u003ca href=\"http://www.scribd.com/doc/250504957/O-Connor-Et-Al-v-Uber-Technologies-Inc-Et-Al-11-25-14-Defendant-s-Answer-to-Amended-Complaint\">claims\u003c/a> are that they control workers like employees, but do not give them benefits.\u003c/p>\n\u003cp>That is the dark side of these companies, says Gerald Friedman, economics professor at the University of Massachusetts Amherst. Friedman adds that by cleverly branding this work as the sharing economy, these tech companies are normalizing what is really unprotected, deregulated contract labor.\u003c/p>\n\u003cp>Friedman says these tech platforms are “used to deny workers protections that we established in the New Deal era to protect people against unemployment, health crisis and to protect people’s work safety.”\u003c/p>\n\u003cp>The way the gigs on these sites are pitched, Friedman says, sounds kind of like the worker utopia described by Karl Marx, where one could hunt in the morning, fish in the afternoon, and do criticism in the evening, without having to become a hunter, a fisherman or a critic.\u003c/p>\n\u003cp>That kind of flexibility is desirable, he says, but in our modern capitalist society such gig work brings a harsh reality of less protection and more instability.\u003c/p>\n\u003cp>To that charge, Lyft makes the case that its workers can purchase health insurance on their own now, with the Affordable Care Act. And the \u003ca href=\"http://www.sfgate.com/business/article/Lyft-plays-Whac-a-Mole-with-regulators-nationwide-5958762.php\">company says\u003c/a> drivers work for them precisely because they don’t want an employer, or because they already have one and just want to make money on the side. The point here is the freedom that Lyft provides.\u003c/p>\n\u003cp>\u003cstrong>Impacts on Taxi Drivers\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\">Of course what may be freedom for the ride-service drivers has impacts on others,\u003c/a> such as San Francisco cabbie Harbir Batth. He says taxi drivers in this city used to have the kind of gig advertised by these tech companies: flexible decent pay, plus even some protection and stability.\u003c/p>\n\u003cp>“We never had a union. It is kind of a self-employed industry,” Batth says. “Everybody is divided. It’s a cash business, you know.”\u003c/p>\n\u003cp>Now Batth says these new, less regulated companies are stealing his business and killing his profession. So, like those Uber drivers in L.A., Batth and others are unionizing.\u003c/p>\n\u003cp>“If you have done something for 25 or 30 years, you are old,” he says, “you have no other option. You can’t look for a change of career.”\u003c/p>\n\u003cp>Batth has been driving a cab for 22 years, and in 2012, he finally got his dream: a medallion. It allows him to rent a cab to another person, so he can make income without having to drive. It cost $250,000, he says, and Batth borrowed money to make the down payment.\u003c/p>\n\u003cp>“I thought I will retire after 10 years or so,” Batth says, “I thought I could pay off the loan and have a little income to live off of. But now it’s all down the drain.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Batth says he would sell the medallion if he could, but now nobody wants to buy one. With a child headed to college and another in third grade, plus the loan payments for the medallion, Batth says he has no option but to keep driving — for less money.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Trial Begins in Wrongful Death Suit Against Driver Who Killed Bicyclist",
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"content": "\u003cp>Amelie Le Moullac was riding her bike to Caltrain \"following all the rules of the road\" on the morning of Aug. 14, 2013, in San Francisco's South of Market district, when she was fatally struck by a 26,000-pound delivery truck whose driver made an unsafe right turn, the attorneys for the young woman's family argued in court Wednesday.\u003c/p>\n\u003cp>Gilberto Alcantar \"failed to follow all the rules of the road and crushed and killed Amelie Le Moullac,\" attorney William Veen told jurors at the start of a civil jury trial in the wrongful death lawsuit against the 47-year-old truck driver and the company he works for, Daylight Foods of Milpitas.\u003c/p>\n\u003cp>At first, police blamed Le Moullac, 24, for her death, but later faulted Alcantar after a San Francisco Bicycle Coalition staffer did some simple detective work and uncovered surveillance video of the crash, something the police had failed to check for. An attorney for Le Moullac's family has said it shows the truck making an unsafe lane change, overtaking the bike lane with Le Moullac in it.\u003c/p>\n\u003cp>Le Moullac's death and \u003ca href=\"http://ww2.kqed.org/news/2013/08/27/108647/\">the shoddy investigation by police \u003c/a>galvanized safe streets advocates, who demanded the San Francisco Police Department reform its procedures for handling collisions involving drivers and bicyclists and pedestrians. The advocates said it was typical of the way investigators handle these types of crashes, and explains why drivers are rarely charged.\u003c/p>\n\u003cp>Despite the video evidence, San Francisco prosecutors \u003ca href=\"http://ww2.kqed.org/news/2014/05/13/no-charges-for-driver-in-death-of-bicyclist-amelie-le-moullac\">declined to file charges\u003c/a>, saying it would be difficult to land a jury conviction for vehicular manslaughter. The attorneys for Le Moullac's family say the lawsuit is \"their last chance for justice.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In court, Veen said Le Moullac was wearing a helmet but her head was crushed and she was left bleeding in a crosswalk at the intersection of Folsom and Sixth streets.\u003c/p>\n\u003cp>A Muni driver passing the scene around 7 a.m. brought a bus full of passengers to a stop and rushed to Le Moullac's side. The driver, Anna Contreras, a former Army medic, fought tears on the witness stand as she described how she found Le Moullac unconscious and breathing shallowly.\u003c/p>\n\u003cp>Le Moullac was transported to San Francisco General Hospital, where she was pronounced dead at 8:20 a.m.\u003c/p>\n\u003cp>\u003cstrong>Driver's Conflicting Stories\u003c/strong>\u003c/p>\n\u003cp>Veen said Le Moullac was alert and \"doing everything within the law\" when she was riding her bike, heading to the Caltrain station at Fourth and King streets. He accused Alcantar of giving conflicting stories, and said he failed to change lanes safely -- as the law requires -- and, based on a witness account -- did not have a turn signal on.\u003c/p>\n\u003cp>Veen said Alcantar saw Le Moullac pedaling eastbound and passed her on Folsom Street, but later lost sight of her -- and without slowing down, turned right across the bike lane, southbound onto Sixth Street.\u003c/p>\n\u003cp>\"She didn't have a chance. It was unavoidable for her but very avoidable for Mr. Alcantar,\" said Veen.\u003c/p>\n\u003cp>Rather than dial 911, Veen said Alcantar stopped the truck and called his employer after running over Le Moullac while other people came to her side.\u003c/p>\n\u003cp>In his opening statements, Alcantar's attorney, Brent Anderson, alleged Le Moullac was wearing earbuds and was distracted. A photo displayed in court showed a piece of Le Moullac's helmet found at the scene tangled in what Alcantar's attorney said were earbuds.\u003c/p>\n\u003cp>That allegation was disputed by Contreras, the Muni driver, who testified the helmet was \"intact\" and Le Moullac did not have any buds in her ears.\u003c/p>\n\u003cp>Anderson claimed the truck slowed to 7 mph before turning onto Sixth Street, and that Alcantar did use his signal. He alleged Le Moullac was riding \"two times as fast\" and \"caught the truck and was passing it on the right while the truck was making a right.\"\u003c/p>\n\u003cp>\"Those were the choices that she made,\" Anderson told jurors. \"We think it is unfair to blame Mr. Alcantar for this accident.\"\u003c/p>\n\u003cp>Anderson said bicyclists have an \"obligation\" to pass on the left of a right-turning vehicle, which is good safety advice but not actually the law, according to \u003ca href=\"http://www.dmv.ca.gov/portal/dmv/detail/pubs/vctop/vc/d11/c3/a3/21755\">the California Vehicle Code\u003c/a>.\u003c/p>\n\u003cp>That same passing advice was \u003ca href=\"http://sf.streetsblog.org/2013/08/21/at-safe-streets-rally-sfpd-blocks-bike-lane-to-make-point-of-victim-blaming/\">told to bike advocates by an SFPD sergeant \u003c/a>who blocked the bike lane at a memorial for Le Moullac. The sergeant, who was later disciplined, had blamed Le Moullac and other cyclists who have been killed for their deaths.\u003c/p>\n\u003cp>The law says that bicyclists have the right-of-way in a bike lane, and right-turning drivers are \u003ca href=\"https://www.youtube.com/watch?v=agPJRSEuqw8\">supposed to safely merge into the bike lane\u003c/a> where the solid line becomes dashed, and yield to bicyclists.\u003c/p>\n\u003cp>Le Moullac's family filled one side of the small courtroom. Her mother and father wept at times. Veen described their daughter \"as the glue that held the family together.\" Alcantar, dressed in a black suit, sat on the opposite side.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The trial in San Francisco Superior Court is expected to last a few weeks.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Amelie Le Moullac was riding her bike to Caltrain \"following all the rules of the road\" on the morning of Aug. 14, 2013, in San Francisco's South of Market district, when she was fatally struck by a 26,000-pound delivery truck whose driver made an unsafe right turn, the attorneys for the young woman's family argued in court Wednesday.\u003c/p>\n\u003cp>Gilberto Alcantar \"failed to follow all the rules of the road and crushed and killed Amelie Le Moullac,\" attorney William Veen told jurors at the start of a civil jury trial in the wrongful death lawsuit against the 47-year-old truck driver and the company he works for, Daylight Foods of Milpitas.\u003c/p>\n\u003cp>At first, police blamed Le Moullac, 24, for her death, but later faulted Alcantar after a San Francisco Bicycle Coalition staffer did some simple detective work and uncovered surveillance video of the crash, something the police had failed to check for. An attorney for Le Moullac's family has said it shows the truck making an unsafe lane change, overtaking the bike lane with Le Moullac in it.\u003c/p>\n\u003cp>Le Moullac's death and \u003ca href=\"http://ww2.kqed.org/news/2013/08/27/108647/\">the shoddy investigation by police \u003c/a>galvanized safe streets advocates, who demanded the San Francisco Police Department reform its procedures for handling collisions involving drivers and bicyclists and pedestrians. The advocates said it was typical of the way investigators handle these types of crashes, and explains why drivers are rarely charged.\u003c/p>\n\u003cp>Despite the video evidence, San Francisco prosecutors \u003ca href=\"http://ww2.kqed.org/news/2014/05/13/no-charges-for-driver-in-death-of-bicyclist-amelie-le-moullac\">declined to file charges\u003c/a>, saying it would be difficult to land a jury conviction for vehicular manslaughter. The attorneys for Le Moullac's family say the lawsuit is \"their last chance for justice.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In court, Veen said Le Moullac was wearing a helmet but her head was crushed and she was left bleeding in a crosswalk at the intersection of Folsom and Sixth streets.\u003c/p>\n\u003cp>A Muni driver passing the scene around 7 a.m. brought a bus full of passengers to a stop and rushed to Le Moullac's side. The driver, Anna Contreras, a former Army medic, fought tears on the witness stand as she described how she found Le Moullac unconscious and breathing shallowly.\u003c/p>\n\u003cp>Le Moullac was transported to San Francisco General Hospital, where she was pronounced dead at 8:20 a.m.\u003c/p>\n\u003cp>\u003cstrong>Driver's Conflicting Stories\u003c/strong>\u003c/p>\n\u003cp>Veen said Le Moullac was alert and \"doing everything within the law\" when she was riding her bike, heading to the Caltrain station at Fourth and King streets. He accused Alcantar of giving conflicting stories, and said he failed to change lanes safely -- as the law requires -- and, based on a witness account -- did not have a turn signal on.\u003c/p>\n\u003cp>Veen said Alcantar saw Le Moullac pedaling eastbound and passed her on Folsom Street, but later lost sight of her -- and without slowing down, turned right across the bike lane, southbound onto Sixth Street.\u003c/p>\n\u003cp>\"She didn't have a chance. It was unavoidable for her but very avoidable for Mr. Alcantar,\" said Veen.\u003c/p>\n\u003cp>Rather than dial 911, Veen said Alcantar stopped the truck and called his employer after running over Le Moullac while other people came to her side.\u003c/p>\n\u003cp>In his opening statements, Alcantar's attorney, Brent Anderson, alleged Le Moullac was wearing earbuds and was distracted. A photo displayed in court showed a piece of Le Moullac's helmet found at the scene tangled in what Alcantar's attorney said were earbuds.\u003c/p>\n\u003cp>That allegation was disputed by Contreras, the Muni driver, who testified the helmet was \"intact\" and Le Moullac did not have any buds in her ears.\u003c/p>\n\u003cp>Anderson claimed the truck slowed to 7 mph before turning onto Sixth Street, and that Alcantar did use his signal. He alleged Le Moullac was riding \"two times as fast\" and \"caught the truck and was passing it on the right while the truck was making a right.\"\u003c/p>\n\u003cp>\"Those were the choices that she made,\" Anderson told jurors. \"We think it is unfair to blame Mr. Alcantar for this accident.\"\u003c/p>\n\u003cp>Anderson said bicyclists have an \"obligation\" to pass on the left of a right-turning vehicle, which is good safety advice but not actually the law, according to \u003ca href=\"http://www.dmv.ca.gov/portal/dmv/detail/pubs/vctop/vc/d11/c3/a3/21755\">the California Vehicle Code\u003c/a>.\u003c/p>\n\u003cp>That same passing advice was \u003ca href=\"http://sf.streetsblog.org/2013/08/21/at-safe-streets-rally-sfpd-blocks-bike-lane-to-make-point-of-victim-blaming/\">told to bike advocates by an SFPD sergeant \u003c/a>who blocked the bike lane at a memorial for Le Moullac. The sergeant, who was later disciplined, had blamed Le Moullac and other cyclists who have been killed for their deaths.\u003c/p>\n\u003cp>The law says that bicyclists have the right-of-way in a bike lane, and right-turning drivers are \u003ca href=\"https://www.youtube.com/watch?v=agPJRSEuqw8\">supposed to safely merge into the bike lane\u003c/a> where the solid line becomes dashed, and yield to bicyclists.\u003c/p>\n\u003cp>Le Moullac's family filled one side of the small courtroom. Her mother and father wept at times. Veen described their daughter \"as the glue that held the family together.\" Alcantar, dressed in a black suit, sat on the opposite side.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The trial in San Francisco Superior Court is expected to last a few weeks.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Remote Mojave Desert Town Blasts Off Into the Future ",
"title": "Remote Mojave Desert Town Blasts Off Into the Future ",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>A 15-foot-tall roadside arch greets travelers as they roll into town: \"Welcome to Mojave, Home of SpaceShipOne.\"\u003c/p>\n\u003cp>It was SpaceShipOne's sister craft, SpaceShipTwo, designed to ferry passengers into the heavens and back, that \u003ca href=\"http://ww2.kqed.org/news/2014/10/31/virgin-galactics-spaceshiptwo-destroyed-in-test-flight\">crashed Oct. 31 during a test flight\u003c/a> from the \u003ca href=\"http://mojaveairport.com/\">Mojave Air and Space Port\u003c/a>.\u003c/p>\n\u003cp>One pilot was killed, another injured.\u003c/p>\n\u003cp>A lot of people observed the development of SpaceShipTwo and other experimental aircraft through the wide picture windows of The Voyager, a no-frills diner at the edge of the port's runway.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/181956712\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Stuart Witt, the facility’s CEO, stops by a table to chat with a member of the local Chamber of Commerce.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Witt hasn't talked much to reporters since the SpaceShipTwo crash. The weekend of the accident, he faced a phalanx of international media.\u003c/p>\n\u003cp>“The test community is very small. And we are human and it hurts,\" Witt told reporters.\u003c/p>\n\u003cp>After lunch, Witt settles into an armchair in his office beneath the spaceport's control tower, surrounded by memorabilia from a lifetime in aviation. He's wary of talking at first.\u003c/p>\n\u003cp>A veteran pilot himself, Witt says the crash rocked the spaceport’s tight-knit community of fliers, engineers and entrepreneurs.\u003c/p>\n\u003cp>“When one of the companies has a good day, everybody comes out and celebrates with high-fives. Somebody has a bad day, everyone stands up and acknowledges it,\" says Witt. \"We’re in this together, that’s why permission is important.”\u003c/p>\n\u003cp>\u003cem>Permission\u003c/em> is the one-word slogan Witt used to draw private space companies to this one-time Marine base and general aviation airport tucked way in the high desert 100 miles north of Los Angeles.\u003c/p>\n\u003cp>The port is the first facility in the United States ever approved to conduct horizontal launches of reusable spacecrafts like SpaceShipTwo. Randa Milliron was among the first commercial space entrepreneurs to sign on.\u003c/p>\n\u003cp>“We built our first test site here in 1996,” says Milliron.\u003c/p>\n\u003cp>She and her husband run \u003ca href=\"http://www.interorbital.com/\">Interorbital Systems\u003c/a>. It manufactures, among other things, small rocket-launched satellites for private, military and government use.\u003c/p>\n\u003cp>“We needed a remote area with some facilities and an attitude of, ‘Do what you want, as long as it’s safe.’ Here we can work 24 hours a day. Nobody cares if you’re up in the middle of the night testing things,” says Milliron. “So it’s a freedom to try anything.”\u003c/p>\n\u003cp>\"Anything\" includes much more than those small, softball-size satellites.\u003c/p>\n\u003cp>“This is a reach out into the solar system for human flight,\" Milliron says, adding the company hopes to participate in future lunar missions.\u003c/p>\n\u003cp>On a recent afternoon in the company’s rambling warehouse space, three Interorbital technicians tinker on the body of an ocean-launched rocket used to deliver satellites into space.\u003c/p>\n\u003cp>The company employs a full-time staff of around six people, most in their mid-to-late 20s.\u003c/p>\n\u003cp>“They are people who’ve usually worked in the standard aerospace industry, and they are tired of designing a bolt for their entire lives,” says Milliron. “They want to do something that’s more exciting, and they want to have hands-on experience with launch vehicles.”\u003c/p>\n\u003cp>After being laid off from a NASA job in Alabama, Nathan Chew moved to California to take a job with \u003ca href=\"http://www.xcor.com/\" target=\"_blank\">XCOR Aerospace\u003c/a>, another up-and-coming Mojave firm.\u003c/p>\n\u003cp>Chew also helps run the \u003ca href=\"http://mojavemakers.wordpress.com/\">Mojave Makers Space\u003c/a>, a kind of after-hours lab for spaceport engineers who want to burn off a little creative steam and tinker on their own projects.\u003c/p>\n\u003cfigure id=\"attachment_10374205\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/mojave-makers.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/mojave-makers-800x547.jpg\" alt=\"Nathan Chew, left, and Brandon Larson outside the Mojave Makers Space workshop. (Steven Cuevas/KQED)\" width=\"800\" height=\"547\" class=\"size-medium wp-image-10374205\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/mojave-makers-800x547.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/mojave-makers-400x273.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/mojave-makers-1440x984.jpg 1440w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Nathan Chew, left, and Brandon Larson outside the Mojave Makers Space workshop. (Steven Cuevas/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>“Government aerospace is starting to give way to what commercial space is,” Chew says. “So that’s why I put in my chips and said, 'Let's see where these guys are going, and if we can make a sustainable and viable business case out of aerospace.' ”\u003c/p>\n\u003cp>Chew’s partner at Mojave Makers is Brandon Larson. He’s worked for a couple of space tech companies in Mojave.\u003c/p>\n\u003cp>Right now he’s tutoring science and engineering classes at the local high school and trying to scratch up investment cash for a research project involving cement that can be used on the surface of Mars.\u003c/p>\n\u003cp>Larson says the SpaceShipTwo crash is a sobering reminder of the risks involved in doing this kind of work.\u003c/p>\n\u003cp>“When they’re test-flying new aircraft, crashes occur and test pilots unfortunately die -- it's part of the business,” says Larson. “But we learn what we can from it and move it. It’s a dangerous business, but the people involved know the risks.”\u003c/p>\n\u003cp>Many residents of Mojave say they feel a kinship with the innovators working at the spaceport -- a connection made stronger by the SpaceShipTwo crash.\u003c/p>\n\u003cp>“It made us all realize that it’s not the people that work on the spaceport and the people that work in the community -- it's the same people,\" says Suzi Clipperton, a longtime guidance counselor with the Mojave Unified School District. \"I think everybody realized how close we are.”\u003c/p>\n\u003cp>Clipperton and her husband, Doug, also help run Revitalize Mojave, a group of residents and businesses trying to help the unincorporated community deal with a host of challenges. For instance, the need to house the area's rapidly growing workforce of young, well-paid aerospace workers. Most of that workforce now lives in bigger towns, such as Lancaster, which is 30 miles away.\u003c/p>\n\u003cp>“If somebody built the houses, they would sell,\" Doug Clipperton says. \"And of course that would bring in the businesses. If people could come home to a house in Mojave, rather than commuting someplace, it would pick up.”\u003c/p>\n\u003cp>But Mojave has other issues to overcome. Its unemployment rate hovers at around 12 percent. And about 40 percent of households have a median annual income of $20,000 or less. But engineer Larson, who chose to live in Mojave, says change is coming.\u003c/p>\n\u003cp>“You might have seen, if you drive around town, there’s some boarded-up buildings, empty lots. I helped clean up some of these properties. One thing we need is a little bit of investment in this town.”\u003c/p>\n\u003cp>When a potential aerospace investor asked Witt where he should put his money, he suggested something more down to earth.\u003c/p>\n\u003cp>“I suggested he buy the town of Mojave, level it and build condos because the new generation wants to work where they live,” says Witt with a sly smile.\u003c/p>\n\u003cp>“And so what I presented to him was: build Tomorrowland in Mojave.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>In other words, to bring Mojave into the future with the kind of bold leaps of faith that are already taking the town’s space workers closer and closer to the stars.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A 15-foot-tall roadside arch greets travelers as they roll into town: \"Welcome to Mojave, Home of SpaceShipOne.\"\u003c/p>\n\u003cp>It was SpaceShipOne's sister craft, SpaceShipTwo, designed to ferry passengers into the heavens and back, that \u003ca href=\"http://ww2.kqed.org/news/2014/10/31/virgin-galactics-spaceshiptwo-destroyed-in-test-flight\">crashed Oct. 31 during a test flight\u003c/a> from the \u003ca href=\"http://mojaveairport.com/\">Mojave Air and Space Port\u003c/a>.\u003c/p>\n\u003cp>One pilot was killed, another injured.\u003c/p>\n\u003cp>A lot of people observed the development of SpaceShipTwo and other experimental aircraft through the wide picture windows of The Voyager, a no-frills diner at the edge of the port's runway.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/181956712&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/181956712'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Stuart Witt, the facility’s CEO, stops by a table to chat with a member of the local Chamber of Commerce.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Witt hasn't talked much to reporters since the SpaceShipTwo crash. The weekend of the accident, he faced a phalanx of international media.\u003c/p>\n\u003cp>“The test community is very small. And we are human and it hurts,\" Witt told reporters.\u003c/p>\n\u003cp>After lunch, Witt settles into an armchair in his office beneath the spaceport's control tower, surrounded by memorabilia from a lifetime in aviation. He's wary of talking at first.\u003c/p>\n\u003cp>A veteran pilot himself, Witt says the crash rocked the spaceport’s tight-knit community of fliers, engineers and entrepreneurs.\u003c/p>\n\u003cp>“When one of the companies has a good day, everybody comes out and celebrates with high-fives. Somebody has a bad day, everyone stands up and acknowledges it,\" says Witt. \"We’re in this together, that’s why permission is important.”\u003c/p>\n\u003cp>\u003cem>Permission\u003c/em> is the one-word slogan Witt used to draw private space companies to this one-time Marine base and general aviation airport tucked way in the high desert 100 miles north of Los Angeles.\u003c/p>\n\u003cp>The port is the first facility in the United States ever approved to conduct horizontal launches of reusable spacecrafts like SpaceShipTwo. Randa Milliron was among the first commercial space entrepreneurs to sign on.\u003c/p>\n\u003cp>“We built our first test site here in 1996,” says Milliron.\u003c/p>\n\u003cp>She and her husband run \u003ca href=\"http://www.interorbital.com/\">Interorbital Systems\u003c/a>. It manufactures, among other things, small rocket-launched satellites for private, military and government use.\u003c/p>\n\u003cp>“We needed a remote area with some facilities and an attitude of, ‘Do what you want, as long as it’s safe.’ Here we can work 24 hours a day. Nobody cares if you’re up in the middle of the night testing things,” says Milliron. “So it’s a freedom to try anything.”\u003c/p>\n\u003cp>\"Anything\" includes much more than those small, softball-size satellites.\u003c/p>\n\u003cp>“This is a reach out into the solar system for human flight,\" Milliron says, adding the company hopes to participate in future lunar missions.\u003c/p>\n\u003cp>On a recent afternoon in the company’s rambling warehouse space, three Interorbital technicians tinker on the body of an ocean-launched rocket used to deliver satellites into space.\u003c/p>\n\u003cp>The company employs a full-time staff of around six people, most in their mid-to-late 20s.\u003c/p>\n\u003cp>“They are people who’ve usually worked in the standard aerospace industry, and they are tired of designing a bolt for their entire lives,” says Milliron. “They want to do something that’s more exciting, and they want to have hands-on experience with launch vehicles.”\u003c/p>\n\u003cp>After being laid off from a NASA job in Alabama, Nathan Chew moved to California to take a job with \u003ca href=\"http://www.xcor.com/\" target=\"_blank\">XCOR Aerospace\u003c/a>, another up-and-coming Mojave firm.\u003c/p>\n\u003cp>Chew also helps run the \u003ca href=\"http://mojavemakers.wordpress.com/\">Mojave Makers Space\u003c/a>, a kind of after-hours lab for spaceport engineers who want to burn off a little creative steam and tinker on their own projects.\u003c/p>\n\u003cfigure id=\"attachment_10374205\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/mojave-makers.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/mojave-makers-800x547.jpg\" alt=\"Nathan Chew, left, and Brandon Larson outside the Mojave Makers Space workshop. (Steven Cuevas/KQED)\" width=\"800\" height=\"547\" class=\"size-medium wp-image-10374205\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/mojave-makers-800x547.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/mojave-makers-400x273.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/mojave-makers-1440x984.jpg 1440w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Nathan Chew, left, and Brandon Larson outside the Mojave Makers Space workshop. (Steven Cuevas/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>“Government aerospace is starting to give way to what commercial space is,” Chew says. “So that’s why I put in my chips and said, 'Let's see where these guys are going, and if we can make a sustainable and viable business case out of aerospace.' ”\u003c/p>\n\u003cp>Chew’s partner at Mojave Makers is Brandon Larson. He’s worked for a couple of space tech companies in Mojave.\u003c/p>\n\u003cp>Right now he’s tutoring science and engineering classes at the local high school and trying to scratch up investment cash for a research project involving cement that can be used on the surface of Mars.\u003c/p>\n\u003cp>Larson says the SpaceShipTwo crash is a sobering reminder of the risks involved in doing this kind of work.\u003c/p>\n\u003cp>“When they’re test-flying new aircraft, crashes occur and test pilots unfortunately die -- it's part of the business,” says Larson. “But we learn what we can from it and move it. It’s a dangerous business, but the people involved know the risks.”\u003c/p>\n\u003cp>Many residents of Mojave say they feel a kinship with the innovators working at the spaceport -- a connection made stronger by the SpaceShipTwo crash.\u003c/p>\n\u003cp>“It made us all realize that it’s not the people that work on the spaceport and the people that work in the community -- it's the same people,\" says Suzi Clipperton, a longtime guidance counselor with the Mojave Unified School District. \"I think everybody realized how close we are.”\u003c/p>\n\u003cp>Clipperton and her husband, Doug, also help run Revitalize Mojave, a group of residents and businesses trying to help the unincorporated community deal with a host of challenges. For instance, the need to house the area's rapidly growing workforce of young, well-paid aerospace workers. Most of that workforce now lives in bigger towns, such as Lancaster, which is 30 miles away.\u003c/p>\n\u003cp>“If somebody built the houses, they would sell,\" Doug Clipperton says. \"And of course that would bring in the businesses. If people could come home to a house in Mojave, rather than commuting someplace, it would pick up.”\u003c/p>\n\u003cp>But Mojave has other issues to overcome. Its unemployment rate hovers at around 12 percent. And about 40 percent of households have a median annual income of $20,000 or less. But engineer Larson, who chose to live in Mojave, says change is coming.\u003c/p>\n\u003cp>“You might have seen, if you drive around town, there’s some boarded-up buildings, empty lots. I helped clean up some of these properties. One thing we need is a little bit of investment in this town.”\u003c/p>\n\u003cp>When a potential aerospace investor asked Witt where he should put his money, he suggested something more down to earth.\u003c/p>\n\u003cp>“I suggested he buy the town of Mojave, level it and build condos because the new generation wants to work where they live,” says Witt with a sly smile.\u003c/p>\n\u003cp>“And so what I presented to him was: build Tomorrowland in Mojave.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In other words, to bring Mojave into the future with the kind of bold leaps of faith that are already taking the town’s space workers closer and closer to the stars.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Central Valley Job Seekers Pin High Hopes on High-Speed Rail",
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"content": "\u003cp>More than 100 people, most of them out of work, packed a community center in the rural farming town of Orange Cove recently for a workshop on how to get jobs building the nation’s first high-speed rail train.\u003c/p>\n\u003cp>When the \u003ca href=\"http://www.hsr.ca.gov/\">California High-Speed Rail Authority \u003c/a>project -- which breaks ground Jan. 6 in Fresno -- starts laying down track, it will need ironworkers, laborers, cement masons, carpenters and more.\u003c/p>\n\u003cp>The project will create a statewide system totaling 800 miles and up to 24 stations, including trains from San Francisco to the L.A. basin in under three hours by 2029. However, it has faced many obstacles: lawsuits, political wrangling and big questions about its funding and future.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/181780607\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>But some Central Valley residents see the promise of rail construction jobs as a pathway out of poverty. The idea of building something that will last appeals to Ruben Galvez, an unemployed farmworker who is at the Fresno County workshop.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There’s not too much work here in the Central Valley,” he says. “It’s a lot of agriculture base, so maybe this will take people out of the fields and maybe give them a steadier job. Instead of working six months out of the year, they’ll be able to work, you know, the whole year.”\u003c/p>\n\u003caside class=\"pullquote alignright\">'We have the single-largest public infrastructure project in the history of California coming through the poorest parts of our state.'\u003ccite>Blake Konczal, director, Fresno Regional Workforce Investment Board\u003c/cite>\u003c/aside>\n\u003cp>But finding a job with the rail is a multi-step process, especially if you don’t have experience with a trade. Galvez can sign up on a rail jobs website -- and then wait for a call back. If he passes math and English literacy requirements, a drug test, an interview and a fitness test, he may be eligible for a free pre-apprenticeship training program.\u003c/p>\n\u003cp>“It’s a little bit of a tricky process,” says Elizabeth Jonasson, an information officer with the authority. Getting a job requires going through the right channels.\u003c/p>\n\u003cp>“It’s not directly with us as a state government,” she says.” It’s through the contractors, subcontractors, even businesses that supply materials and such. And a lot of those construction workers, the vast majority, will be dispatched from the unions.”\u003c/p>\n\u003cp>She means the building trades unions, which have apprenticeship programs to train workers for the rail jobs she expects will ramp up in a few months -- ground prep, demolition, engineering and construction.\u003c/p>\n\u003cfigure id=\"attachment_10380947\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/JBConstruction.jpg\">\u003cimg class=\"wp-image-10380947 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/JBConstruction-400x279.jpg\" alt=\"Gov. Jerry Brown stands next to construction workers and elected officials after signing legislation authorizing initial construction of California's $68 billion high-speed rail line on July 18, 2012 in Los Angeles. (Kevork Djansezian/Getty Images)\" width=\"400\" height=\"279\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/JBConstruction-400x279.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/JBConstruction-800x558.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/JBConstruction.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Gov. Jerry Brown stands next to construction workers and elected officials after signing legislation authorizing initial construction of California's $68 billion high-speed rail line on July 18, 2012 in Los Angeles. (Kevork Djansezian/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s going to be a sudden explosion of people that we need,” says Jonasson. “And we want to make sure they are all qualified, in the pipe, ready to go.”\u003c/p>\n\u003cp>The unions signed an agreement with the High-Speed Rail Authority to hire workers from federally designated impoverished census tracts for about a \u003ca href=\"http://www.hsr.ca.gov/Programs/Construction/about_construction_package_1.html\">third of the project’s work hours.\u003c/a> Most of Fresno County fits that bill, with some of the highest unemployment rates in the state. The agreement also includes hiring a subset of disadvantaged workers, including the chronically unemployed, veterans, single mothers and former inmates.\u003c/p>\n\u003cp>“We have the single-largest public infrastructure project in the history of the state of California coming through the poorest parts of our state,” says Blake Konczal, director of the \u003ca href=\"http://www.workforce-connection.com/\">Fresno Regional Workforce Investment Board\u003c/a>. He lobbied hard for the agreement and estimates that, at the peak of construction, it will help a minimum of 5,000 workers get hired -- and these jobs pay well for the Central Valley. But first, people have to be trained.\u003c/p>\n\u003cp>“This is the sheet metal workers union hall and classroom. We’re sort of turning it into a working university here,” says Pat Barr. She runs the workforce’s pre-apprenticeship program, which introduces candidates to different trades and tutors them in math and communication skills.\u003c/p>\n\u003cp>[contextly_sidebar id=\"diSwAenokuvua7KUMNoE50ZA8LHStlLz\"]\u003c/p>\n\u003cp>Patrick McCarthy, 33, recently finished the program and now has an apprenticeship with the laborers union, making $22 an hour plus benefits. Before this training, he couldn’t find a decent-paying job because of a prison record for burglary. But now he’s busy prepping the ground for the rail line.\u003c/p>\n\u003cp>“I’m working on the potholing for them right now,” says McCarthy. “That’s where we find the utilities buried in the ground, so excavators don’t hit them.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But McCarthy is unusual. About 100 people have completed the pre-apprenticeship program in Fresno County. Most of them are working on other kinds of construction jobs, waiting for January’s groundbreaking of the high-speed rail project in Fresno, hoping it will soon pick up steam.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than 100 people, most of them out of work, packed a community center in the rural farming town of Orange Cove recently for a workshop on how to get jobs building the nation’s first high-speed rail train.\u003c/p>\n\u003cp>When the \u003ca href=\"http://www.hsr.ca.gov/\">California High-Speed Rail Authority \u003c/a>project -- which breaks ground Jan. 6 in Fresno -- starts laying down track, it will need ironworkers, laborers, cement masons, carpenters and more.\u003c/p>\n\u003cp>The project will create a statewide system totaling 800 miles and up to 24 stations, including trains from San Francisco to the L.A. basin in under three hours by 2029. However, it has faced many obstacles: lawsuits, political wrangling and big questions about its funding and future.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/181780607&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/181780607'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>But some Central Valley residents see the promise of rail construction jobs as a pathway out of poverty. The idea of building something that will last appeals to Ruben Galvez, an unemployed farmworker who is at the Fresno County workshop.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s not too much work here in the Central Valley,” he says. “It’s a lot of agriculture base, so maybe this will take people out of the fields and maybe give them a steadier job. Instead of working six months out of the year, they’ll be able to work, you know, the whole year.”\u003c/p>\n\u003caside class=\"pullquote alignright\">'We have the single-largest public infrastructure project in the history of California coming through the poorest parts of our state.'\u003ccite>Blake Konczal, director, Fresno Regional Workforce Investment Board\u003c/cite>\u003c/aside>\n\u003cp>But finding a job with the rail is a multi-step process, especially if you don’t have experience with a trade. Galvez can sign up on a rail jobs website -- and then wait for a call back. If he passes math and English literacy requirements, a drug test, an interview and a fitness test, he may be eligible for a free pre-apprenticeship training program.\u003c/p>\n\u003cp>“It’s a little bit of a tricky process,” says Elizabeth Jonasson, an information officer with the authority. Getting a job requires going through the right channels.\u003c/p>\n\u003cp>“It’s not directly with us as a state government,” she says.” It’s through the contractors, subcontractors, even businesses that supply materials and such. And a lot of those construction workers, the vast majority, will be dispatched from the unions.”\u003c/p>\n\u003cp>She means the building trades unions, which have apprenticeship programs to train workers for the rail jobs she expects will ramp up in a few months -- ground prep, demolition, engineering and construction.\u003c/p>\n\u003cfigure id=\"attachment_10380947\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/JBConstruction.jpg\">\u003cimg class=\"wp-image-10380947 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/JBConstruction-400x279.jpg\" alt=\"Gov. Jerry Brown stands next to construction workers and elected officials after signing legislation authorizing initial construction of California's $68 billion high-speed rail line on July 18, 2012 in Los Angeles. (Kevork Djansezian/Getty Images)\" width=\"400\" height=\"279\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/JBConstruction-400x279.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/JBConstruction-800x558.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/JBConstruction.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Gov. Jerry Brown stands next to construction workers and elected officials after signing legislation authorizing initial construction of California's $68 billion high-speed rail line on July 18, 2012 in Los Angeles. (Kevork Djansezian/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s going to be a sudden explosion of people that we need,” says Jonasson. “And we want to make sure they are all qualified, in the pipe, ready to go.”\u003c/p>\n\u003cp>The unions signed an agreement with the High-Speed Rail Authority to hire workers from federally designated impoverished census tracts for about a \u003ca href=\"http://www.hsr.ca.gov/Programs/Construction/about_construction_package_1.html\">third of the project’s work hours.\u003c/a> Most of Fresno County fits that bill, with some of the highest unemployment rates in the state. The agreement also includes hiring a subset of disadvantaged workers, including the chronically unemployed, veterans, single mothers and former inmates.\u003c/p>\n\u003cp>“We have the single-largest public infrastructure project in the history of the state of California coming through the poorest parts of our state,” says Blake Konczal, director of the \u003ca href=\"http://www.workforce-connection.com/\">Fresno Regional Workforce Investment Board\u003c/a>. He lobbied hard for the agreement and estimates that, at the peak of construction, it will help a minimum of 5,000 workers get hired -- and these jobs pay well for the Central Valley. But first, people have to be trained.\u003c/p>\n\u003cp>“This is the sheet metal workers union hall and classroom. We’re sort of turning it into a working university here,” says Pat Barr. She runs the workforce’s pre-apprenticeship program, which introduces candidates to different trades and tutors them in math and communication skills.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Patrick McCarthy, 33, recently finished the program and now has an apprenticeship with the laborers union, making $22 an hour plus benefits. Before this training, he couldn’t find a decent-paying job because of a prison record for burglary. But now he’s busy prepping the ground for the rail line.\u003c/p>\n\u003cp>“I’m working on the potholing for them right now,” says McCarthy. “That’s where we find the utilities buried in the ground, so excavators don’t hit them.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But McCarthy is unusual. About 100 people have completed the pre-apprenticeship program in Fresno County. Most of them are working on other kinds of construction jobs, waiting for January’s groundbreaking of the high-speed rail project in Fresno, hoping it will soon pick up steam.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>OAKLAND — A federal jury decided Tuesday that Apple didn't compete unfairly when it sold music players and songs with copy-protection software that was incompatible with rival devices and music from competing online stores.\u003c/p>\n\u003cp>The eight-member jury in U.S. District Court handed Apple a victory by rejecting a claim from attorneys for consumers and iPod resellers, who were seeking as much as $1 billion in a class-action lawsuit. The plaintiffs argued that Apple was able to overcharge consumers for iPods by making it difficult to switch to a rival music player, as music bought from Apple's iTunes store wouldn't work on other players, nor would music from other stores work on iPods.\u003c/p>\n\u003cp>After just three hours of deliberation, the jury accepted Apple's argument that the software provided necessary security protection and was part of a larger package of improvements that made iPods and iTunes popular with consumers.\u003c/p>\n\u003cp>Apple applauded the verdict: \"We created iPod and iTunes to give our customers the world's best way to listen to music. Every time we've updated those products — and every Apple product over the years — we've done it to make the user experience even better.\"\u003c/p>\n\u003cp>Apple no longer uses the copy-protection software in question, so the ruling has no effect on the company's current practices.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The case, originally filed in 2005, covers an estimated 8 million consumers who purchased iPods from 2006 to 2009, when the software was still in place.\u003c/p>\n\u003cp>The plaintiffs argued that the software locked people into using iPods and allowed Apple to overcharge for the devices. Plaintiffs were seeking $350 million in damages, which could have been tripled if the jury found Apple violated antitrust laws.\u003c/p>\n\u003cp>Attorneys for the plaintiffs said they plan to appeal.\u003c/p>\n\u003cp>\"We're glad we got this to the jury,\" attorney Bonny Sweeney said. But she said that a ruling by U.S. District Judge Yvonne Gonzalez Rogers kept the jury from considering the impact of encryption code used in an iTunes software update that was the focus of the trial.\u003c/p>\n\u003cp>During a two-week trial, the plaintiffs' attorneys played a video of testimony by the late Apple CEO Steve Jobs, who died in 2011. They also showed emails between Apple executives that indicated they were concerned about some early efforts by rival companies to sell digital music files that might be played on iPods.\u003c/p>\n\u003cp>But Apple executives testified they were focused on preventing unauthorized copying — which was a big concern of recording labels — and said Apple was worried that digital files from outside sources might compromise the security of its iTunes software.\u003c/p>\n\u003cp>In what turned out to be the key issue of the trial, Apple argued that its iTunes software updates were legitimate product improvements, which combined security protections with other new features that allowed consumers to watch videos, view album covers and synch their music collections on different computers.\u003c/p>\n\u003cp>Federal antitrust law permits companies to make legitimate product improvements, regardless of their effect on competitors. Rogers told jurors that if they agreed with Apple on that point, they did not need to examine other arguments in the case. The jury began deliberating Monday afternoon.\u003c/p>\n\u003cp>Although the case focused on an iTunes software update that blocked music sold by competitor Real Networks, Real and other rival music sellers weren't parties in the case.\u003c/p>\n\u003cp>While the case took almost 10 years to get to trial, it nearly collapsed last week when the named plaintiffs were disqualified from the case. Apple attorney William Isaacson told the judge that records showed that neither of the two lead plaintiffs, who are supposed to represent the other consumers affected by the case, had purchased iPod models covered by the lawsuit. A third plaintiff had withdrawn earlier.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>After a last-minute scramble, Rogers agreed to add Massachusetts business consultant Barbara Bennett as the lead plaintiff. Jurors did not hear any testimony from Bennett, who told attorneys she listened to her iPod while figure skating.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>OAKLAND — A federal jury decided Tuesday that Apple didn't compete unfairly when it sold music players and songs with copy-protection software that was incompatible with rival devices and music from competing online stores.\u003c/p>\n\u003cp>The eight-member jury in U.S. District Court handed Apple a victory by rejecting a claim from attorneys for consumers and iPod resellers, who were seeking as much as $1 billion in a class-action lawsuit. The plaintiffs argued that Apple was able to overcharge consumers for iPods by making it difficult to switch to a rival music player, as music bought from Apple's iTunes store wouldn't work on other players, nor would music from other stores work on iPods.\u003c/p>\n\u003cp>After just three hours of deliberation, the jury accepted Apple's argument that the software provided necessary security protection and was part of a larger package of improvements that made iPods and iTunes popular with consumers.\u003c/p>\n\u003cp>Apple applauded the verdict: \"We created iPod and iTunes to give our customers the world's best way to listen to music. Every time we've updated those products — and every Apple product over the years — we've done it to make the user experience even better.\"\u003c/p>\n\u003cp>Apple no longer uses the copy-protection software in question, so the ruling has no effect on the company's current practices.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The case, originally filed in 2005, covers an estimated 8 million consumers who purchased iPods from 2006 to 2009, when the software was still in place.\u003c/p>\n\u003cp>The plaintiffs argued that the software locked people into using iPods and allowed Apple to overcharge for the devices. Plaintiffs were seeking $350 million in damages, which could have been tripled if the jury found Apple violated antitrust laws.\u003c/p>\n\u003cp>Attorneys for the plaintiffs said they plan to appeal.\u003c/p>\n\u003cp>\"We're glad we got this to the jury,\" attorney Bonny Sweeney said. But she said that a ruling by U.S. District Judge Yvonne Gonzalez Rogers kept the jury from considering the impact of encryption code used in an iTunes software update that was the focus of the trial.\u003c/p>\n\u003cp>During a two-week trial, the plaintiffs' attorneys played a video of testimony by the late Apple CEO Steve Jobs, who died in 2011. They also showed emails between Apple executives that indicated they were concerned about some early efforts by rival companies to sell digital music files that might be played on iPods.\u003c/p>\n\u003cp>But Apple executives testified they were focused on preventing unauthorized copying — which was a big concern of recording labels — and said Apple was worried that digital files from outside sources might compromise the security of its iTunes software.\u003c/p>\n\u003cp>In what turned out to be the key issue of the trial, Apple argued that its iTunes software updates were legitimate product improvements, which combined security protections with other new features that allowed consumers to watch videos, view album covers and synch their music collections on different computers.\u003c/p>\n\u003cp>Federal antitrust law permits companies to make legitimate product improvements, regardless of their effect on competitors. Rogers told jurors that if they agreed with Apple on that point, they did not need to examine other arguments in the case. The jury began deliberating Monday afternoon.\u003c/p>\n\u003cp>Although the case focused on an iTunes software update that blocked music sold by competitor Real Networks, Real and other rival music sellers weren't parties in the case.\u003c/p>\n\u003cp>While the case took almost 10 years to get to trial, it nearly collapsed last week when the named plaintiffs were disqualified from the case. Apple attorney William Isaacson told the judge that records showed that neither of the two lead plaintiffs, who are supposed to represent the other consumers affected by the case, had purchased iPod models covered by the lawsuit. A third plaintiff had withdrawn earlier.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>After a last-minute scramble, Rogers agreed to add Massachusetts business consultant Barbara Bennett as the lead plaintiff. Jurors did not hear any testimony from Bennett, who told attorneys she listened to her iPod while figure skating.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco-based ride service Uber quadrupled fares during \u003ca href=\"http://www.npr.org/blogs/thetwo-way/2014/12/15/370896393/live-blog-5-escape-from-sydney-cafe-after-being-held-hostage\" target=\"_blank\">Monday's hostage crisis\u003c/a> in the central business district of Sydney, Australia -- then quickly reversed course after widespread criticism for imposing \"surge pricing\" during a public emergency.\u003c/p>\n\u003cp>As the crisis unfolded, Uber's Sydney branch tweeted that \"we are all concerned with events in CBD. Fares have increased to encourage more drivers to come online and pick up passengers in the area.\"\u003c/p>\n\u003cp>https://twitter.com/Uber_Sydney/status/544319760809222144\u003c/p>\n\u003cp>Technology news website \u003ca href=\"http://mashable.com/2014/12/14/uber-sydney-surge-pricing/\" target=\"_blank\">Mashable reported \u003c/a>that Uber was briefly charging customers a minimum fare of 100 Australian dollars (US$82) and four times the usual per-mile rate to leave the city center. Uber's smartphone app included a cheerful note: \"Demand is off the charts!\"\u003c/p>\n\u003cfigure id=\"attachment_10379548\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/Sydney-Uber-Surge.jpg\">\u003cimg class=\"size-thumbnail wp-image-10379548\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/Sydney-Uber-Surge-400x324.jpg\" alt=\"Screenshot of the Uber app for Sydney customers. (Mashable)\" width=\"400\" height=\"324\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/Sydney-Uber-Surge-400x324.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/Sydney-Uber-Surge-800x648.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/Sydney-Uber-Surge.jpg 1200w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot of the Uber app for Sydney customers. (Mashable)\u003c/figcaption>\u003c/figure>\n\u003cp>But Uber backtracked after an outcry on social media.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"you are horrible. Taking advantage of a situation to make a buck. If u were the only way home, I'D WALK!\" wrote one person on Twitter under the hashtag #ubersydney.\u003c/p>\n\u003cp>The company said on \u003ca href=\"http://blog.uber.com/sydneysiege\" target=\"_blank\">its Sydney blog\u003c/a> that it was in the process of giving refunds to those who had already paid the excessive fares and was giving free rides to others wanting to leave the central business district. The company also suggested that to encourage drivers to go to the district, it was still charging higher rates in other parts of Sydney.\u003c/p>\n\u003cp>https://twitter.com/Uber_Sydney/status/544329935943237632\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting from the Associated Press. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Technology news website \u003ca href=\"http://mashable.com/2014/12/14/uber-sydney-surge-pricing/\" target=\"_blank\">Mashable reported \u003c/a>that Uber was briefly charging customers a minimum fare of 100 Australian dollars (US$82) and four times the usual per-mile rate to leave the city center. Uber's smartphone app included a cheerful note: \"Demand is off the charts!\"\u003c/p>\n\u003cfigure id=\"attachment_10379548\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/Sydney-Uber-Surge.jpg\">\u003cimg class=\"size-thumbnail wp-image-10379548\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/Sydney-Uber-Surge-400x324.jpg\" alt=\"Screenshot of the Uber app for Sydney customers. (Mashable)\" width=\"400\" height=\"324\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/Sydney-Uber-Surge-400x324.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/Sydney-Uber-Surge-800x648.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/Sydney-Uber-Surge.jpg 1200w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot of the Uber app for Sydney customers. (Mashable)\u003c/figcaption>\u003c/figure>\n\u003cp>But Uber backtracked after an outcry on social media.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"you are horrible. Taking advantage of a situation to make a buck. If u were the only way home, I'D WALK!\" wrote one person on Twitter under the hashtag #ubersydney.\u003c/p>\n\u003cp>The company said on \u003ca href=\"http://blog.uber.com/sydneysiege\" target=\"_blank\">its Sydney blog\u003c/a> that it was in the process of giving refunds to those who had already paid the excessive fares and was giving free rides to others wanting to leave the central business district. The company also suggested that to encourage drivers to go to the district, it was still charging higher rates in other parts of Sydney.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cp>Jaime Silva was devastated when his “baby,” a customized gray fixed-gear bike, was stolen from right under his nose at the local library.\u003c/p>\n\u003cp>After weeks of searching, Silva and his prized two-wheeler were finally reunited.\u003c/p>\n\u003cp>Silva was the third lucky owner reunited with their bike through a new bike recovery program run by Rich City Rides, a nonprofit created by and for bike enthusiasts in Richmond.\u003c/p>\n\u003cp>Najari Smith launched the program as executive director of Rich City Rides. For him, the business of hunting down stolen bikes is personal.\u003c/p>\n\u003cp>“It’s just really distasteful to steal bikes,” he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Right around the time when Smith started Rich City Rides two years ago, his favorite bike was stolen. In its place was an orange cruiser. Smith rode away on that orange cruiser, which ended up being the first bike Smith gave away through Rich City Rides’ commuter bike program.\u003c/p>\n\u003cp>Smith has now helped to successfully reunite six bikers with their stolen bikes over the past few months.\u003c/p>\n\u003cfigure id=\"attachment_10376704\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/recovered-bike.jpg\">\u003cimg class=\"size-full wp-image-10376704\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/recovered-bike.jpg\" alt=\"Najari Smith, left, and Jaime Silva, right, with Silva’s recovered bike. (Photo courtesy Rich City Rides)\" width=\"640\" height=\"640\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-400x400.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-75x75.jpg 75w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Najari Smith, left, and Jaime Silva, right, with Silva’s recovered bike. (Photo courtesy Rich City Rides)\u003c/figcaption>\u003c/figure>\n\u003cp>“The longer you’ve had a bike, the more connected you are to it,” Smith said. “It’s like all the memories of everywhere you’ve ridden on that bike. Getting a new bike just isn’t the same.”\u003c/p>\n\u003cp>Rich City Rides runs a handful of programs to promote biking and bicycle culture in Richmond, but its newest program started spontaneously.\u003c/p>\n\u003cp>A community member told Rich City Rides that their bike had been stolen. The organization posted a picture on its Facebook page, and a few people in the community saw the bike around town. They approached the person riding the bike, let them know it was stolen, and were able to recover it and return it to its owner.\u003c/p>\n\u003cp>Silva, a third-generation Richmond resident, has become a community ambassador for Rich City Rides since being reunited with his bike. This past summer, Silva had ridden his prized personalized fixed-gear bike to the library one day. He had lost the key to his good bike lock and was using a cheap lock, so he sat near a window to keep an eye on it and “check up on my baby.”\u003c/p>\n\u003cp>He wasn’t watching closely enough. He glanced up, and it was gone.\u003c/p>\n\u003cp>After reporting the theft, Silva went to Smith and asked for help. Smith posted on social media and spread the word that they were looking for that bike, and Silva heard from people in his neighborhood that they had seen the bike around town.\u003c/p>\n\u003cp>A month after losing his “baby,” Silva spotted a guy riding it. He approached and was able to talk the man into walking with him to Rich City Rides’ affiliated bike shop, which opened as a cooperative just a few months ago. With the promise of helping him get a new bike through the shop, Silva convinced the man to leave his beloved fixie behind.\u003c/p>\n\u003cp>“I was whole again,” Silva said. “Getting my bike back kind of gave me my sense of personality back.”\u003c/p>\n\u003cp>Silva gives a lot of the credit for being reunited with his bike to Smith and the Rich City Rides community in Richmond and on social media.\u003c/p>\n\u003cp>“I’m one of the lucky stories,” Silva said.\u003c/p>\n\u003cp>Rich City Rides plans various community rides throughout the year. The next planned event is the 3rd Annual Winter Night Lights Solstice Ride, “a celebration of cycling, lights and music on the longest night of the year” which will begin at 4 p.m. on Sunday, Dec. 21.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We believe that everybody should be able to experience the benefits of cycling,” Smith said. “There’s a bike for everybody.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Jaime Silva was devastated when his “baby,” a customized gray fixed-gear bike, was stolen from right under his nose at the local library.\u003c/p>\n\u003cp>After weeks of searching, Silva and his prized two-wheeler were finally reunited.\u003c/p>\n\u003cp>Silva was the third lucky owner reunited with their bike through a new bike recovery program run by Rich City Rides, a nonprofit created by and for bike enthusiasts in Richmond.\u003c/p>\n\u003cp>Najari Smith launched the program as executive director of Rich City Rides. For him, the business of hunting down stolen bikes is personal.\u003c/p>\n\u003cp>“It’s just really distasteful to steal bikes,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Right around the time when Smith started Rich City Rides two years ago, his favorite bike was stolen. In its place was an orange cruiser. Smith rode away on that orange cruiser, which ended up being the first bike Smith gave away through Rich City Rides’ commuter bike program.\u003c/p>\n\u003cp>Smith has now helped to successfully reunite six bikers with their stolen bikes over the past few months.\u003c/p>\n\u003cfigure id=\"attachment_10376704\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/recovered-bike.jpg\">\u003cimg class=\"size-full wp-image-10376704\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/recovered-bike.jpg\" alt=\"Najari Smith, left, and Jaime Silva, right, with Silva’s recovered bike. (Photo courtesy Rich City Rides)\" width=\"640\" height=\"640\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-400x400.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/recovered-bike-75x75.jpg 75w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Najari Smith, left, and Jaime Silva, right, with Silva’s recovered bike. (Photo courtesy Rich City Rides)\u003c/figcaption>\u003c/figure>\n\u003cp>“The longer you’ve had a bike, the more connected you are to it,” Smith said. “It’s like all the memories of everywhere you’ve ridden on that bike. Getting a new bike just isn’t the same.”\u003c/p>\n\u003cp>Rich City Rides runs a handful of programs to promote biking and bicycle culture in Richmond, but its newest program started spontaneously.\u003c/p>\n\u003cp>A community member told Rich City Rides that their bike had been stolen. The organization posted a picture on its Facebook page, and a few people in the community saw the bike around town. They approached the person riding the bike, let them know it was stolen, and were able to recover it and return it to its owner.\u003c/p>\n\u003cp>Silva, a third-generation Richmond resident, has become a community ambassador for Rich City Rides since being reunited with his bike. This past summer, Silva had ridden his prized personalized fixed-gear bike to the library one day. He had lost the key to his good bike lock and was using a cheap lock, so he sat near a window to keep an eye on it and “check up on my baby.”\u003c/p>\n\u003cp>He wasn’t watching closely enough. He glanced up, and it was gone.\u003c/p>\n\u003cp>After reporting the theft, Silva went to Smith and asked for help. Smith posted on social media and spread the word that they were looking for that bike, and Silva heard from people in his neighborhood that they had seen the bike around town.\u003c/p>\n\u003cp>A month after losing his “baby,” Silva spotted a guy riding it. He approached and was able to talk the man into walking with him to Rich City Rides’ affiliated bike shop, which opened as a cooperative just a few months ago. With the promise of helping him get a new bike through the shop, Silva convinced the man to leave his beloved fixie behind.\u003c/p>\n\u003cp>“I was whole again,” Silva said. “Getting my bike back kind of gave me my sense of personality back.”\u003c/p>\n\u003cp>Silva gives a lot of the credit for being reunited with his bike to Smith and the Rich City Rides community in Richmond and on social media.\u003c/p>\n\u003cp>“I’m one of the lucky stories,” Silva said.\u003c/p>\n\u003cp>Rich City Rides plans various community rides throughout the year. The next planned event is the 3rd Annual Winter Night Lights Solstice Ride, “a celebration of cycling, lights and music on the longest night of the year” which will begin at 4 p.m. on Sunday, Dec. 21.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We believe that everybody should be able to experience the benefits of cycling,” Smith said. “There’s a bike for everybody.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A San Francisco Superior Court judge has granted a temporary retraining order against a man whom Uber says has threatened its CEO, Travis Kalanick.\u003c/p>\n\u003cp>Robert Scott Dervaes Jr., who was suspended from practicing law in California in 2006, is temporarily barred from contacting Kalanick as well as Garrett Camp, Uber co-founder and current chairman, and Emil Michael, the company's senior vice president of development. Dervaes must stay at least 50 yards away from the Uber executives and from their homes, workplaces, children and vehicles.\u003c/p>\n\u003cp>The order is in effect until a court hearing scheduled for Dec. 31.\u003c/p>\n\u003cp>The petition, filed on Dec. 5 by an outside counsel for Uber, claims Dervaes “appears to be deeply disturbed” and \"profoundly unstable,\" and has made “increasingly ominous threats,” including tweets to Kalanick that “I can’t undo what happens tomorrow” and “You will never survive it.”\u003c/p>\n\u003cp>Jon Archer, an Uber employee who oversees the personal security of the company's executives, said in the petition that Dervaes showed up at Uber’s San Francisco headquarters on Nov. 5 demanding a meeting with Kalanick and Camp. He “appeared to be under the influence of drugs, alcohol, or both,” Archer said, and “appeared to be having an imagined conversation with Mr. Kalanick.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Archer then described a series of increasingly urgent and hostile tweets, Facebook messages and phone calls to himself, Kalanick and Uber board member and Silicon Valley venture capitalist Bill Gurley, expressing a desire to meet with Kalanick to discuss a business partnership. Dervaes also expressed hostility to Kalanick and Emil Michael, the declaration says, in a series of tweets to Pando Daily journalist Sarah Lacy.\u003c/p>\n\u003cp>Lacy and Michael made national news last month after BuzzFeed reported \u003ca href=\"http://ww2.kqed.org/news/2014/11/18/uber-ceo-tries-to-outrace-avalanche-of-criticism-after-execs-remarks-about-reporters\" target=\"_blank\">Michael had discussed looking into the personal lives of journalists\u003c/a> who had been critical of Uber, including Lacy.\u003c/p>\n\u003cp>Archer wrote that Dervaes again showed up at Uber’s headquarters on Dec. 3, “clearly intoxicated” and having another imaginary conversation with Kalanick.\u003c/p>\n\u003cp>Archer's concern over Dervaes’ behavior grew after Dervaes claimed his family had been threatened by Kalanick: “The claim is wholly delusion, but in my experience those who believe their children are threatened or feel personally targeted are especially primed for violent behavior.”\u003c/p>\n\u003cp>Uber’s filing with the court mentions two brushes with the law by men who appear to be Dervaes. One was reported in June 2011 by the Cape Gazette of Lewes, Delaware, in which a “Scott Dervaes, Jr.” 42, was arrested and charged with disorderly conduct resulting from a struggle with Delaware Capitol Police after he attempted to enter the Department of Motor Vehicles after hours. A “Robert Scott Dervaes,” whose birthday matches the subject of the restraining order, was also arrested an charged with a DUI in Duval County, Florida, in 2013.\u003c/p>\n\u003cp>Uber's filing said it would attempt to serve Dervaes with the restraining order but that he appears to change addresses frequently and may be hard to locate.\u003c/p>\n\u003cp>In a separate case, the court scheduled a hearing for Dec. 14 on Uber's request for a restraining order protecting two Uber employees from a driver applicant whom Uber says made threats after being told he could not proceed with the signup process due to attempted murder charges being discovered on his background check.\u003c/p>\n\u003cp>Michael Li-Ming Wong, the attorney who made the filings for Uber, declined to comment on the cases. Uber also declined to comment.\u003c/p>\n\u003cp>Read the temporary restraining order filing in Uber v. Robert Scott Dervaes, Jr. below.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[scribd id=250002848 key=key-LM3vSX3VtYtyPqiCM7ax mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Archer then described a series of increasingly urgent and hostile tweets, Facebook messages and phone calls to himself, Kalanick and Uber board member and Silicon Valley venture capitalist Bill Gurley, expressing a desire to meet with Kalanick to discuss a business partnership. Dervaes also expressed hostility to Kalanick and Emil Michael, the declaration says, in a series of tweets to Pando Daily journalist Sarah Lacy.\u003c/p>\n\u003cp>Lacy and Michael made national news last month after BuzzFeed reported \u003ca href=\"http://ww2.kqed.org/news/2014/11/18/uber-ceo-tries-to-outrace-avalanche-of-criticism-after-execs-remarks-about-reporters\" target=\"_blank\">Michael had discussed looking into the personal lives of journalists\u003c/a> who had been critical of Uber, including Lacy.\u003c/p>\n\u003cp>Archer wrote that Dervaes again showed up at Uber’s headquarters on Dec. 3, “clearly intoxicated” and having another imaginary conversation with Kalanick.\u003c/p>\n\u003cp>Archer's concern over Dervaes’ behavior grew after Dervaes claimed his family had been threatened by Kalanick: “The claim is wholly delusion, but in my experience those who believe their children are threatened or feel personally targeted are especially primed for violent behavior.”\u003c/p>\n\u003cp>Uber’s filing with the court mentions two brushes with the law by men who appear to be Dervaes. One was reported in June 2011 by the Cape Gazette of Lewes, Delaware, in which a “Scott Dervaes, Jr.” 42, was arrested and charged with disorderly conduct resulting from a struggle with Delaware Capitol Police after he attempted to enter the Department of Motor Vehicles after hours. A “Robert Scott Dervaes,” whose birthday matches the subject of the restraining order, was also arrested an charged with a DUI in Duval County, Florida, in 2013.\u003c/p>\n\u003cp>Uber's filing said it would attempt to serve Dervaes with the restraining order but that he appears to change addresses frequently and may be hard to locate.\u003c/p>\n\u003cp>In a separate case, the court scheduled a hearing for Dec. 14 on Uber's request for a restraining order protecting two Uber employees from a driver applicant whom Uber says made threats after being told he could not proceed with the signup process due to attempted murder charges being discovered on his background check.\u003c/p>\n\u003cp>Michael Li-Ming Wong, the attorney who made the filings for Uber, declined to comment on the cases. Uber also declined to comment.\u003c/p>\n\u003cp>Read the temporary restraining order filing in Uber v. Robert Scott Dervaes, Jr. below.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/250002848/content?start_page=1&view_mode=&access_key=key-LM3vSX3VtYtyPqiCM7ax\"\n title=\"http://www.scribd.com/doc/250002848\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_250002848\"\n width=\"100%\" height=\"500\" frameborder=\"0\">\u003c/iframe>\n \u003ca class=\"utils-parseShortcode-shortcodes-__scribdShortcode__scribd_footer\"\n href=\"http://www.scribd.com/doc/250002848\"\n target=\"_blank\" rel=\"noopener noreferrer\">View this document on Scribd\u003c/a>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, 5:25 p.m.:\u003c/strong> The airport connector between Oakland Coliseum BART station and Oakland Airport has been restored, according to BART.gov. The connector is running on limited service with trains operating every 20 minutes. The parallel bus service has been canceled. \u003c/p>\n\u003cp>\u003cstrong>Original Post:\u003c/strong>\u003c/p>\n\u003cp>BART's brand-new service to Oakland International Airport was shut down Friday, apparently by damage caused when a train hit storm debris on the track.\u003c/p>\n\u003caside class=\"alignright\">\u003cem>\u003cstrong>Alternate BART-Oakland Airport Service: \u003c/strong>\u003c/em>\u003cbr>\nWhile BART's Oakland airport connector is out of service, passengers can:\n\u003cul>\n\u003cli>Take a free minibus from BART's Coliseum Station to the airport.\u003c/li>\n\u003cli>Take \u003ca href=\"http://www.actransit.org/maps/schedule_results.php?version_id=26&quick_line=73&Go=Go\" target=\"_blank\">AC Transit's No. 73 bus\u003c/a>.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The $484 million system, which runs from BART's Coliseum Station to the airport, opened on Nov. 22.\u003c/p>\n\u003cp>Agency spokesman Jim Allison said problems began around 6 a.m. Friday when a train struck debris that had blown onto the track. That collision damaged the train's electrical systems. Service continued on the system's second track until 9:45 a.m., when a train that had been shuttling passengers broke down. At that point, the BART-to-OAK service was shut down while crews tried to figure out what went wrong.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At 1:30 p.m., Allison said \"it's too soon to say\" what the problem was.\u003c/p>\n\u003cp>\"I just spoke to them in the control room five minutes ago,\" he said. \"They're not willing to go on the record saying what it was -- they're still troubleshooting it.\"\u003c/p>\n\u003cp>\u003ca href=\"http://www.dcc.at/files/sites/default/data/DCC/References/Oakland_airport_connector_reference_sheet.pdf\" target=\"_blank\">Cars on the 3.2-mile system\u003c/a> are driverless and pulled by cables along an elevated steel trackway. Austria's Dopplmayer Cable Car Co., which designed and built the system with two U.S. partners, operated the trains under a 20-year contract with BART. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The transit agency has hired four mini-buses to stand in for the disabled trains until further notice. That service is free. BART also says passengers can take \u003ca href=\"http://www.actransit.org/maps/schedule_results.php?version_id=26&quick_line=73&Go=Go\" target=\"_blank\">AC Transit's No. 73 bus\u003c/a> from Coliseum Station to the air terminals. The 73 runs about every 15 minutes on weekdays and makes the trip from BART to the airport in 10 minutes; the fare is $2.10 for adults and $1.05 for youths and seniors.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 5:25 p.m.:\u003c/strong> The airport connector between Oakland Coliseum BART station and Oakland Airport has been restored, according to BART.gov. The connector is running on limited service with trains operating every 20 minutes. The parallel bus service has been canceled. \u003c/p>\n\u003cp>\u003cstrong>Original Post:\u003c/strong>\u003c/p>\n\u003cp>BART's brand-new service to Oakland International Airport was shut down Friday, apparently by damage caused when a train hit storm debris on the track.\u003c/p>\n\u003caside class=\"alignright\">\u003cem>\u003cstrong>Alternate BART-Oakland Airport Service: \u003c/strong>\u003c/em>\u003cbr>\nWhile BART's Oakland airport connector is out of service, passengers can:\n\u003cul>\n\u003cli>Take a free minibus from BART's Coliseum Station to the airport.\u003c/li>\n\u003cli>Take \u003ca href=\"http://www.actransit.org/maps/schedule_results.php?version_id=26&quick_line=73&Go=Go\" target=\"_blank\">AC Transit's No. 73 bus\u003c/a>.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The $484 million system, which runs from BART's Coliseum Station to the airport, opened on Nov. 22.\u003c/p>\n\u003cp>Agency spokesman Jim Allison said problems began around 6 a.m. Friday when a train struck debris that had blown onto the track. That collision damaged the train's electrical systems. Service continued on the system's second track until 9:45 a.m., when a train that had been shuttling passengers broke down. At that point, the BART-to-OAK service was shut down while crews tried to figure out what went wrong.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At 1:30 p.m., Allison said \"it's too soon to say\" what the problem was.\u003c/p>\n\u003cp>\"I just spoke to them in the control room five minutes ago,\" he said. \"They're not willing to go on the record saying what it was -- they're still troubleshooting it.\"\u003c/p>\n\u003cp>\u003ca href=\"http://www.dcc.at/files/sites/default/data/DCC/References/Oakland_airport_connector_reference_sheet.pdf\" target=\"_blank\">Cars on the 3.2-mile system\u003c/a> are driverless and pulled by cables along an elevated steel trackway. Austria's Dopplmayer Cable Car Co., which designed and built the system with two U.S. partners, operated the trains under a 20-year contract with BART. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The transit agency has hired four mini-buses to stand in for the disabled trains until further notice. That service is free. BART also says passengers can take \u003ca href=\"http://www.actransit.org/maps/schedule_results.php?version_id=26&quick_line=73&Go=Go\" target=\"_blank\">AC Transit's No. 73 bus\u003c/a> from Coliseum Station to the air terminals. The 73 runs about every 15 minutes on weekdays and makes the trip from BART to the airport in 10 minutes; the fare is $2.10 for adults and $1.05 for youths and seniors.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Police Could Get Guidelines on How to Interact With Transgender People",
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"content": "\u003cp>A BART police advisory board is considering a new policy that \u003ca href=\"http://www.bart.gov/news/articles/2014/news20141208\">would establish a directive\u003c/a> for how the department's 200 officers should interact with transgender people.\u003c/p>\n\u003cp>The proposed policy, hailed as a great first step by transgender advocates, was to be considered Monday by BART's Citizen Review Board, which makes recommendations to Police Chief Kenton Rainey.\u003c/p>\n\u003cp>Transgender people, especially trans women of color, are \u003ca href=\"http://america.aljazeera.com/watch/shows/america-tonight/america-tonight-blog/2013/10/16/rise-in-transgenderharassmentviolencebypolicelinkedtoprofiling.html\">routinely profiled as criminals\u003c/a> by police, said Ilona Turner of the \u003ca href=\"http://transgenderlawcenter.org/\">Transgender Law Center\u003c/a>, which helped craft the policy with the \u003ca href=\"http://transequality.org/\">National Center for Transgender Equality.\u003c/a>\u003c/p>\n\u003cp>\"Transgender women of color are often assumed by police to be sex workers, and this leads to an overall fear of interaction with law enforcement officers of any kind by many, many transgender people,\" said Turner.\u003c/p>\n\u003cp>Turner pointed to \u003ca href=\"https://calculators.io/national-transgender-discrimination-survey/\">the largest national survey of transgender people\u003c/a>, released in 2011, which found that 22 percent reported being harassed by police. The rate was highest for African-American trans women: 38 percent reported being harassed by law enforcement. Overall, 44 percent said they were uncomfortable seeking assistance from police.\u003c/p>\n\u003cfigure id=\"attachment_10371986\" class=\"wp-caption aligncenter\" style=\"max-width: 854px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/Transgender-Survey-Graf.png\">\u003cimg class=\"wp-image-10371986 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/Transgender-Survey-Graf.png\" alt=\"More than 6,000 people took part in the National Transgender Discrimination Survey conducted by the National Center for Transgender Equality and the National Gay and Lesbian Task Force. \" width=\"854\" height=\"667\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/Transgender-Survey-Graf.png 854w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/Transgender-Survey-Graf-400x312.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/Transgender-Survey-Graf-800x624.png 800w\" sizes=\"(max-width: 854px) 100vw, 854px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">More than 6,400 people took part in the National Transgender Discrimination Survey conducted by the National Center for Transgender Equality and the National Gay and Lesbian Task Force.\u003c/figcaption>\u003c/figure>\n\u003cp>Turner said the center's legal helpline has definitely heard from transgender people who have had negative experiences with BART police.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"The policy is basically a primer for police officers about how to treat transgender folks with respect. It's pretty simple,\" said Turner.\u003c/p>\n\u003cp>Mark Smith, BART's independent police auditor, said the policy was proposed by a member of the review board following a training session that he and some members of the police staff attended.\u003c/p>\n\u003cp>The draft policy instructs officers to call transgender people by their preferred names and pronouns that match their gender identity. It's all too common, Turner said, for officers or security guards to use pronouns that match what they think a person's assigned sex was at birth.\u003c/p>\n\u003cp>\"That kind of thing can be really harmful, painful and abusive,\" said Turner. \"This policy makes clear that that's not appropriate.\"\u003c/p>\n\u003cp>The proposed policy also states that \"under no circumstances may an officer frisk, search or otherwise touch any person for the purpose of obtaining information about that person's transgender status.\"\u003c/p>\n\u003cp>That includes prohibiting officers from removing any items of clothing, wigs or prosthetics from a transgender person if they wouldn't do the same for a non-transgender person, said Turner.\u003c/p>\n\u003cp>Smith said BART officials did some research and found only a handful of law enforcement agencies have implemented policies on how to interact with transgender people.\u003c/p>\n\u003cp>The guidelines would become part of BART's police manual, and officers would be required to \"learn it, be responsible for following it and be subject to misconduct if they violate it,\" Smith said.\u003c/p>\n\u003cp>The policy, according to a BART press release, does not \"deal extensively\" with \"housing suspects, or how they are accommodated long-term, because BART Police generally remove suspects to facilities in the jurisdiction where issues occur, which have their own policies.\"\u003c/p>\n\u003cp>Asked if it would also require officer training, Smith said that would be a next step after the policy is adopted. It is ultimately up to BART's police chief to adopt the policy, but Smith said he has been supportive and involved in drafting it.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Adopting a policy isn’t going to eliminate problems overnight,” Harper Jean Tobin, policy director of the National Center for Transgender Equality, was \u003ca href=\"http://www.bart.gov/news/articles/2014/news20141208\">quoted as saying\u003c/a>. “But the larger changes that need to happen can’t happen without these kinds of actions.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A BART police advisory board is considering a new policy that \u003ca href=\"http://www.bart.gov/news/articles/2014/news20141208\">would establish a directive\u003c/a> for how the department's 200 officers should interact with transgender people.\u003c/p>\n\u003cp>The proposed policy, hailed as a great first step by transgender advocates, was to be considered Monday by BART's Citizen Review Board, which makes recommendations to Police Chief Kenton Rainey.\u003c/p>\n\u003cp>Transgender people, especially trans women of color, are \u003ca href=\"http://america.aljazeera.com/watch/shows/america-tonight/america-tonight-blog/2013/10/16/rise-in-transgenderharassmentviolencebypolicelinkedtoprofiling.html\">routinely profiled as criminals\u003c/a> by police, said Ilona Turner of the \u003ca href=\"http://transgenderlawcenter.org/\">Transgender Law Center\u003c/a>, which helped craft the policy with the \u003ca href=\"http://transequality.org/\">National Center for Transgender Equality.\u003c/a>\u003c/p>\n\u003cp>\"Transgender women of color are often assumed by police to be sex workers, and this leads to an overall fear of interaction with law enforcement officers of any kind by many, many transgender people,\" said Turner.\u003c/p>\n\u003cp>Turner pointed to \u003ca href=\"https://calculators.io/national-transgender-discrimination-survey/\">the largest national survey of transgender people\u003c/a>, released in 2011, which found that 22 percent reported being harassed by police. The rate was highest for African-American trans women: 38 percent reported being harassed by law enforcement. Overall, 44 percent said they were uncomfortable seeking assistance from police.\u003c/p>\n\u003cfigure id=\"attachment_10371986\" class=\"wp-caption aligncenter\" style=\"max-width: 854px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/Transgender-Survey-Graf.png\">\u003cimg class=\"wp-image-10371986 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/12/Transgender-Survey-Graf.png\" alt=\"More than 6,000 people took part in the National Transgender Discrimination Survey conducted by the National Center for Transgender Equality and the National Gay and Lesbian Task Force. \" width=\"854\" height=\"667\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/Transgender-Survey-Graf.png 854w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/Transgender-Survey-Graf-400x312.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/12/Transgender-Survey-Graf-800x624.png 800w\" sizes=\"(max-width: 854px) 100vw, 854px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">More than 6,400 people took part in the National Transgender Discrimination Survey conducted by the National Center for Transgender Equality and the National Gay and Lesbian Task Force.\u003c/figcaption>\u003c/figure>\n\u003cp>Turner said the center's legal helpline has definitely heard from transgender people who have had negative experiences with BART police.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The policy is basically a primer for police officers about how to treat transgender folks with respect. It's pretty simple,\" said Turner.\u003c/p>\n\u003cp>Mark Smith, BART's independent police auditor, said the policy was proposed by a member of the review board following a training session that he and some members of the police staff attended.\u003c/p>\n\u003cp>The draft policy instructs officers to call transgender people by their preferred names and pronouns that match their gender identity. It's all too common, Turner said, for officers or security guards to use pronouns that match what they think a person's assigned sex was at birth.\u003c/p>\n\u003cp>\"That kind of thing can be really harmful, painful and abusive,\" said Turner. \"This policy makes clear that that's not appropriate.\"\u003c/p>\n\u003cp>The proposed policy also states that \"under no circumstances may an officer frisk, search or otherwise touch any person for the purpose of obtaining information about that person's transgender status.\"\u003c/p>\n\u003cp>That includes prohibiting officers from removing any items of clothing, wigs or prosthetics from a transgender person if they wouldn't do the same for a non-transgender person, said Turner.\u003c/p>\n\u003cp>Smith said BART officials did some research and found only a handful of law enforcement agencies have implemented policies on how to interact with transgender people.\u003c/p>\n\u003cp>The guidelines would become part of BART's police manual, and officers would be required to \"learn it, be responsible for following it and be subject to misconduct if they violate it,\" Smith said.\u003c/p>\n\u003cp>The policy, according to a BART press release, does not \"deal extensively\" with \"housing suspects, or how they are accommodated long-term, because BART Police generally remove suspects to facilities in the jurisdiction where issues occur, which have their own policies.\"\u003c/p>\n\u003cp>Asked if it would also require officer training, Smith said that would be a next step after the policy is adopted. It is ultimately up to BART's police chief to adopt the policy, but Smith said he has been supportive and involved in drafting it.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Adopting a policy isn’t going to eliminate problems overnight,” Harper Jean Tobin, policy director of the National Center for Transgender Equality, was \u003ca href=\"http://www.bart.gov/news/articles/2014/news20141208\">quoted as saying\u003c/a>. “But the larger changes that need to happen can’t happen without these kinds of actions.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It's been a particularly trying week for airline passengers flying to or departing from San Francisco International Airport, with long flight delays and scores of canceled flights. \u003c/p>\n\u003cp>The busy facility always faces challenges during summer fogs and winter storms. That's because the airport typically uses a pair of parallel runways to land planes. In clear weather, planes are allowed to land two at a time, virtually side by side; when visibility is impaired by low clouds or heavy rain, arriving flights can land just one at a time. That cuts the airport's capacity by half, and in really unfriendly weather, even more than that. \u003c/p>\n\u003cp>The reduction in capacity, in turn, prompts the Federal Aviation Administration to impose what it calls a \u003ca href=\"http://www.fly.faa.gov/Products/AIS_ORIGINAL/shortmessage.html\" target=\"_blank\">ground-delay program\u003c/a>. \u003c/p>\n\u003cp>Instead of allowing flights to just take off when there's bad weather at the destination, the FAA holds them at the departure airports. Then, the air-traffic control system performs what amounts to a massive rearrangement of flight schedules. Planes are assigned specific departure times and allowed to take off only as fast as the bad-weather airport can receive them. It's a form of metering that tries to prevent arriving jets from getting stacked up at their destinations and having to circle waiting for the chance to land. \u003c/p>\n\u003cp>The impact of all this plane-juggling on SFO this week has been dramatic. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>On Tuesday and Wednesday, flights destined for SFO were delayed four hours or more. On Thursday, even as our Dramatic December Deluge moved out of the areas, flights bound for San Francisco were delayed about 40 minutes. \u003c/p>\n\u003cp>And of course, the problems go beyond delays. Holding up flights for hours on end is smart management from an air-traffic-safety perspective, but it plays havoc with airline schedules, which typically rely on using arriving planes for trips to new destinations.\u003c/p>\n\u003cp>For instance, your flight to Los Angeles or Seattle might depend on a plane coming from O'Hare in Chicago. If that flight from O'Hare can't take off -- well, the best you can hope for is a long delay. And often, your best hope will be in vain: Your flight on that long-delayed jet will just be canceled. \u003c/p>\n\u003cp>Thursday morning, 19 flights were reported canceled -- 12 arrivals and seven departures. That was a minor impact compared to Wednesday, when SFO recorded more than 90 cancellations. A similar number of flights were scrubbed on Tuesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Delays at the Bay Area's other major airports have been minimal. Oakland International reported no flight delays this week. Mineta San Jose International was forced to divert some flights Monday night due to fog, but has operated with only minor delays since then. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's been a particularly trying week for airline passengers flying to or departing from San Francisco International Airport, with long flight delays and scores of canceled flights. \u003c/p>\n\u003cp>The busy facility always faces challenges during summer fogs and winter storms. That's because the airport typically uses a pair of parallel runways to land planes. In clear weather, planes are allowed to land two at a time, virtually side by side; when visibility is impaired by low clouds or heavy rain, arriving flights can land just one at a time. That cuts the airport's capacity by half, and in really unfriendly weather, even more than that. \u003c/p>\n\u003cp>The reduction in capacity, in turn, prompts the Federal Aviation Administration to impose what it calls a \u003ca href=\"http://www.fly.faa.gov/Products/AIS_ORIGINAL/shortmessage.html\" target=\"_blank\">ground-delay program\u003c/a>. \u003c/p>\n\u003cp>Instead of allowing flights to just take off when there's bad weather at the destination, the FAA holds them at the departure airports. Then, the air-traffic control system performs what amounts to a massive rearrangement of flight schedules. Planes are assigned specific departure times and allowed to take off only as fast as the bad-weather airport can receive them. It's a form of metering that tries to prevent arriving jets from getting stacked up at their destinations and having to circle waiting for the chance to land. \u003c/p>\n\u003cp>The impact of all this plane-juggling on SFO this week has been dramatic. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>On Tuesday and Wednesday, flights destined for SFO were delayed four hours or more. On Thursday, even as our Dramatic December Deluge moved out of the areas, flights bound for San Francisco were delayed about 40 minutes. \u003c/p>\n\u003cp>And of course, the problems go beyond delays. Holding up flights for hours on end is smart management from an air-traffic-safety perspective, but it plays havoc with airline schedules, which typically rely on using arriving planes for trips to new destinations.\u003c/p>\n\u003cp>For instance, your flight to Los Angeles or Seattle might depend on a plane coming from O'Hare in Chicago. If that flight from O'Hare can't take off -- well, the best you can hope for is a long delay. And often, your best hope will be in vain: Your flight on that long-delayed jet will just be canceled. \u003c/p>\n\u003cp>Thursday morning, 19 flights were reported canceled -- 12 arrivals and seven departures. That was a minor impact compared to Wednesday, when SFO recorded more than 90 cancellations. A similar number of flights were scrubbed on Tuesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Delays at the Bay Area's other major airports have been minimal. Oakland International reported no flight delays this week. Mineta San Jose International was forced to divert some flights Monday night due to fog, but has operated with only minor delays since then. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"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. ",
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"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. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"source": "kqed",
"order": 16
},
"link": "/podcasts/rightnowish",
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},
"science-friday": {
"id": "science-friday",
"title": "Science Friday",
"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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},
"snap-judgment": {
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