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More information: \u003ca href=\"https://www.bart.gov/news/articles/2020/news20200225#Shelter%20in%20place\" target=\"_blank\" rel=\"noopener noreferrer\">BART continues regular service during shelter in place\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Muni:\u003c/strong> The Bay Area's busiest transit agency is suspending express bus lines running to the city's largely deserted Financial District. The following lines will not run Tuesday:\u003cbr>\n1AX/BX, 7X, 14X, 30X, 31AX/BX, 38AX/BX, 41, 81X, 82X, 83X, 88, 714, NX.\u003c/p>\n\u003cp>Jeffrey Tumlin, the city's director of transportation, said at a Monday evening press briefing the changes were designed \"to reallocate service to our neighborhood lines and lines that serve our critical health care facilities so that our passengers can maintain social distancing while on the bus.\"\u003c/p>\n\u003cp>Muni is also shutting down its cable cars and E- and F-line streetcars and replacing them with bus shuttles. Tumlin said those changes are being made to insure that Muni operators can remain in partitioned cabs, with minimal exposure to passengers. More information: \u003ca href=\"https://www.sfmta.com/projects/covid-19-developments-response\" target=\"_blank\" rel=\"noopener noreferrer\">COVID 19 Developments and Response.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>AC Transit:\u003c/strong> Bus agency has suspended supplemental bus service for schools throughout the East Bay. District spokesman Robert Lyles said Monday afternoon that AC Transit will continue to run its normal transbay and local bus service \"until further notice.\u003c/p>\n\u003cp>\u003cstrong>Caltrain:\u003c/strong> Peninsula/South Bay rail agency is suspending its Baby Bullet express service between San Jose’s Diridon Station and the 4th and Townsend station in San Francisco. But Caltrain says it will continue to run its 55 local and limited trains— runs that take 25 to 35 minutes longer than the Baby Bullets to make the trip from San Jose to San Francisco. More information: \u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Transit_District_Statement__Novel_Coronavirus__COVID-19__6595.html\" target=\"_blank\" rel=\"noopener noreferrer\">Caltrain statement\u003c/a> and \u003ca href=\"http://www.caltrain.com/schedules/weekdaytimetable/Upcoming_Reduced_Schedule_March_17__2020.html\" target=\"_blank\" rel=\"noopener noreferrer\">new schedule effective March 17\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Golden Gate Transit:\u003c/strong> Marin County agency will reduce bus and ferry service between Marin County and San Francisco beginning Tuesday. Details here: \u003ca href=\"https://www.goldengate.org/golden-gate-bus--ferry-services-adjusted-during-coronavirus-pandemic/\" target=\"_blank\" rel=\"noopener noreferrer\">Golden Gate Transit Service Adjustments\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Bay Ferry:\u003c/strong> The Water Emergency Transportation Agency is \u003ca href=\"https://sanfranciscobayferry.com/sites/sfbf/files/uploads/PR%20Reduced%20Service%20200316%20FINAL.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">slashing service\u003c/a> starting Tuesday, suspending trips to Harbor Bay, Richmond, South San Francisco and San Francisco's Pier 41 and cutting several runs on its service between the San Francisco Ferry Building and Oakland/Alameda Main Street and Vallejo. The agency also canceled all weekend service. See \u003ca href=\"https://sanfranciscobayferry.com/news/shelter\" target=\"_blank\" rel=\"noopener noreferrer\">the revised schedule\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>SamTrans:\u003c/strong> The San Mateo County bus agency says it will continue running normal weekday service on a non-school-day basis (buses will skip stops marked \"school days only\" on schedules). More information: \u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_to_Maintain_Service_During_Shelter_In_Place_Public_Health_Order.html\" target=\"_blank\" rel=\"noopener noreferrer\">SamTrans to Maintain Service During Shelter in Place Public Health Order\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Santa Clara Valley Transportation Authority:\u003c/strong> VTA has suspended school service and shortened some of its light-rail runs from three-car trains to two- or one-car trains. Bus service continues on a normal basis, \u003ca href=\"https://www.vta.org/blog/vta-service-updates\" target=\"_blank\" rel=\"noopener noreferrer\">the agency says\u003c/a>, pending an ongoing review of ridership data.\u003c/p>\n\u003cp>\u003cstrong>SMART\u003c/strong>: The Sonoma-Marin Area Rail Transportation Agency \u003ca href=\"https://www.sonomamarintrain.org/node/383\" target=\"_blank\" rel=\"noopener noreferrer\">has canceled\u003c/a> weekend service through April 5 but will continue with its normal weekday schedule \"at this time.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>WestCAT:\u003c/strong> Transit agency for western Contra Costa County has suspended school service but \u003ca href=\"https://www.westcat.org/\" target=\"_blank\" rel=\"noopener noreferrer\">is continuing\u003c/a> normal commute service.\u003c/p>\n\n",
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"description": "Most Bay Area transit agencies say they will continue to operate on more or less normal schedules despite the “shelter in place” order health official have imposed on most of the region in an attempt to limit the spread of novel coronavirus. The major exceptions to that "more or less normal" rule: San Francisco Bay",
"title": "Bay Area Transit: What's Running, What's Not During Regional 'Shelter in Place' Order | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Most Bay Area transit agencies say they will continue to operate on more or less normal schedules despite the “shelter in place” order health official have imposed on most of the region in an attempt to limit the spread of novel coronavirus.\u003c/p>\n\u003cp>The major exceptions to that \"more or less normal\" rule: San Francisco Bay Ferry and Golden Gate Transit, both of which announced major service cuts in the wake of the shelter in place announcement Monday. (See details below.)\u003c/p>\n\u003cp>\u003ca href=\"https://assets.documentcloud.org/documents/6811378/Health-Officer-Order-Shelter-in-Place-20200316.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">The order\u003c/a> takes effect at 12:01 a.m. Tuesday and lasts through April 7. It designates public transit as an essential service that will continue to operate.\u003c/p>\n\u003cp>The directive — covering Alameda, Contra Costa, Marin, San Francisco, San Mateo and Santa Clara counties as well as the city of Berkeley — also allows taxis and ride-hailing services Lyft and Uber to continue operations during the three-week stay-at-home period.\u003c/p>\n\u003cp>Here’s a breakdown of major transit agency plans:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>BART:\u003c/strong> The rapid transit agency will continue to operate normal service. That service will include trains long enough to allow passengers to observe \"social distancing\" guidelines and stay at least 6 feet from fellow riders. BART has experienced a costly plunge in ridership, which is down by as much as 50% on weekdays and 61% on weekends. More information: \u003ca href=\"https://www.bart.gov/news/articles/2020/news20200225#Shelter%20in%20place\" target=\"_blank\" rel=\"noopener noreferrer\">BART continues regular service during shelter in place\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Muni:\u003c/strong> The Bay Area's busiest transit agency is suspending express bus lines running to the city's largely deserted Financial District. The following lines will not run Tuesday:\u003cbr>\n1AX/BX, 7X, 14X, 30X, 31AX/BX, 38AX/BX, 41, 81X, 82X, 83X, 88, 714, NX.\u003c/p>\n\u003cp>Jeffrey Tumlin, the city's director of transportation, said at a Monday evening press briefing the changes were designed \"to reallocate service to our neighborhood lines and lines that serve our critical health care facilities so that our passengers can maintain social distancing while on the bus.\"\u003c/p>\n\u003cp>Muni is also shutting down its cable cars and E- and F-line streetcars and replacing them with bus shuttles. Tumlin said those changes are being made to insure that Muni operators can remain in partitioned cabs, with minimal exposure to passengers. More information: \u003ca href=\"https://www.sfmta.com/projects/covid-19-developments-response\" target=\"_blank\" rel=\"noopener noreferrer\">COVID 19 Developments and Response.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>AC Transit:\u003c/strong> Bus agency has suspended supplemental bus service for schools throughout the East Bay. District spokesman Robert Lyles said Monday afternoon that AC Transit will continue to run its normal transbay and local bus service \"until further notice.\u003c/p>\n\u003cp>\u003cstrong>Caltrain:\u003c/strong> Peninsula/South Bay rail agency is suspending its Baby Bullet express service between San Jose’s Diridon Station and the 4th and Townsend station in San Francisco. But Caltrain says it will continue to run its 55 local and limited trains— runs that take 25 to 35 minutes longer than the Baby Bullets to make the trip from San Jose to San Francisco. More information: \u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Transit_District_Statement__Novel_Coronavirus__COVID-19__6595.html\" target=\"_blank\" rel=\"noopener noreferrer\">Caltrain statement\u003c/a> and \u003ca href=\"http://www.caltrain.com/schedules/weekdaytimetable/Upcoming_Reduced_Schedule_March_17__2020.html\" target=\"_blank\" rel=\"noopener noreferrer\">new schedule effective March 17\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Golden Gate Transit:\u003c/strong> Marin County agency will reduce bus and ferry service between Marin County and San Francisco beginning Tuesday. Details here: \u003ca href=\"https://www.goldengate.org/golden-gate-bus--ferry-services-adjusted-during-coronavirus-pandemic/\" target=\"_blank\" rel=\"noopener noreferrer\">Golden Gate Transit Service Adjustments\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Bay Ferry:\u003c/strong> The Water Emergency Transportation Agency is \u003ca href=\"https://sanfranciscobayferry.com/sites/sfbf/files/uploads/PR%20Reduced%20Service%20200316%20FINAL.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">slashing service\u003c/a> starting Tuesday, suspending trips to Harbor Bay, Richmond, South San Francisco and San Francisco's Pier 41 and cutting several runs on its service between the San Francisco Ferry Building and Oakland/Alameda Main Street and Vallejo. The agency also canceled all weekend service. See \u003ca href=\"https://sanfranciscobayferry.com/news/shelter\" target=\"_blank\" rel=\"noopener noreferrer\">the revised schedule\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>SamTrans:\u003c/strong> The San Mateo County bus agency says it will continue running normal weekday service on a non-school-day basis (buses will skip stops marked \"school days only\" on schedules). More information: \u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_to_Maintain_Service_During_Shelter_In_Place_Public_Health_Order.html\" target=\"_blank\" rel=\"noopener noreferrer\">SamTrans to Maintain Service During Shelter in Place Public Health Order\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Santa Clara Valley Transportation Authority:\u003c/strong> VTA has suspended school service and shortened some of its light-rail runs from three-car trains to two- or one-car trains. Bus service continues on a normal basis, \u003ca href=\"https://www.vta.org/blog/vta-service-updates\" target=\"_blank\" rel=\"noopener noreferrer\">the agency says\u003c/a>, pending an ongoing review of ridership data.\u003c/p>\n\u003cp>\u003cstrong>SMART\u003c/strong>: The Sonoma-Marin Area Rail Transportation Agency \u003ca href=\"https://www.sonomamarintrain.org/node/383\" target=\"_blank\" rel=\"noopener noreferrer\">has canceled\u003c/a> weekend service through April 5 but will continue with its normal weekday schedule \"at this time.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>WestCAT:\u003c/strong> Transit agency for western Contra Costa County has suspended school service but \u003ca href=\"https://www.westcat.org/\" target=\"_blank\" rel=\"noopener noreferrer\">is continuing\u003c/a> normal commute service.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "coronavirus-trump-announcement-creates-chaos-eu-says-it-wasnt-warned-of-travel-ban",
"title": "Coronavirus: Trump Travel Ban Speech Sows Chaos; EU Says It Wasn't Warned",
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"headTitle": "Coronavirus: Trump Travel Ban Speech Sows Chaos; EU Says It Wasn’t Warned | KQED",
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"content": "\u003cp>“The EU disapproves of the fact that the U.S. decision to impose a travel ban was taken unilaterally and without consultation,” the heads of the European Union said Thursday, expressing their displeasure with President Trump’s plan to block visitors from 26 European countries from entering the U.S.\u003c/p>\n\u003cp>“The Coronavirus is a global crisis and requires cooperation,” the EU leaders said.\u003c/p>\n\u003cp>European Council President Charles Michel and European Commission President Ursula von der Leyen spoke out the morning after Trump abruptly announced \u003ca href=\"https://www.npr.org/2020/03/11/814597993/trump-set-to-deliver-address-as-coronavirus-deemed-a-pandemic\">his 30-day travel ban\u003c/a> – rattling an already-shaken travel industry and creating new uncertainty among travelers in both the U.S. and Europe. The United Kingdom is exempt from the ban.\u003c/p>\n\u003cp>Complicating matters further, Trump left many people scrambling to learn the extent of the ban, which takes effect at midnight Friday. The White House later said the ban applies only to foreign nationals who have been in Europe’s \u003ca href=\"https://www.schengenvisainfo.com/schengen-visa-countries-list/\">Schengen Area\u003c/a>, an open border region comprising the 26 nations.\u003c/p>\n\u003cp>Trump referred to “exemptions for Americans who have undergone appropriate screenings.” Explaining that idea, the White House said U.S. citizens “will be directed to a limited number of airports where screening can take place.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The president’s speech set off chaos at airports in Europe and created doubt for Americans who were bound to depart the U.S. — many of whom faced worries that they might not be able to return home, either under the travel ban or a new policy that might be enacted while they’re abroad.\u003c/p>\n\u003cp>The U.S. move came hours after the World Health Organization \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2020/03/11/814474930/coronavirus-covid-19-is-now-officially-a-pandemic-who-says\">classified COVID-19 as a global pandemic\u003c/a>.\u003c/p>\n\u003cp>Confusion about Trump’s plan was reflected in tweets from two journalists who were on opposite sides of the Atlantic Ocean when he made the announcement.\u003c/p>\n\u003cp>“Sitting at Atlanta airport after abandoning my flight to France late last night,” \u003ca href=\"https://twitter.com/JenBerryHawes/status/1237936676581892097\">tweeted reporter Jennifer Berry Hawes\u003c/a> of Charleston, South Carolina’s\u003ca href=\"https://www.postandcourier.com/\"> The Post and Courier\u003c/a>.\u003c/p>\n\u003cp>After being blindsided by news of the travel ban, Hawes and a colleague had only an hour to decide whether to fly to Europe as planned. The White House guidance on U.S. exemptions came out nearly two hours after Trump began his speech. Hawes and her coworker opted to stay put rather than risk being stranded in Europe.\u003c/p>\n\u003cp>The scene was even more frantic at European airports.\u003c/p>\n\u003cp>“Bedlam at U.S.-bound airlines at [Charles De Gaulle airport] in Paris early this a.m., as Americans pay as much as $20,000 for last-minute flights,” reporter Mike McIntire of \u003cem>The New York Times\u003c/em> \u003ca href=\"https://twitter.com/mmcintire/status/1238019976163995655\">said via Twitter\u003c/a>.\u003c/p>\n\u003cp>McIntire added that he did not pay that large sum — but he said he got an urgent call from a relative in the U.S. after Trump announced the ban, and bought an expensive ticket online as a result.\u003c/p>\n\u003cp>Trump also said the ban will block “trade and cargo” from Europe, causing more confusion. The White House later clarified that the immigration law invoked by the president’s ban “only applies to the movement of human beings, not goods or cargo.”\u003c/p>\n\u003cp>In his address to the nation, the president said:\u003c/p>\n\u003cblockquote>\u003cp>“To keep new cases from entering our shores, we will be suspending all travel from Europe to the United States for the next 30 days. The new rules will go into effect Friday at midnight. These restrictions will be adjusted subject to conditions on the ground.\u003c/p>\n\u003cp>“There will be exemptions for Americans who have undergone appropriate screenings, and these prohibitions will not only apply to the tremendous amount of trade and cargo, but various other things as we get approval. Anything coming from Europe to the United States is what we are discussing.”\u003c/p>\u003c/blockquote>\n\u003cp>Vice President Mike Pence, who is leading the Trump administration’s COVID-19 effort, defended Trump’s handling of the primetime address, saying, “I don’t think there was confusion” created by the president’s remarks.\u003c/p>\n\u003cp>In an \u003ca href=\"https://www.cnn.com/2020/03/12/politics/mike-pence-coronavirus-trump-response-cnntv/index.html\">appearance on CNN\u003c/a> Thursday morning, Pence also mentioned that Americans flying home from Europe “will be funneled through 13 different airports” where they will be screened and then asked to self-quarantine. Pence did not name those airports.\u003c/p>\n\u003cp>The confusion played out as a broader debate continues over the ability of travel bans to contain deadly diseases and protect vulnerable populations from an outbreak.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"coronavirus\"]The morning after Trump spoke, \u003ca href=\"https://www.law.georgetown.edu/faculty/lawrence-o-gostin/\">Lawrence Gostin\u003c/a>, a public health law expert at Georgetown University, called the president’s travel ban “incoherent” and said it would have no impact on the coronavirus outbreak in the U.S. Gostin added that the policy goes against recommendations from the WHO and other international agencies.\u003c/p>\n\u003cp>“Travel from highly functioning health systems like Switzerland [are] banned, but not weak systems like Russia or Africa,” \u003ca href=\"https://twitter.com/LawrenceGostin/status/1238075324925083650\">Gostin said\u003c/a>. “People are no safer in U.S. than many places banned.”\u003c/p>\n\u003cp>Trump’s new policy follows weeks of criticisms of his administration’s approach to the coronavirus – particularly its inability to get plentiful supplies of reliable testing kits into the hands of health professionals around the country. In the absence of enough testing, \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2020/03/12/814522489/singapore-wins-praise-for-its-covid-19-strategy-the-u-s-does-not\">experts say\u003c/a>, the U.S. has been unable to monitor or contain the virus.\u003c/p>\n\u003cp>In his speech, Trump also sought to blame the EU’s member countries for failing to contain the virus, saying “a large number of new clusters in the United States were seeded by travelers from Europe.”\u003c/p>\n\u003cp>Before Trump’s announcement, his administration had barred visitors from entering the U.S. if they had been in China or Iran in the past 14 days. Those policies, which took effect in February, don’t apply to U.S. citizens or people who live in the U.S.\u003c/p>\n\u003cp>Roughly 105 countries currently have some type of travel restrictions in place because of the coronavirus, according to the \u003ca href=\"https://www.iatatravelcentre.com/international-travel-document-news/1580226297.htm\">IATA international travel site\u003c/a>, which tracks such policies. Most of those limits are aimed at reducing ties to hotspots in China and Italy. And while some countries block passengers from France, Germany and Spain — all of which now have more than 2,000 coronavirus patients — the U.S. seems to be the first to prohibit visitors from virtually all of Europe.\u003c/p>\n\u003cp>“The president of the United States of America has announced an entry ban for most European countries,” Royal Dutch Airlines (KLM) says on its \u003ca href=\"https://www.klm.com/travel/us_en/prepare_for_travel/up_to_date/flight_update/index.htm\">web page dedicated to the COVID-19 outbreak\u003c/a>. Reflecting the uncertainty over Trump’s policy, the airlines adds, “The impact of this measure is still unclear but is being investigated as we speak.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>For now, the airline is one of many that are telling would-be passengers to be sure their contact information is up to date so they can receive news of any changes.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2020 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Coronavirus%3A+Trump+Speech+Creates+Chaos%3B+EU+Says+It+Wasn%27t+Warned+Of+Travel+Ban&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "Expressing their displeasure with President Trump's plan to block visitors from 26 European countries, European Union leaders on Thursday said, \"The EU disapproves of the fact that the U.S. decision to impose a travel ban was taken unilaterally and without consultation.\" ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>“The EU disapproves of the fact that the U.S. decision to impose a travel ban was taken unilaterally and without consultation,” the heads of the European Union said Thursday, expressing their displeasure with President Trump’s plan to block visitors from 26 European countries from entering the U.S.\u003c/p>\n\u003cp>“The Coronavirus is a global crisis and requires cooperation,” the EU leaders said.\u003c/p>\n\u003cp>European Council President Charles Michel and European Commission President Ursula von der Leyen spoke out the morning after Trump abruptly announced \u003ca href=\"https://www.npr.org/2020/03/11/814597993/trump-set-to-deliver-address-as-coronavirus-deemed-a-pandemic\">his 30-day travel ban\u003c/a> – rattling an already-shaken travel industry and creating new uncertainty among travelers in both the U.S. and Europe. The United Kingdom is exempt from the ban.\u003c/p>\n\u003cp>Complicating matters further, Trump left many people scrambling to learn the extent of the ban, which takes effect at midnight Friday. The White House later said the ban applies only to foreign nationals who have been in Europe’s \u003ca href=\"https://www.schengenvisainfo.com/schengen-visa-countries-list/\">Schengen Area\u003c/a>, an open border region comprising the 26 nations.\u003c/p>\n\u003cp>Trump referred to “exemptions for Americans who have undergone appropriate screenings.” Explaining that idea, the White House said U.S. citizens “will be directed to a limited number of airports where screening can take place.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The president’s speech set off chaos at airports in Europe and created doubt for Americans who were bound to depart the U.S. — many of whom faced worries that they might not be able to return home, either under the travel ban or a new policy that might be enacted while they’re abroad.\u003c/p>\n\u003cp>The U.S. move came hours after the World Health Organization \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2020/03/11/814474930/coronavirus-covid-19-is-now-officially-a-pandemic-who-says\">classified COVID-19 as a global pandemic\u003c/a>.\u003c/p>\n\u003cp>Confusion about Trump’s plan was reflected in tweets from two journalists who were on opposite sides of the Atlantic Ocean when he made the announcement.\u003c/p>\n\u003cp>“Sitting at Atlanta airport after abandoning my flight to France late last night,” \u003ca href=\"https://twitter.com/JenBerryHawes/status/1237936676581892097\">tweeted reporter Jennifer Berry Hawes\u003c/a> of Charleston, South Carolina’s\u003ca href=\"https://www.postandcourier.com/\"> The Post and Courier\u003c/a>.\u003c/p>\n\u003cp>After being blindsided by news of the travel ban, Hawes and a colleague had only an hour to decide whether to fly to Europe as planned. The White House guidance on U.S. exemptions came out nearly two hours after Trump began his speech. Hawes and her coworker opted to stay put rather than risk being stranded in Europe.\u003c/p>\n\u003cp>The scene was even more frantic at European airports.\u003c/p>\n\u003cp>“Bedlam at U.S.-bound airlines at [Charles De Gaulle airport] in Paris early this a.m., as Americans pay as much as $20,000 for last-minute flights,” reporter Mike McIntire of \u003cem>The New York Times\u003c/em> \u003ca href=\"https://twitter.com/mmcintire/status/1238019976163995655\">said via Twitter\u003c/a>.\u003c/p>\n\u003cp>McIntire added that he did not pay that large sum — but he said he got an urgent call from a relative in the U.S. after Trump announced the ban, and bought an expensive ticket online as a result.\u003c/p>\n\u003cp>Trump also said the ban will block “trade and cargo” from Europe, causing more confusion. The White House later clarified that the immigration law invoked by the president’s ban “only applies to the movement of human beings, not goods or cargo.”\u003c/p>\n\u003cp>In his address to the nation, the president said:\u003c/p>\n\u003cblockquote>\u003cp>“To keep new cases from entering our shores, we will be suspending all travel from Europe to the United States for the next 30 days. The new rules will go into effect Friday at midnight. These restrictions will be adjusted subject to conditions on the ground.\u003c/p>\n\u003cp>“There will be exemptions for Americans who have undergone appropriate screenings, and these prohibitions will not only apply to the tremendous amount of trade and cargo, but various other things as we get approval. Anything coming from Europe to the United States is what we are discussing.”\u003c/p>\u003c/blockquote>\n\u003cp>Vice President Mike Pence, who is leading the Trump administration’s COVID-19 effort, defended Trump’s handling of the primetime address, saying, “I don’t think there was confusion” created by the president’s remarks.\u003c/p>\n\u003cp>In an \u003ca href=\"https://www.cnn.com/2020/03/12/politics/mike-pence-coronavirus-trump-response-cnntv/index.html\">appearance on CNN\u003c/a> Thursday morning, Pence also mentioned that Americans flying home from Europe “will be funneled through 13 different airports” where they will be screened and then asked to self-quarantine. Pence did not name those airports.\u003c/p>\n\u003cp>The confusion played out as a broader debate continues over the ability of travel bans to contain deadly diseases and protect vulnerable populations from an outbreak.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The morning after Trump spoke, \u003ca href=\"https://www.law.georgetown.edu/faculty/lawrence-o-gostin/\">Lawrence Gostin\u003c/a>, a public health law expert at Georgetown University, called the president’s travel ban “incoherent” and said it would have no impact on the coronavirus outbreak in the U.S. Gostin added that the policy goes against recommendations from the WHO and other international agencies.\u003c/p>\n\u003cp>“Travel from highly functioning health systems like Switzerland [are] banned, but not weak systems like Russia or Africa,” \u003ca href=\"https://twitter.com/LawrenceGostin/status/1238075324925083650\">Gostin said\u003c/a>. “People are no safer in U.S. than many places banned.”\u003c/p>\n\u003cp>Trump’s new policy follows weeks of criticisms of his administration’s approach to the coronavirus – particularly its inability to get plentiful supplies of reliable testing kits into the hands of health professionals around the country. In the absence of enough testing, \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2020/03/12/814522489/singapore-wins-praise-for-its-covid-19-strategy-the-u-s-does-not\">experts say\u003c/a>, the U.S. has been unable to monitor or contain the virus.\u003c/p>\n\u003cp>In his speech, Trump also sought to blame the EU’s member countries for failing to contain the virus, saying “a large number of new clusters in the United States were seeded by travelers from Europe.”\u003c/p>\n\u003cp>Before Trump’s announcement, his administration had barred visitors from entering the U.S. if they had been in China or Iran in the past 14 days. Those policies, which took effect in February, don’t apply to U.S. citizens or people who live in the U.S.\u003c/p>\n\u003cp>Roughly 105 countries currently have some type of travel restrictions in place because of the coronavirus, according to the \u003ca href=\"https://www.iatatravelcentre.com/international-travel-document-news/1580226297.htm\">IATA international travel site\u003c/a>, which tracks such policies. Most of those limits are aimed at reducing ties to hotspots in China and Italy. And while some countries block passengers from France, Germany and Spain — all of which now have more than 2,000 coronavirus patients — the U.S. seems to be the first to prohibit visitors from virtually all of Europe.\u003c/p>\n\u003cp>“The president of the United States of America has announced an entry ban for most European countries,” Royal Dutch Airlines (KLM) says on its \u003ca href=\"https://www.klm.com/travel/us_en/prepare_for_travel/up_to_date/flight_update/index.htm\">web page dedicated to the COVID-19 outbreak\u003c/a>. Reflecting the uncertainty over Trump’s policy, the airlines adds, “The impact of this measure is still unclear but is being investigated as we speak.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For now, the airline is one of many that are telling would-be passengers to be sure their contact information is up to date so they can receive news of any changes.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2020 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Coronavirus%3A+Trump+Speech+Creates+Chaos%3B+EU+Says+It+Wasn%27t+Warned+Of+Travel+Ban&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"title": "Voters Reject SMART Train Sales Tax Extension in Sonoma and Marin",
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"content": "\u003cp>The long-term future of the North Bay’s ambitious SMART train system has been thrown into doubt after the resounding defeat of a sales tax measure that would have extended the service’s funding for 30 years.\u003c/p>\n\u003cp>Measure I, which asked voters to continue a quarter-cent sales tax that supports Sonoma-Marin Area Rail Transit, or SMART, needed 66.67% to pass.\u003c/p>\n\u003cp>With 100% of precincts reporting early Wednesday morning, the measure fell far short of that level, with just 49.8% support in Sonoma County and 53.5% in Marin County.\u003c/p>\n\u003cp>For up to date vote counts see \u003ca href=\"https://www.kqed.org/elections/results\">KQED’s election result page\u003c/a>. County election officials generally officially announce whether the measures passed a month after the election.\u003c/p>\n\u003cp>Mike Arnold, a Novato economist and treasurer of the NotSoSMART campaign that opposed the tax, said Tuesday that the measure’s defeat was predictable given what he called the rail agency’s “dysfunction,” its relatively high operating costs and modest ridership numbers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The story is not that complicated,” said Arnold, who has opposed the rail system since its inception and fought the successful sales tax measure funding the transit agency in 2008. He pointed to federal government data that shows SMART, which has about 3,000 riders per weekday, spends about $37.60 for each passenger trip. That compares to $5 per trip for BART.\u003c/p>\n\u003cp>“It’s an incredible amount to be spending on something that doesn’t deliver very much,” Arnold said.\u003c/p>\n\u003cp>Over the last two months, the battle over the sales tax extension became the most expensive ballot measure campaign in North Bay history. With a total of more than $3 million spent on the issue, Measure I was also by far the costliest 2020 local ballot fight anywhere in the Bay Area, with a total more than five times higher than the No. 2 big-dollar race, \u003ca href=\"https://www.kqed.org/news/11805061/contentious-open-space-measure-in-danville-too-close-to-call\" target=\"_blank\" rel=\"noopener noreferrer\">Danville’s Measure Y\u003c/a> development proposition.\u003c/p>\n\u003cp>Sonoma County developer Molly Gallaher Flater donated nearly $2 million to fund the effort to defeat the SMART measure, campaign finance records show. The measure’s supporters raised more than $1.1 million, with about 90% of that cash coming from the Native American tribe that owns the Graton Casino in Rohnert Park.\u003c/p>\n\u003cp>The Measure I result is not the end of the SMART rail story. The current quarter-cent sales tax that funds the system runs through March 2029, and the agency will have to go to voters before then to get the levy extended.\u003c/p>\n\u003cp>NotSoSMART’s Mike Arnold said the vote should be a wake-up call for the agency’s appointed 12-member board, made up mostly of Marin and Sonoma elected officials. He argued that the board has failed to rein in “incredibly risky” operating decisions made by SMART managers. He and other opponents have accused SMART of not being transparent about how the agency is run, noting, for instance, that it only recently began releasing ridership reports.\u003c/p>\n\u003cp>“It’s going to require quite a reform of the agency for them to win back the trust of the voters,” Arnold said. One step in that direction would be to dismiss General Manager Farhad Mansourian, whose leadership SMART opponents have long criticized.\u003c/p>\n\u003cp>“There were a lot of accusations leveled against SMART, some more factual than others,” said Chris Rogers, a SMART board member and Santa Rosa City Council member. He acknowledged that the board must make strides to become more transparent and to demonstrate to voters that it’s in control of SMART’s budget.\u003c/p>\n\u003cp>“There were accusations we have no oversight over agency funding,” Rogers noted. “That’s categorically untrue. We need to do a better job of showing what that oversight is.”\u003c/p>\n\u003cp>Tuesday’s vote “doesn’t change the need for us to get people out of single occupancy vehicles and do a better job of explaining why SMART is something we need,” Rogers said.\u003c/p>\n\u003cp>Eric Lucan, a member of the Novato City Council now serving as the SMART board chair, argued as the first votes were being counted that SMART is on track to providing an effective commute service — citing, for instance, newly released data that shows weekday ridership in the first two months of 2020 rising about 30% compared to the previous year.\u003c/p>\n\u003cp>But he conceded that the agency has work to do to win wider public support.\u003c/p>\n\u003cp>“As a young agency, we’re always collecting feedback and trying to deliver the best possible service we can,” Lucan told KQED’s Mina Kim in an on-air interview.\u003c/p>\n\u003cp>North Bay voters approved the quarter-cent SMART sales tax in November 2008 by a vote of 69.6% yes. Strong support in Sonoma County, where Measure Q won a 73.7% yes vote, was decisive.\u003c/p>\n\u003cp>NotSoSMART’s Arnold said that the rail project’s opponents lacked funds in 2008 to mount a campaign in Sonoma County, which in 2008 had about 70,000 more voters than Marin.\u003c/p>\n\u003cp>He said that the $2 million war chest provided by Molly Gallaher Flater allowed the “No on I” forces to target Sonoma voters this time around. Returns showed Measure I with notably less support in Sonoma County than in Marin County.\u003c/p>\n\u003cp>Measure Q in 2008 envisioned a roughly 70-mile rail system that would include at least 14 stations and stretch from Cloverdale, at the northern edge of Sonoma County, to the Marin County town of Larkspur. The plan also included a cycling and pedestrian path that would parallel the rail line. [aside tag=\"election2020\" label=\"Election 2020\"]\u003c/p>\n\u003cp>But from the beginning, SMART struggled to deliver on those initial promises. Due in part to a shortfall in funding because of the Great Recession, the agency scaled back the initial schedule of the project’s completion.\u003c/p>\n\u003cp>SMART opened in 2017, running its two-car diesel electric trains between Charles M. Shulz-Sonoma County Airport and downtown San Rafael. The rail line, which has now been completed southward to Larkspur, covers about 45 miles and includes a dozen stations. The accompanying bike/pedestrian route has gone mostly uncompleted — a fact that led the major bicycling advocacy groups in the North Bay to withhold support for Measure I.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>The SMART board of directors sought the sales tax extension to fund system expansion and a list of future capital needs, including buying new cars and building a new maintenance facility.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The long-term future of the North Bay’s ambitious SMART train system has been thrown into doubt after the resounding defeat of a sales tax measure that would have extended the service’s funding for 30 years.\u003c/p>\n\u003cp>Measure I, which asked voters to continue a quarter-cent sales tax that supports Sonoma-Marin Area Rail Transit, or SMART, needed 66.67% to pass.\u003c/p>\n\u003cp>With 100% of precincts reporting early Wednesday morning, the measure fell far short of that level, with just 49.8% support in Sonoma County and 53.5% in Marin County.\u003c/p>\n\u003cp>For up to date vote counts see \u003ca href=\"https://www.kqed.org/elections/results\">KQED’s election result page\u003c/a>. County election officials generally officially announce whether the measures passed a month after the election.\u003c/p>\n\u003cp>Mike Arnold, a Novato economist and treasurer of the NotSoSMART campaign that opposed the tax, said Tuesday that the measure’s defeat was predictable given what he called the rail agency’s “dysfunction,” its relatively high operating costs and modest ridership numbers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The story is not that complicated,” said Arnold, who has opposed the rail system since its inception and fought the successful sales tax measure funding the transit agency in 2008. He pointed to federal government data that shows SMART, which has about 3,000 riders per weekday, spends about $37.60 for each passenger trip. That compares to $5 per trip for BART.\u003c/p>\n\u003cp>“It’s an incredible amount to be spending on something that doesn’t deliver very much,” Arnold said.\u003c/p>\n\u003cp>Over the last two months, the battle over the sales tax extension became the most expensive ballot measure campaign in North Bay history. With a total of more than $3 million spent on the issue, Measure I was also by far the costliest 2020 local ballot fight anywhere in the Bay Area, with a total more than five times higher than the No. 2 big-dollar race, \u003ca href=\"https://www.kqed.org/news/11805061/contentious-open-space-measure-in-danville-too-close-to-call\" target=\"_blank\" rel=\"noopener noreferrer\">Danville’s Measure Y\u003c/a> development proposition.\u003c/p>\n\u003cp>Sonoma County developer Molly Gallaher Flater donated nearly $2 million to fund the effort to defeat the SMART measure, campaign finance records show. The measure’s supporters raised more than $1.1 million, with about 90% of that cash coming from the Native American tribe that owns the Graton Casino in Rohnert Park.\u003c/p>\n\u003cp>The Measure I result is not the end of the SMART rail story. The current quarter-cent sales tax that funds the system runs through March 2029, and the agency will have to go to voters before then to get the levy extended.\u003c/p>\n\u003cp>NotSoSMART’s Mike Arnold said the vote should be a wake-up call for the agency’s appointed 12-member board, made up mostly of Marin and Sonoma elected officials. He argued that the board has failed to rein in “incredibly risky” operating decisions made by SMART managers. He and other opponents have accused SMART of not being transparent about how the agency is run, noting, for instance, that it only recently began releasing ridership reports.\u003c/p>\n\u003cp>“It’s going to require quite a reform of the agency for them to win back the trust of the voters,” Arnold said. One step in that direction would be to dismiss General Manager Farhad Mansourian, whose leadership SMART opponents have long criticized.\u003c/p>\n\u003cp>“There were a lot of accusations leveled against SMART, some more factual than others,” said Chris Rogers, a SMART board member and Santa Rosa City Council member. He acknowledged that the board must make strides to become more transparent and to demonstrate to voters that it’s in control of SMART’s budget.\u003c/p>\n\u003cp>“There were accusations we have no oversight over agency funding,” Rogers noted. “That’s categorically untrue. We need to do a better job of showing what that oversight is.”\u003c/p>\n\u003cp>Tuesday’s vote “doesn’t change the need for us to get people out of single occupancy vehicles and do a better job of explaining why SMART is something we need,” Rogers said.\u003c/p>\n\u003cp>Eric Lucan, a member of the Novato City Council now serving as the SMART board chair, argued as the first votes were being counted that SMART is on track to providing an effective commute service — citing, for instance, newly released data that shows weekday ridership in the first two months of 2020 rising about 30% compared to the previous year.\u003c/p>\n\u003cp>But he conceded that the agency has work to do to win wider public support.\u003c/p>\n\u003cp>“As a young agency, we’re always collecting feedback and trying to deliver the best possible service we can,” Lucan told KQED’s Mina Kim in an on-air interview.\u003c/p>\n\u003cp>North Bay voters approved the quarter-cent SMART sales tax in November 2008 by a vote of 69.6% yes. Strong support in Sonoma County, where Measure Q won a 73.7% yes vote, was decisive.\u003c/p>\n\u003cp>NotSoSMART’s Arnold said that the rail project’s opponents lacked funds in 2008 to mount a campaign in Sonoma County, which in 2008 had about 70,000 more voters than Marin.\u003c/p>\n\u003cp>He said that the $2 million war chest provided by Molly Gallaher Flater allowed the “No on I” forces to target Sonoma voters this time around. Returns showed Measure I with notably less support in Sonoma County than in Marin County.\u003c/p>\n\u003cp>Measure Q in 2008 envisioned a roughly 70-mile rail system that would include at least 14 stations and stretch from Cloverdale, at the northern edge of Sonoma County, to the Marin County town of Larkspur. The plan also included a cycling and pedestrian path that would parallel the rail line. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But from the beginning, SMART struggled to deliver on those initial promises. Due in part to a shortfall in funding because of the Great Recession, the agency scaled back the initial schedule of the project’s completion.\u003c/p>\n\u003cp>SMART opened in 2017, running its two-car diesel electric trains between Charles M. Shulz-Sonoma County Airport and downtown San Rafael. The rail line, which has now been completed southward to Larkspur, covers about 45 miles and includes a dozen stations. The accompanying bike/pedestrian route has gone mostly uncompleted — a fact that led the major bicycling advocacy groups in the North Bay to withhold support for Measure I.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>According to statistics from Uber and Lyft, there could be up to 2 million drivers nationwide. Some of these workers have started organizing for higher wages, benefits and enforcement of\u003ca href=\"https://www.kqed.org/news/11773542/state-senate-passes-ab-5-bill-that-limits-who-can-be-classified-as-contractors\"> Assembly Bill 5\u003c/a>, which would make them employees in California.\u003c/p>\n\u003cp>Big unions like the Teamsters and Service Employees International Union have gotten involved, especially through supporting the launch of a San Jose nonprofit called \u003ca href=\"https://gigworkersrising.org/get-informed\">Gig Workers Rising\u003c/a>. While drivers embraced the attention of these big unions at first, recent news has made some drivers, like Al Aloudi, suspicious of their motives.\u003c/p>\n\u003cp>Aloudi has become a kind of godfather for Bay Area drivers. He’s been working for Uber and Lyft since 2013. Quickly after he got on the road, he started organizing drivers.\u003c/p>\n\u003cp>Aloudi’s organizing work began at a Yemeni community center — he said a lot of Bay Area drivers are Yemeni, like him. At the center, he saw that his fellow drivers needed help, so he started getting their numbers and setting up groups on WhatsApp or Facebook for drivers to talk through their problems.\u003c/p>\n\u003cp>These groups were filling in for what Aloudi said the companies weren’t doing. Sometimes it was something simple — like a driver got a flat tire or had a dead battery. Other times he and others in the group would help drivers with something serious — like when they got kicked off the app or when they were assaulted by a passenger.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Then in 2014,\u003ca href=\"https://www.vox.com/2014/4/30/11626254/lyft-and-uber-price-wars-leave-some-drivers-feeling-crunched\"> a price war erupted\u003c/a> between Uber and Lyft, which were using their stockpiles of venture capital to fight for market share. Driver earnings began to plummet.\u003c/p>\n\u003cp>Aloudi and a few other drivers he was close with decided they should try to organize protests. They started getting fellow drivers to come out and publicly speak against what Uber and Lyft were doing to its workers.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Al Aloudi, who has been working for Uber and Lyft since 2013\"]‘Nobody is going to fight our fight. We’re going to have to fight our fight, but with the right people.’[/pullquote]\u003c/p>\n\u003cp>Aloudi says drivers like him can only get Lyft and Uber to give them a good deal if they have a strong community. Now, after seven years in the business, he has a really strong community.\u003c/p>\n\u003cp>“My power is knowing people,” Aloudi said. “I don’t know people just from the profile on Facebook. I know people in real life.” And he knows a lot of people. Aloudi whips out his phone and shows me his contacts. He’s got the names, numbers and emails of over 4,000 local drivers.\u003c/p>\n\u003cp>Aloudi said because of his organizing, he was contacted by \u003ca href=\"https://gigworkersrising.org/\">Gig Workers Rising\u003c/a>. The group promised to help drivers like him get what they want and to have their voices heard, he said. Aloudi trusted them, so he handed over the list of drivers he’d spent years building.\u003c/p>\n\u003cp>Organizing gig workers is difficult because companies still classify them as contractors, which has been used to bar them from joining a typical union.\u003ca href=\"https://www.kqed.org/news/11719321/uber-continues-push-to-keep-paying-drivers-as-contractors-and-stanch-collective-bargaining-efforts\"> Companies like Uber and Lyft have fought hard and in various ways\u003c/a> to keep their workers from being employees, and therefore allowed the right to unionize. This leaves drivers with far less options than workers have in other industries.\u003c/p>\n\u003cp>When drivers in New York City were clamoring for some kind of organization to represent them, Uber stepped in to help set up an organization called \u003ca href=\"https://drivingguild.org\">The Independent Drivers Guild\u003c/a>. The guild receives money directly from Uber, and then funnels some of that money back to its union affiliate.\u003c/p>\n\u003cp>This kind of arrangement does not sit well with Aloudi and some of his fellow drivers in San Francisco. He doubts that the guild could really fight and represent drivers if it is taking money from Uber. Aloudi wants something different.\u003c/p>\n\u003cp>At first, Aloudi said, he thought Gig Workers Rising could help. He and his fellow drivers especially wanted them to help change the lack of benefits, the falling wages and the power Uber and Lyft have to deactivate drivers.\u003c/p>\n\u003cp>Over the last few months, Aloudi felt like he was listened to less and less at meetings. On top of that, he’s heard a few things that alarmed him about the big unions like Teamsters and SEIU, which are involved with Gig Workers Rising.\u003c/p>\n\u003cp>For one thing, there were \u003ca href=\"https://www.nytimes.com/2019/06/29/business/economy/uber-lyft-drivers-unions.html\">reports\u003c/a> last fall that the Teamsters and SEIU were talking with Uber and Lyft about watering down California’s landmark gig worker law, AB 5. Word spread that instead of designating drivers as employees, the unions would make a deal that would keep them contractors.\u003c/p>\n\u003cp>[aside tag=\"ab-5\" label=\"related coverage\"]\u003c/p>\n\u003cp>Then there are the emails from a recent \u003ca href=\"http://www.tdu.org/the_final_fall_of_rome\">investigation into the Teamsters\u003c/a> by its Independent Investigation Officer. The emails are between members of Teamsters leadership, and they suggest that the union thought it could use Uber and Lyft drivers to make money. The emails reference the idea of setting up something like the Independent Drivers Guild in New York City, which remember, gets money directly from Uber and kicks that back to its union affiliate.\u003c/p>\n\u003cp>This was the last straw for Aloudi. He said he doesn’t want to be involved with a big union that’s going to make backroom deals or that sees him and his fellow drivers as a potential source of income. He wishes he never gave up the contact information of all the drivers in the community he helped organize.\u003c/p>\n\u003cp>In a statement, Gig Workers Rising said it was never part of any deals to weaken California’s gig worker law, and while the group launched with support of Teamsters and SEIU, it is a separate entity. The statement added that the organization is concentrating right now on fighting the measure to destroy AB 5 that gig companies are trying to get on the ballot for the fall.\u003c/p>\n\u003cp>Even so, Aloudi said he is done with Gig Workers Rising and the big unions. Aloudi is now organizing with a different group, \u003ca href=\"https://drivers-united.org/\">Rideshare Drivers United\u003c/a>. He said he likes that it was started and is run by workers, not big unions.\u003c/p>\n\u003cp>“Nobody is going to fight our fight,” he said. “We’re going to have to fight our fight, but with the right people.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Aloudi will work with anyone who can get drivers what they want, which is simple, he said: they want to work, they want decent wages and employee protections like worker’s compensation.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>According to statistics from Uber and Lyft, there could be up to 2 million drivers nationwide. Some of these workers have started organizing for higher wages, benefits and enforcement of\u003ca href=\"https://www.kqed.org/news/11773542/state-senate-passes-ab-5-bill-that-limits-who-can-be-classified-as-contractors\"> Assembly Bill 5\u003c/a>, which would make them employees in California.\u003c/p>\n\u003cp>Big unions like the Teamsters and Service Employees International Union have gotten involved, especially through supporting the launch of a San Jose nonprofit called \u003ca href=\"https://gigworkersrising.org/get-informed\">Gig Workers Rising\u003c/a>. While drivers embraced the attention of these big unions at first, recent news has made some drivers, like Al Aloudi, suspicious of their motives.\u003c/p>\n\u003cp>Aloudi has become a kind of godfather for Bay Area drivers. He’s been working for Uber and Lyft since 2013. Quickly after he got on the road, he started organizing drivers.\u003c/p>\n\u003cp>Aloudi’s organizing work began at a Yemeni community center — he said a lot of Bay Area drivers are Yemeni, like him. At the center, he saw that his fellow drivers needed help, so he started getting their numbers and setting up groups on WhatsApp or Facebook for drivers to talk through their problems.\u003c/p>\n\u003cp>These groups were filling in for what Aloudi said the companies weren’t doing. Sometimes it was something simple — like a driver got a flat tire or had a dead battery. Other times he and others in the group would help drivers with something serious — like when they got kicked off the app or when they were assaulted by a passenger.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Then in 2014,\u003ca href=\"https://www.vox.com/2014/4/30/11626254/lyft-and-uber-price-wars-leave-some-drivers-feeling-crunched\"> a price war erupted\u003c/a> between Uber and Lyft, which were using their stockpiles of venture capital to fight for market share. Driver earnings began to plummet.\u003c/p>\n\u003cp>Aloudi and a few other drivers he was close with decided they should try to organize protests. They started getting fellow drivers to come out and publicly speak against what Uber and Lyft were doing to its workers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Aloudi says drivers like him can only get Lyft and Uber to give them a good deal if they have a strong community. Now, after seven years in the business, he has a really strong community.\u003c/p>\n\u003cp>“My power is knowing people,” Aloudi said. “I don’t know people just from the profile on Facebook. I know people in real life.” And he knows a lot of people. Aloudi whips out his phone and shows me his contacts. He’s got the names, numbers and emails of over 4,000 local drivers.\u003c/p>\n\u003cp>Aloudi said because of his organizing, he was contacted by \u003ca href=\"https://gigworkersrising.org/\">Gig Workers Rising\u003c/a>. The group promised to help drivers like him get what they want and to have their voices heard, he said. Aloudi trusted them, so he handed over the list of drivers he’d spent years building.\u003c/p>\n\u003cp>Organizing gig workers is difficult because companies still classify them as contractors, which has been used to bar them from joining a typical union.\u003ca href=\"https://www.kqed.org/news/11719321/uber-continues-push-to-keep-paying-drivers-as-contractors-and-stanch-collective-bargaining-efforts\"> Companies like Uber and Lyft have fought hard and in various ways\u003c/a> to keep their workers from being employees, and therefore allowed the right to unionize. This leaves drivers with far less options than workers have in other industries.\u003c/p>\n\u003cp>When drivers in New York City were clamoring for some kind of organization to represent them, Uber stepped in to help set up an organization called \u003ca href=\"https://drivingguild.org\">The Independent Drivers Guild\u003c/a>. The guild receives money directly from Uber, and then funnels some of that money back to its union affiliate.\u003c/p>\n\u003cp>This kind of arrangement does not sit well with Aloudi and some of his fellow drivers in San Francisco. He doubts that the guild could really fight and represent drivers if it is taking money from Uber. Aloudi wants something different.\u003c/p>\n\u003cp>At first, Aloudi said, he thought Gig Workers Rising could help. He and his fellow drivers especially wanted them to help change the lack of benefits, the falling wages and the power Uber and Lyft have to deactivate drivers.\u003c/p>\n\u003cp>Over the last few months, Aloudi felt like he was listened to less and less at meetings. On top of that, he’s heard a few things that alarmed him about the big unions like Teamsters and SEIU, which are involved with Gig Workers Rising.\u003c/p>\n\u003cp>For one thing, there were \u003ca href=\"https://www.nytimes.com/2019/06/29/business/economy/uber-lyft-drivers-unions.html\">reports\u003c/a> last fall that the Teamsters and SEIU were talking with Uber and Lyft about watering down California’s landmark gig worker law, AB 5. Word spread that instead of designating drivers as employees, the unions would make a deal that would keep them contractors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Then there are the emails from a recent \u003ca href=\"http://www.tdu.org/the_final_fall_of_rome\">investigation into the Teamsters\u003c/a> by its Independent Investigation Officer. The emails are between members of Teamsters leadership, and they suggest that the union thought it could use Uber and Lyft drivers to make money. The emails reference the idea of setting up something like the Independent Drivers Guild in New York City, which remember, gets money directly from Uber and kicks that back to its union affiliate.\u003c/p>\n\u003cp>This was the last straw for Aloudi. He said he doesn’t want to be involved with a big union that’s going to make backroom deals or that sees him and his fellow drivers as a potential source of income. He wishes he never gave up the contact information of all the drivers in the community he helped organize.\u003c/p>\n\u003cp>In a statement, Gig Workers Rising said it was never part of any deals to weaken California’s gig worker law, and while the group launched with support of Teamsters and SEIU, it is a separate entity. The statement added that the organization is concentrating right now on fighting the measure to destroy AB 5 that gig companies are trying to get on the ballot for the fall.\u003c/p>\n\u003cp>Even so, Aloudi said he is done with Gig Workers Rising and the big unions. Aloudi is now organizing with a different group, \u003ca href=\"https://drivers-united.org/\">Rideshare Drivers United\u003c/a>. He said he likes that it was started and is run by workers, not big unions.\u003c/p>\n\u003cp>“Nobody is going to fight our fight,” he said. “We’re going to have to fight our fight, but with the right people.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"headTitle": "Coronavirus Has Yet to Disrupt BART Ridership | KQED",
"content": "\u003cp>Top BART and Muni officials say they are preparing for the potential spread of the novel coronavirus in the Bay Area and are engaged in regular meetings with public health officials, who are advising them against making operational changes just yet.\u003c/p>\n\u003cp>Meanwhile, Oakland-based AC Transit, which serves the East Bay, including Alameda and Contra Costa counties, has “activated enhanced cleaning precautions” for commonly touched surfaces on its buses, and it’s got the \u003ca href=\"https://twitter.com/ACTransitMedia\" target=\"_blank\" rel=\"noopener noreferrer\">Twitter photos\u003c/a> to prove it.\u003c/p>\n\u003cp>https://twitter.com/ACTransitMedia/status/1234570653891616768?s=20\u003c/p>\n\u003cp>Muni buses and trains are cleaned every night with products including disinfectant wipes and \u003ca href=\"https://www.unitedlabsinc.com/content/pdf/label/282label.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">sprays\u003c/a>\u003cem>, \u003c/em>“along with bleach when necessary,” said Kristen Holland, a spokeswoman for San Francisco’s transit agency, in an email.\u003c/p>\n\u003cp>“We are closely monitoring developments in response to the declaration of a local emergency in San Francisco,” Holland said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For now, BART officials say they are continuing business-as-usual cleaning of hand-holding straps and poles with disinfectant wipes and providing masks and hand sanitizers for employees.\u003c/p>\n\u003cp>At least for now, the rise in confirmed cases in California has not impacted BART ridership, which was actually higher last week than the previous, the agency says.\u003c/p>\n\u003cp>Holland said Muni’s ridership numbers are steady compared to the same time last year, but the agency won’t attribute any change in ridership due to a specific event. “There are many factors that can influence daily use,” she said.\u003c/p>\n\u003cp>Jeff Lau, BART’s chief safety officer, and Robert Powers, its general manager, \u003ca href=\"https://www.bart.gov/about/bod/multimedia\" target=\"_blank\" rel=\"noopener noreferrer\">briefed\u003c/a> the agency’s board last week on the measures they are taking to prevent the spread of the virus with protective products.\u003c/p>\n\u003cp>Lau said the agency has stockpiled disinfectant spray. “If we have a confirmed case in the service area, we will roll out that application to spray disinfectant in the cars,” he said.\u003c/p>\n\u003cp>Riding public transit in the Bay Area and concerned about the novel coronavirus?\u003c/p>\n\u003cp>Cover your mouth when coughing or sneezing; and, if you are feeling sick, consider staying home. If you can’t stay home, wearing a mask can protect other riders, says Art Reingold, division head of epidemiology at UC Berkeley’s public health school.\u003c/p>\n\u003cp>“Hand-washing is an important tool in preventing infection with the coronavirus,” Reingold said. “On a BART car or on public transit, you are likely to end up holding onto a pole or a strap. Hand-washing with soap and water is great and trying not to put your hands to your face is helpful.”\u003c/p>\n\u003cp>“These are the messages that public health [experts] have been pounding away at for the past couple weeks, and they are all still true,” he added.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Top BART and Muni officials say they are preparing for the potential spread of the novel coronavirus in the Bay Area and are engaged in regular meetings with public health officials, who are advising them against making operational changes just yet.\u003c/p>\n\u003cp>Meanwhile, Oakland-based AC Transit, which serves the East Bay, including Alameda and Contra Costa counties, has “activated enhanced cleaning precautions” for commonly touched surfaces on its buses, and it’s got the \u003ca href=\"https://twitter.com/ACTransitMedia\" target=\"_blank\" rel=\"noopener noreferrer\">Twitter photos\u003c/a> to prove it.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Muni buses and trains are cleaned every night with products including disinfectant wipes and \u003ca href=\"https://www.unitedlabsinc.com/content/pdf/label/282label.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">sprays\u003c/a>\u003cem>, \u003c/em>“along with bleach when necessary,” said Kristen Holland, a spokeswoman for San Francisco’s transit agency, in an email.\u003c/p>\n\u003cp>“We are closely monitoring developments in response to the declaration of a local emergency in San Francisco,” Holland said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For now, BART officials say they are continuing business-as-usual cleaning of hand-holding straps and poles with disinfectant wipes and providing masks and hand sanitizers for employees.\u003c/p>\n\u003cp>At least for now, the rise in confirmed cases in California has not impacted BART ridership, which was actually higher last week than the previous, the agency says.\u003c/p>\n\u003cp>Holland said Muni’s ridership numbers are steady compared to the same time last year, but the agency won’t attribute any change in ridership due to a specific event. “There are many factors that can influence daily use,” she said.\u003c/p>\n\u003cp>Jeff Lau, BART’s chief safety officer, and Robert Powers, its general manager, \u003ca href=\"https://www.bart.gov/about/bod/multimedia\" target=\"_blank\" rel=\"noopener noreferrer\">briefed\u003c/a> the agency’s board last week on the measures they are taking to prevent the spread of the virus with protective products.\u003c/p>\n\u003cp>Lau said the agency has stockpiled disinfectant spray. “If we have a confirmed case in the service area, we will roll out that application to spray disinfectant in the cars,” he said.\u003c/p>\n\u003cp>Riding public transit in the Bay Area and concerned about the novel coronavirus?\u003c/p>\n\u003cp>Cover your mouth when coughing or sneezing; and, if you are feeling sick, consider staying home. If you can’t stay home, wearing a mask can protect other riders, says Art Reingold, division head of epidemiology at UC Berkeley’s public health school.\u003c/p>\n\u003cp>“Hand-washing is an important tool in preventing infection with the coronavirus,” Reingold said. “On a BART car or on public transit, you are likely to end up holding onto a pole or a strap. Hand-washing with soap and water is great and trying not to put your hands to your face is helpful.”\u003c/p>\n\u003cp>“These are the messages that public health [experts] have been pounding away at for the past couple weeks, and they are all still true,” he added.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "SF Taxi Drivers Who Go Every Week to City Hall: 'Buy Back Our Medallions'",
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"headTitle": "SF Taxi Drivers Who Go Every Week to City Hall: ‘Buy Back Our Medallions’ | KQED",
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"content": "\u003cp>Every Tuesday at around 3 p.m., taxi drivers start filing into San Francisco City Hall. On a recent week in February, Matt Sutter is the first one to arrive.\u003c/p>\n\u003cp>Sutter is wearing track pants and a large, faded, gray T-shirt with a Chevy logo. He’s a core member of the Tuesday crew.\u003c/p>\n\u003cp>This group of about 10 drivers has been coming to City Hall weekly for almost three years to speak in the public comment section of the Board of Supervisors meeting. They have one mission: to get the city to buy back their $250,000 taxi medallions.\u003c/p>\n\u003cp>The city started selling medallions to drivers back in 2010, around the same time as the appearance of Lyft and Uber. Now drivers are struggling to make minimum wage, let alone pay down the loans on their medallions. They’re being crushed by the debt. Some have even \u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\">died of stress-related illnesses\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11803475\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803475\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Bhupinder Singh, a taxi driver for the past 20 years, at San Francisco International Airport on Feb. 6, 2020. He has driven from Chico to SFO for the past 8 years to find passengers. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 4 p.m., the drivers enter City Hall. They walk under the building’s large central dome, past couples taking wedding photographs and up the long flight of stairs. At the top, they peak into the Board of Supervisors room.\u003c/p>\n\u003cp>It’s packed with people. That’s not good — a busy room means a long agenda, and that means drivers will wait hours for the public comment period.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Matt Sutter, San Francisco taxi driver\"]‘I hope you make the right decision by giving us back our money. That’s hard-earned family money.’[/pullquote]\u003c/p>\n\u003cp>The drivers finally get their chance to speak around 6:30 p.m. Each driver has just two minutes at the microphone to tell their story. One by one, they approach the podium.\u003c/p>\n\u003cp>“I hope you make the right decision by giving us back our money,” Sutter tells them. “That’s hard-earned family money.”\u003c/p>\n\u003cp>Harjeet Gargaria, another driver, says, “I don’t know if it’s because I look different — I look black, brown or whatever — but no one want to help us.”\u003c/p>\n\u003cp>Namdev Sharma is next. He wears a neatly pressed shirt tucked into a pair of slacks. It’s the outfit he always wears on City Hall days. His English isn’t perfect, and he has a few pages of handwritten notes. He carefully puts them on the lectern. But once he starts, he doesn’t even look at them.\u003c/p>\n\u003cp>“You must not forget us,” he says. “It is unfair. You must think. You must heed our voice. You putted us to a dying situation. You have power to create destiny of us.”\u003c/p>\n\u003cfigure id=\"attachment_11803474\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803474\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxis fill the lower level of the short term parking garage as they wait to pick up passengers at San Francisco International Airport (SFO) on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s estimated that it would take the city $160 million to buy back the medallions. New York City is already beginning a debt relief program for its drivers.\u003c/p>\n\u003cp>So, what could be done here in San Francisco?\u003c/p>\n\u003cp>First, there’s the San Francisco Municipal Transportation Agency. The agency could potentially issue a bond to buy back the medallions. It has had the power to do so since voters approved Proposition A in 2007, but the SFMTA isn’t currently pursuing this route. If it did, it would need approval from the Board of Supervisors.\u003c/p>\n\u003cp>Another option is for the supervisors to fund a buyback program from the city budget.\u003c/p>\n\u003cp>Supervisor Dean Preston says something needs to be done.\u003c/p>\n\u003cp>“I think the city definitely owes a debt to the cab drivers who played by the rules for years, and then find themselves in financial dire straits through no fault of their own,” Preston said.\u003c/p>\n\u003cp>Preston isn’t the first supervisor to speak up. For the last two years, Supervisor Sandra Lee Fewer has argued that the whole medallion system is broken.\u003c/p>\n\u003cp>At a public meeting last June, Fewer said, “I personally don’t see any way out except to actually blow up the whole thing and redesign the whole thing over again.”\u003c/p>\n\u003cp>She thinks San Francisco should come up with money to help the drivers out. “I just think the burden these people are living under is incredible,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11803471\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803471\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg\" alt=\"taxi driver\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ali Alikhani at San Francisco International Airport on Feb. 6, 2020. As of 11:45 a.m., he has only had one passenger since starting work at 7 a.m. that day. He said that being a taxi driver is not a healthy work situation — they often work over 12 hours. He said, “Workers in factories have protections for work conditions. Taxi drivers don’t have that. What kind of life is that? Is this America?” \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Seven supervisors told KQED they support the city looking into debt relief. They include Preston, Fewer, Matt Haney, Aaron Peskin, Hillary Ronen, Catherine Stefani and Shamann Walton.\u003c/p>\n\u003cp>Supervisors Rafael Mandelman and Gordon Mar are undecided. Ahsha Safai and Norman Yee did not respond. Neither did Mayor London Breed.\u003c/p>\n\u003cp>[aside tag=\"taxi\" label=\"related coverage\"]\u003c/p>\n\u003cp>San Francisco mayors have played a significant role in the \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">medallion debt crisis\u003c/a>. In 2010, then-mayor Gavin Newsom directed the SFMTA to start selling the medallions. Then, Mayor Ed Lee abdicated responsibility for regulating Uber and Lyft to the state. Now, seven hundred drivers, mostly immigrants of color, are being crushed in an unlevel playing field, and Breed has been silent.\u003c/p>\n\u003cp>Breed has not responded to repeated requests from KQED for comment on this issue. These requests date back to when she first arrived in office in 2018. For this story, her press office said, “Due to Mayor Breed’s busy schedule, she does not have a statement on this matter at this time.”\u003c/p>\n\u003cp>When the Board of Supervisors meeting is finally over at nearly 7 p.m., it has gotten dark and cold outside. Some of the drivers have long night shifts ahead of them.\u003c/p>\n\u003cp>Matt Sutter says he doesn’t know if what the drivers said at this particular meeting is going to have an impact, but he says at least they can leave knowing that they went in and tried to do something.\u003c/p>\n\u003cp>If nothing changes, he says, they’ll be back next week. He asks, “What other option do we have?”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Every Tuesday at around 3 p.m., taxi drivers start filing into San Francisco City Hall. On a recent week in February, Matt Sutter is the first one to arrive.\u003c/p>\n\u003cp>Sutter is wearing track pants and a large, faded, gray T-shirt with a Chevy logo. He’s a core member of the Tuesday crew.\u003c/p>\n\u003cp>This group of about 10 drivers has been coming to City Hall weekly for almost three years to speak in the public comment section of the Board of Supervisors meeting. They have one mission: to get the city to buy back their $250,000 taxi medallions.\u003c/p>\n\u003cp>The city started selling medallions to drivers back in 2010, around the same time as the appearance of Lyft and Uber. Now drivers are struggling to make minimum wage, let alone pay down the loans on their medallions. They’re being crushed by the debt. Some have even \u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\">died of stress-related illnesses\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11803475\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803475\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Bhupinder Singh, a taxi driver for the past 20 years, at San Francisco International Airport on Feb. 6, 2020. He has driven from Chico to SFO for the past 8 years to find passengers. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 4 p.m., the drivers enter City Hall. They walk under the building’s large central dome, past couples taking wedding photographs and up the long flight of stairs. At the top, they peak into the Board of Supervisors room.\u003c/p>\n\u003cp>It’s packed with people. That’s not good — a busy room means a long agenda, and that means drivers will wait hours for the public comment period.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The drivers finally get their chance to speak around 6:30 p.m. Each driver has just two minutes at the microphone to tell their story. One by one, they approach the podium.\u003c/p>\n\u003cp>“I hope you make the right decision by giving us back our money,” Sutter tells them. “That’s hard-earned family money.”\u003c/p>\n\u003cp>Harjeet Gargaria, another driver, says, “I don’t know if it’s because I look different — I look black, brown or whatever — but no one want to help us.”\u003c/p>\n\u003cp>Namdev Sharma is next. He wears a neatly pressed shirt tucked into a pair of slacks. It’s the outfit he always wears on City Hall days. His English isn’t perfect, and he has a few pages of handwritten notes. He carefully puts them on the lectern. But once he starts, he doesn’t even look at them.\u003c/p>\n\u003cp>“You must not forget us,” he says. “It is unfair. You must think. You must heed our voice. You putted us to a dying situation. You have power to create destiny of us.”\u003c/p>\n\u003cfigure id=\"attachment_11803474\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803474\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxis fill the lower level of the short term parking garage as they wait to pick up passengers at San Francisco International Airport (SFO) on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s estimated that it would take the city $160 million to buy back the medallions. New York City is already beginning a debt relief program for its drivers.\u003c/p>\n\u003cp>So, what could be done here in San Francisco?\u003c/p>\n\u003cp>First, there’s the San Francisco Municipal Transportation Agency. The agency could potentially issue a bond to buy back the medallions. It has had the power to do so since voters approved Proposition A in 2007, but the SFMTA isn’t currently pursuing this route. If it did, it would need approval from the Board of Supervisors.\u003c/p>\n\u003cp>Another option is for the supervisors to fund a buyback program from the city budget.\u003c/p>\n\u003cp>Supervisor Dean Preston says something needs to be done.\u003c/p>\n\u003cp>“I think the city definitely owes a debt to the cab drivers who played by the rules for years, and then find themselves in financial dire straits through no fault of their own,” Preston said.\u003c/p>\n\u003cp>Preston isn’t the first supervisor to speak up. For the last two years, Supervisor Sandra Lee Fewer has argued that the whole medallion system is broken.\u003c/p>\n\u003cp>At a public meeting last June, Fewer said, “I personally don’t see any way out except to actually blow up the whole thing and redesign the whole thing over again.”\u003c/p>\n\u003cp>She thinks San Francisco should come up with money to help the drivers out. “I just think the burden these people are living under is incredible,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11803471\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803471\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg\" alt=\"taxi driver\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ali Alikhani at San Francisco International Airport on Feb. 6, 2020. As of 11:45 a.m., he has only had one passenger since starting work at 7 a.m. that day. He said that being a taxi driver is not a healthy work situation — they often work over 12 hours. He said, “Workers in factories have protections for work conditions. Taxi drivers don’t have that. What kind of life is that? Is this America?” \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Seven supervisors told KQED they support the city looking into debt relief. They include Preston, Fewer, Matt Haney, Aaron Peskin, Hillary Ronen, Catherine Stefani and Shamann Walton.\u003c/p>\n\u003cp>Supervisors Rafael Mandelman and Gordon Mar are undecided. Ahsha Safai and Norman Yee did not respond. Neither did Mayor London Breed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco mayors have played a significant role in the \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">medallion debt crisis\u003c/a>. In 2010, then-mayor Gavin Newsom directed the SFMTA to start selling the medallions. Then, Mayor Ed Lee abdicated responsibility for regulating Uber and Lyft to the state. Now, seven hundred drivers, mostly immigrants of color, are being crushed in an unlevel playing field, and Breed has been silent.\u003c/p>\n\u003cp>Breed has not responded to repeated requests from KQED for comment on this issue. These requests date back to when she first arrived in office in 2018. For this story, her press office said, “Due to Mayor Breed’s busy schedule, she does not have a statement on this matter at this time.”\u003c/p>\n\u003cp>When the Board of Supervisors meeting is finally over at nearly 7 p.m., it has gotten dark and cold outside. Some of the drivers have long night shifts ahead of them.\u003c/p>\n\u003cp>Matt Sutter says he doesn’t know if what the drivers said at this particular meeting is going to have an impact, but he says at least they can leave knowing that they went in and tried to do something.\u003c/p>\n\u003cp>If nothing changes, he says, they’ll be back next week. He asks, “What other option do we have?”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Tesla’s partially automated driving system steered an electric SUV into a concrete barrier on a Silicon Valley freeway because it was operating under conditions it couldn’t handle and because the driver likely was distracted by playing a game on his smartphone, the National Transportation Safety Board has found.\u003c/p>\n\u003cp>The board made the determination Tuesday in the fatal crash, and provided nine new recommendations to prevent partially automated vehicle crashes in the future. Among the recommendations is for tech companies to design smartphones and other electronic devices so they don’t operate if they are within a driver’s reach, unless it’s an emergency.\u003c/p>\n\u003cp>NTSB Chairman Robert Sumwalt said the problem of drivers distracted by smartphones will keep spreading if nothing is done.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Robert Sumwalt, NTSB board chairman\"]‘When driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games.’[/pullquote]\u003c/p>\n\u003cp>“If we don’t get on top of it, it’s going to be a coronavirus,” he said in calling for government regulations and company policies prohibiting driver use of smartphones.\u003c/p>\n\u003cp>Much of the board’s frustration was directed at the National Highway Traffic Safety Administration (NHTSA) and to Tesla, which have not acted on recommendations the NTSB passed two years ago. The NTSB investigates crashes but only has authority to make recommendations. NHTSA can enforce the advice, and manufacturers also can act on it.\u003c/p>\n\u003cp>But Sumwalt said if they don’t, “then we are wasting our time. Safety will not be improved. We are counting on them to do their job.”\u003c/p>\n\u003cp>For Tesla, the board repeated previous recommendations that it install safeguards to stop its Autopilot driving system from operating in conditions it wasn’t designed to navigate. The board also wants Tesla to design a more effective system to make sure the driver is always paying attention.\u003c/p>\n\u003cp>If Tesla doesn’t add driver monitoring safeguards, misuse of Autopilot is expected “and the risk for future crashes will remain,” the board wrote in one of its findings.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tuesday’s hearing focused on the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> of a Tesla Model X SUV, in which Autopilot was engaged when the vehicle swerved and slammed into a concrete barrier dividing freeway and exit lanes in Mountain View, killing Apple engineer Walter Huang.\u003c/p>\n\u003cp>Just before the crash, the Tesla steered to the left into a paved area between the freeway travel lanes and an exit ramp, the NTSB said. It accelerated to 71 mph and crashed into the end of the concrete barrier. The car’s forward collision avoidance system didn’t alert Huang, and its automatic emergency braking did not activate, the NTSB said. Also, Huang did not brake, and there was no steering movement detected to avoid the crash, the board’s staff said. Huang had \u003ca href=\"https://www.kqed.org/news/11801138/apple-engineer-killed-in-tesla-crash-had-previously-complained-about-autopilot\">previously complained\u003c/a> about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>NTSB staff members said they couldn’t pinpoint exactly why the car steered into the barrier, but it likely was a combination of faded lane lines, bright sunshine that affected the cameras and a closer-than-normal vehicle in the lane ahead of the Tesla.\u003c/p>\n\u003cp>The board also found that Huang likely would have lived \u003ca href=\"https://www.kqed.org/news/11773179/safety-board-says-chp-caltrans-lapses-played-part-in-delayed-repairs-before-fatal-tesla-crash\">if a cushion at the end of the barrier had been repaired\u003c/a> by California transportation officials. That cushion had been damaged in a crash 11 days before Huang was killed.\u003c/p>\n\u003cp>Recommendations to NHTSA included expanded testing to make sure partially automated systems can avoid running into common obstacles such as a barrier. The board also asks that NHTSA evaluate Autopilot to determine where it can safely operate and to develop and enforce standards for monitoring drivers so they pay attention while using the systems.\u003c/p>\n\u003cp>NHTSA has told the NTSB it has investigations open into 14 Tesla crashes and would use its enforcement of safety defects to take action if needed.\u003c/p>\n\u003cp>The agency issued a statement saying it will review the NTSB’s report and that all commercially available vehicles require human drivers to stay in control at all times.\u003c/p>\n\u003cp>“Distraction-affected crashes are a major concern, including those involving advanced driver assistance features,” the statement said.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='autopilot']Sumwalt said at the start of Tuesday’s hearing that systems like Autopilot cannot drive themselves, yet drivers continue to use them without paying attention.\u003c/p>\n\u003cp>“This means that when driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games,” he said.\u003c/p>\n\u003cp>Under questioning from board members, Robert Molloy, the NTSB’s director of highway safety, said the NHTSA is taking a hands-off approach to regulating new automated driving systems like Autopilot. Molloy called the approach “misguided,” and said nothing is more disappointing than seeing recommendations ignored by Tesla and NHTSA.\u003c/p>\n\u003cp>“They need to do more,” he said of the federal highway safety agency.\u003c/p>\n\u003cp>Autopilot is designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Sumwalt said the board had made recommendations to six automakers in 2017 to stop the problem and only Tesla has failed to respond.\u003c/p>\n\u003cp>Teslas can sense a driver applying force to the steering wheel, and if that doesn’t happen, it will issue visual and audio warnings. But monitoring steering wheel torque, “is a poor surrogate measure” of monitoring the driver, Ensar Becic, the NTSB’s human performance and automation highway safety expert told the board.\u003c/p>\n\u003cp>Messages were left Tuesday seeking comment from Tesla.\u003c/p>\n\u003cp>Sumwalt said the NTSB had called for technology more than nine years ago to disable distracting functions of smartphones while the user is driving, but no action has been taken.\u003c/p>\n\u003cp>Don Karol, the NTSB’s project manager for highway safety, told the board that the staff is recommending that cellphone companies program phones to automatically lock out distracting functions such as games and phone calls while someone is driving. The staff also recommends that companies enact policies to prevent use of company-issued cellphones while workers are driving.\u003c/p>\n\u003cp>Tesla has said Autopilot was put out initially in “beta,” meaning it was being tested and improved as bugs were identified, Karol told the board.\u003c/p>\n\u003cp>That brought a response from Vice Chairman Bruce Landsberg, who said if the system has known bugs, “it’s probably pretty foreseeable that somebody’s going to have a problem with it. And then they (Tesla) come back and say, ‘Oh, we warned you.’ “\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Tesla’s partially automated driving system steered an electric SUV into a concrete barrier on a Silicon Valley freeway because it was operating under conditions it couldn’t handle and because the driver likely was distracted by playing a game on his smartphone, the National Transportation Safety Board has found.\u003c/p>\n\u003cp>The board made the determination Tuesday in the fatal crash, and provided nine new recommendations to prevent partially automated vehicle crashes in the future. Among the recommendations is for tech companies to design smartphones and other electronic devices so they don’t operate if they are within a driver’s reach, unless it’s an emergency.\u003c/p>\n\u003cp>NTSB Chairman Robert Sumwalt said the problem of drivers distracted by smartphones will keep spreading if nothing is done.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“If we don’t get on top of it, it’s going to be a coronavirus,” he said in calling for government regulations and company policies prohibiting driver use of smartphones.\u003c/p>\n\u003cp>Much of the board’s frustration was directed at the National Highway Traffic Safety Administration (NHTSA) and to Tesla, which have not acted on recommendations the NTSB passed two years ago. The NTSB investigates crashes but only has authority to make recommendations. NHTSA can enforce the advice, and manufacturers also can act on it.\u003c/p>\n\u003cp>But Sumwalt said if they don’t, “then we are wasting our time. Safety will not be improved. We are counting on them to do their job.”\u003c/p>\n\u003cp>For Tesla, the board repeated previous recommendations that it install safeguards to stop its Autopilot driving system from operating in conditions it wasn’t designed to navigate. The board also wants Tesla to design a more effective system to make sure the driver is always paying attention.\u003c/p>\n\u003cp>If Tesla doesn’t add driver monitoring safeguards, misuse of Autopilot is expected “and the risk for future crashes will remain,” the board wrote in one of its findings.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tuesday’s hearing focused on the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> of a Tesla Model X SUV, in which Autopilot was engaged when the vehicle swerved and slammed into a concrete barrier dividing freeway and exit lanes in Mountain View, killing Apple engineer Walter Huang.\u003c/p>\n\u003cp>Just before the crash, the Tesla steered to the left into a paved area between the freeway travel lanes and an exit ramp, the NTSB said. It accelerated to 71 mph and crashed into the end of the concrete barrier. The car’s forward collision avoidance system didn’t alert Huang, and its automatic emergency braking did not activate, the NTSB said. Also, Huang did not brake, and there was no steering movement detected to avoid the crash, the board’s staff said. Huang had \u003ca href=\"https://www.kqed.org/news/11801138/apple-engineer-killed-in-tesla-crash-had-previously-complained-about-autopilot\">previously complained\u003c/a> about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>NTSB staff members said they couldn’t pinpoint exactly why the car steered into the barrier, but it likely was a combination of faded lane lines, bright sunshine that affected the cameras and a closer-than-normal vehicle in the lane ahead of the Tesla.\u003c/p>\n\u003cp>The board also found that Huang likely would have lived \u003ca href=\"https://www.kqed.org/news/11773179/safety-board-says-chp-caltrans-lapses-played-part-in-delayed-repairs-before-fatal-tesla-crash\">if a cushion at the end of the barrier had been repaired\u003c/a> by California transportation officials. That cushion had been damaged in a crash 11 days before Huang was killed.\u003c/p>\n\u003cp>Recommendations to NHTSA included expanded testing to make sure partially automated systems can avoid running into common obstacles such as a barrier. The board also asks that NHTSA evaluate Autopilot to determine where it can safely operate and to develop and enforce standards for monitoring drivers so they pay attention while using the systems.\u003c/p>\n\u003cp>NHTSA has told the NTSB it has investigations open into 14 Tesla crashes and would use its enforcement of safety defects to take action if needed.\u003c/p>\n\u003cp>The agency issued a statement saying it will review the NTSB’s report and that all commercially available vehicles require human drivers to stay in control at all times.\u003c/p>\n\u003cp>“Distraction-affected crashes are a major concern, including those involving advanced driver assistance features,” the statement said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Sumwalt said at the start of Tuesday’s hearing that systems like Autopilot cannot drive themselves, yet drivers continue to use them without paying attention.\u003c/p>\n\u003cp>“This means that when driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games,” he said.\u003c/p>\n\u003cp>Under questioning from board members, Robert Molloy, the NTSB’s director of highway safety, said the NHTSA is taking a hands-off approach to regulating new automated driving systems like Autopilot. Molloy called the approach “misguided,” and said nothing is more disappointing than seeing recommendations ignored by Tesla and NHTSA.\u003c/p>\n\u003cp>“They need to do more,” he said of the federal highway safety agency.\u003c/p>\n\u003cp>Autopilot is designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Sumwalt said the board had made recommendations to six automakers in 2017 to stop the problem and only Tesla has failed to respond.\u003c/p>\n\u003cp>Teslas can sense a driver applying force to the steering wheel, and if that doesn’t happen, it will issue visual and audio warnings. But monitoring steering wheel torque, “is a poor surrogate measure” of monitoring the driver, Ensar Becic, the NTSB’s human performance and automation highway safety expert told the board.\u003c/p>\n\u003cp>Messages were left Tuesday seeking comment from Tesla.\u003c/p>\n\u003cp>Sumwalt said the NTSB had called for technology more than nine years ago to disable distracting functions of smartphones while the user is driving, but no action has been taken.\u003c/p>\n\u003cp>Don Karol, the NTSB’s project manager for highway safety, told the board that the staff is recommending that cellphone companies program phones to automatically lock out distracting functions such as games and phone calls while someone is driving. The staff also recommends that companies enact policies to prevent use of company-issued cellphones while workers are driving.\u003c/p>\n\u003cp>Tesla has said Autopilot was put out initially in “beta,” meaning it was being tested and improved as bugs were identified, Karol told the board.\u003c/p>\n\u003cp>That brought a response from Vice Chairman Bruce Landsberg, who said if the system has known bugs, “it’s probably pretty foreseeable that somebody’s going to have a problem with it. And then they (Tesla) come back and say, ‘Oh, we warned you.’ “\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Junior year of college, Aleah Fajardo was doing a lot — like, a lot, a lot: enrolled in a full course load, working for San Francisco State University’s newspaper and doing a photojournalism internship with the San Francisco Examiner. But bills still had to get paid.\u003c/p>\n\u003cp>“I didn’t have time for a regular job. I was like, I have a car, I’m in like one of the prime cities that people take Lyft so, I should just do that to help sustain myself through that semester or however long my internship was,” she said.\u003c/p>\n\u003cp>On one particular Saturday night, Aleah had a choice to make.\u003c/p>\n\u003cp>“I was like, damn, I can go out tonight and spend money that I do not have, or I can be an adult and save some money and make some money,” she said.\u003c/p>\n\u003cp>She got in her car and turned on the Lyft app.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Meanwhile, a group of friends in a San Francisco apartment were celebrating their friend’s birthday with Netflix, video games and booze.\u003c/p>\n\u003cp>“There was like a turning point in the night because about half of us were getting tired because we’d been drinking since 2 o’clock. And then the other half of us were like, ‘Man, what are we going to do next?’ ” said Eugenio Borgeson. “And my friend Adam, whose birthday [it was]. I don’t know what lit his fire, but he just got up and was like, ‘No, let’s go to a dancing bar!’ And we were like, ‘OK, OK!’ ”\u003c/p>\n\u003cp>Since there were 14 people that had to get transported to the club, three different Lyfts were in order.\u003c/p>\n\u003cp>Luckily for Eugenio, the birthday guy was looking out for him as the only single friend in the crew.\u003c/p>\n\u003cp>“He was looking at the phone all up to his face. He’s like, ‘Oh, my God. Eugenio! This Lyft driver is super cute.’ He’s like, ‘You’re riding in this car, Eugenio, you’re riding in this car.’ ”\u003c/p>\n\u003cp>When the driver rolled up, Eugenio’s friends made him sit shotgun so he could strike up a conversation with the cute driver.\u003c/p>\n\u003cp>And that cute driver just so happened to be Aleah.\u003c/p>\n\u003cp>“What up, y’all? Happy Saturday. I’m glad I’m getting you to your party!” she said.\u003c/p>\n\u003cp>Eugenio proceeded to ask her about how her day was going. Once they got past the small talk, the conversation started flowing.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Eugenio Borgeson\"]‘Aleah seemed to care about a lot of things I cared about. And so we really were like connecting over that.’[/pullquote]\u003c/p>\n\u003cp>“His students were working on a documentary, and so I was just asking him about how’d [they] get these interviews,” she said. “I was really invested in that conversation.”\u003c/p>\n\u003cp>The interest was mutual.\u003c/p>\n\u003cp>“Aleah seemed to care about a lot of things I cared about. And so we really were like connecting over that,” Eugenio said. “We were just exchanging stories about how digital media is like a really powerful weapon for youth.”\u003c/p>\n\u003cp>But the conversation couldn’t go on for long. Eugenio and his crew had a club to dance in, and Aleah had to make more money picking up passengers.\u003c/p>\n\u003cp>“When we rolled up to the spot, my mind was going like a million miles a minute. My friends were making me feel nervous, they were pushing me and everything, saying, ‘Ask her for a number.’ In my head I was saying, ‘No, no,’ ” Eugenio said. “She probably has tons of guys ask her for a number. I do not want to be lumped into that. I want to be different.”\u003c/p>\n\u003cp>As Eugenio lingered, Aleah could sense the dreaded question: Can I have your number?\u003c/p>\n\u003cfigure id=\"attachment_11801374\" class=\"wp-caption alignnone\" style=\"max-width: 1244px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11801374\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/E-A-in-2016.jpg\" alt=\"\" width=\"1244\" height=\"980\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016.jpg 1244w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-160x126.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-800x630.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-1020x804.jpg 1020w\" sizes=\"(max-width: 1244px) 100vw, 1244px\">\u003cfigcaption class=\"wp-caption-text\">Aleah Fajardo and Eugiono Borgeson take a selfie the year they met, in 2016. \u003ccite>(Courtesy of Aleah Fajardo and Eugenio Borgeson)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I have had people when they would get off the car, they’d be like, ‘Hey, can I get your number,’ and umm, it was cool,” Aleah said. “But it also made me feel weird, because we just had a normal conversation and they kind of made our conversations sexualized in a way.”\u003c/p>\n\u003cp>Whenever that would happen, she’d give her number out, but wouldn’t actually text those guys back.\u003c/p>\n\u003cp>“I didn’t feel like their intentions were where I wanted them to be,” she said. “But Eugenio didn’t really make me feel that way. We were just kind of like having a great conversation and really like vibing with each other.”\u003c/p>\n\u003cp>After a couple of long, awkward seconds of lingering until his friends got out, Eugenio ditched the script and asked Aleah if he could give her his number. He wanted to continue their conversation over coffee or lunch sometime.\u003c/p>\n\u003cp>“Why don’t I offer her my number and have the ball be on her court, so she doesn’t feel pressure to give me hers,” he said. “If she wasn’t feeling it, then it’s like, all right, no harm, no foul, [she] doesn’t have to call me.”\u003c/p>\n\u003cp>Aleah was genuinely caught off guard by him offering his number, and she was into it.\u003c/p>\n\u003cp>“As she started to [drive away], I was thinking in my head, did I make the right decision?”\u003c/p>\n\u003cp>That evening when Aleah got home, she told her roommates about the cute guy she drove and their stimulating conversation. But she wasn’t sure if she should text him.\u003c/p>\n\u003cp>“Monday rolls around and I’m at work and I was like, ‘Oh, my God, she’s not going to text me. I made the wrong decision. Why didn’t I ask her for her number?’ ” Eugenio said.\u003c/p>\n\u003cp>Aleah was stressing, too — should she text him or not?\u003c/p>\n\u003cp>“When I finally get home from classes, I go to my roommate like, ‘Yo, tell me the truth. Should I text him?’ And she said, ‘Aleah, you have not shut up about him from the moment you got home on Saturday. Just text him, stop bugging me about it and text him.’ ”\u003c/p>\n\u003cp>So she did.\u003c/p>\n\u003cp>“When she did finally text me, it was such a huge relief,” Eugenio said. “I was just so scared she wasn’t going to at all. And I was just going to hate myself for it forever.”\u003c/p>\n\u003cp>That ride was nearly four years ago.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Today, Eugenio and Aleah live together in Oakland where they both teach at public high schools and continue to use art to empower their students.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“His students were working on a documentary, and so I was just asking him about how’d [they] get these interviews,” she said. “I was really invested in that conversation.”\u003c/p>\n\u003cp>The interest was mutual.\u003c/p>\n\u003cp>“Aleah seemed to care about a lot of things I cared about. And so we really were like connecting over that,” Eugenio said. “We were just exchanging stories about how digital media is like a really powerful weapon for youth.”\u003c/p>\n\u003cp>But the conversation couldn’t go on for long. Eugenio and his crew had a club to dance in, and Aleah had to make more money picking up passengers.\u003c/p>\n\u003cp>“When we rolled up to the spot, my mind was going like a million miles a minute. My friends were making me feel nervous, they were pushing me and everything, saying, ‘Ask her for a number.’ In my head I was saying, ‘No, no,’ ” Eugenio said. “She probably has tons of guys ask her for a number. I do not want to be lumped into that. I want to be different.”\u003c/p>\n\u003cp>As Eugenio lingered, Aleah could sense the dreaded question: Can I have your number?\u003c/p>\n\u003cfigure id=\"attachment_11801374\" class=\"wp-caption alignnone\" style=\"max-width: 1244px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11801374\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/E-A-in-2016.jpg\" alt=\"\" width=\"1244\" height=\"980\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016.jpg 1244w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-160x126.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-800x630.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-1020x804.jpg 1020w\" sizes=\"(max-width: 1244px) 100vw, 1244px\">\u003cfigcaption class=\"wp-caption-text\">Aleah Fajardo and Eugiono Borgeson take a selfie the year they met, in 2016. \u003ccite>(Courtesy of Aleah Fajardo and Eugenio Borgeson)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I have had people when they would get off the car, they’d be like, ‘Hey, can I get your number,’ and umm, it was cool,” Aleah said. “But it also made me feel weird, because we just had a normal conversation and they kind of made our conversations sexualized in a way.”\u003c/p>\n\u003cp>Whenever that would happen, she’d give her number out, but wouldn’t actually text those guys back.\u003c/p>\n\u003cp>“I didn’t feel like their intentions were where I wanted them to be,” she said. “But Eugenio didn’t really make me feel that way. We were just kind of like having a great conversation and really like vibing with each other.”\u003c/p>\n\u003cp>After a couple of long, awkward seconds of lingering until his friends got out, Eugenio ditched the script and asked Aleah if he could give her his number. He wanted to continue their conversation over coffee or lunch sometime.\u003c/p>\n\u003cp>“Why don’t I offer her my number and have the ball be on her court, so she doesn’t feel pressure to give me hers,” he said. “If she wasn’t feeling it, then it’s like, all right, no harm, no foul, [she] doesn’t have to call me.”\u003c/p>\n\u003cp>Aleah was genuinely caught off guard by him offering his number, and she was into it.\u003c/p>\n\u003cp>“As she started to [drive away], I was thinking in my head, did I make the right decision?”\u003c/p>\n\u003cp>That evening when Aleah got home, she told her roommates about the cute guy she drove and their stimulating conversation. But she wasn’t sure if she should text him.\u003c/p>\n\u003cp>“Monday rolls around and I’m at work and I was like, ‘Oh, my God, she’s not going to text me. I made the wrong decision. Why didn’t I ask her for her number?’ ” Eugenio said.\u003c/p>\n\u003cp>Aleah was stressing, too — should she text him or not?\u003c/p>\n\u003cp>“When I finally get home from classes, I go to my roommate like, ‘Yo, tell me the truth. Should I text him?’ And she said, ‘Aleah, you have not shut up about him from the moment you got home on Saturday. Just text him, stop bugging me about it and text him.’ ”\u003c/p>\n\u003cp>So she did.\u003c/p>\n\u003cp>“When she did finally text me, it was such a huge relief,” Eugenio said. “I was just so scared she wasn’t going to at all. And I was just going to hate myself for it forever.”\u003c/p>\n\u003cp>That ride was nearly four years ago.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Today, Eugenio and Aleah live together in Oakland where they both teach at public high schools and continue to use art to empower their students.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The man accused of stabbing a young woman to death and injuring her sister on a BART platform in Oakland testified for the first time in his trial Tuesday, saying he believed the women were aliens and part of a gang that had kidnapped his grandmother.\u003c/p>\n\u003cp>“I stabbed both of the females in the crew because I believed they would not give my grandmother back,” John Lee Cowell, 29, said from the witness stand in an Oakland courtroom packed with friends and family of the victims.\u003c/p>\n\u003cp>Cowell has pleaded not guilty by reason of insanity in the 2018 killing of 18-year-old Nia Wilson and the stabbing of her sister, Letifah Wilson, who was seriously injured.\u003c/p>\n\u003cp>He is charged with one count of murder and one count of attempted murder for the double stabbing.\u003c/p>\n\u003cp>During his testimony Tuesday, Cowell noted his history of mental illness and said he heard voices in his head, but couldn't remember what those voices told him.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>His attorney, Christina Moore, has maintained that Cowell suffers from schizophrenia, and that the killing was a \"rash act\" fueled by psychosis. Cowell on Tuesday said he has also been treated for schizoaffective disorder, depression and bipolar disorder, and repeatedly hospitalized for mental health issues. Just three months before the attack, he was released from a maximum security psychiatric facility.\u003c/p>\n\u003cp>Despite that, a \u003ca href=\"https://www.kqed.org/news/11761887/man-charged-with-killing-nia-wilson-on-oakland-bart-platform-declared-fit-for-trial\" target=\"_blank\" rel=\"noopener noreferrer\">judge in 2019 ruled\u003c/a> that he was mentally competent to stand trial.\u003c/p>\n\u003cp>Just before the fatal stabbing on July 22, 2018, Cowell rode the train from Concord to the MacArthur station in Oakland along with Nia Wilson and two of her sisters.\u003c/p>\n\u003cp>During direct examination, Cowell, who was removed from the courtroom last week after repeated outbursts, spoke about a radio in his head and said the three women were \"pointing to other passengers while staring at me.\"\u003c/p>\n\u003cp>He added that he felt \"threatened by three black females. They were together ... threatening to assault my grandmother.\"\u003c/p>\n\u003cp>Surveillance footage of the entire 25-minute ride shows no interaction between Cowell or any of the sisters. Police said Cowell pulled a hood over his head and put on sunglasses just before the attack, which occurred on the platform as the women attempted to transfer trains. Cowell later reportedly discarded his backpack and clothing in the station’s parking lot. He was taken into custody a day later at BART’s Pleasant Hill Station.\u003c/p>\n\u003cp>Police and prosecutors said the knife attack was unprovoked, while friends and family members of Nia Wilson have said they believe the attack was motivated by the women’s race. The Wilson sisters are black, and Cowell is white.\u003c/p>\n\u003cp>Cowell testified that about a week before the train ride with the Wilson sisters, he had been punched in the face by a black female.\u003c/p>\n\u003cp>Suggesting the possibility of a hate crime, Alameda County Deputy District Attorney Butch Ford pounced on Cowell’s mention of the sisters’ race, specifically asking the defendant if he stabbed the women because they were black.\u003c/p>\n\u003cp>[aside postID='news_11761887,news_11688225,news_11682614' label='Related Coverage']Ford asked if it was true that Cowell attempted to pick a fight with another black female on a bus just after the stabbing.\u003c/p>\n\u003cp>Reading from what he said was a transcript of footage from the bus ride, Ford asked Cowell if he had asked the woman, \"You’re trying to throw something on me, you little n—?”\u003c/p>\n\u003cp>Several people in the spectator gallery gasped at the racial slur. Cowell's attorney, Christina Moore, objected, saying the statement was never introduced into evidence and was inaccurate.\u003c/p>\n\u003cp>\"That’s being fabricated by Mr. Ford,\" Moore said, before calling for a sidebar with Ford and Judge Allan Hymer.\u003c/p>\n\u003cp>On Monday, Nia Wilson’s sisters, Tashiya and Letifah, recalled the horrific moments after the stabbing as their little sister bled out on the train platform.\u003c/p>\n\u003cp>\"I looked at her like, 'What’s going on?'\" Tashiya Wilson, 22, told the courtroom through tears, adding that Nia was clutching her neck. “I just see blood on her hands.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Kate Wolffe contributed reporting.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The man accused of stabbing a young woman to death and injuring her sister on a BART platform in Oakland testified for the first time in his trial Tuesday, saying he believed the women were aliens and part of a gang that had kidnapped his grandmother.\u003c/p>\n\u003cp>“I stabbed both of the females in the crew because I believed they would not give my grandmother back,” John Lee Cowell, 29, said from the witness stand in an Oakland courtroom packed with friends and family of the victims.\u003c/p>\n\u003cp>Cowell has pleaded not guilty by reason of insanity in the 2018 killing of 18-year-old Nia Wilson and the stabbing of her sister, Letifah Wilson, who was seriously injured.\u003c/p>\n\u003cp>He is charged with one count of murder and one count of attempted murder for the double stabbing.\u003c/p>\n\u003cp>During his testimony Tuesday, Cowell noted his history of mental illness and said he heard voices in his head, but couldn't remember what those voices told him.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>His attorney, Christina Moore, has maintained that Cowell suffers from schizophrenia, and that the killing was a \"rash act\" fueled by psychosis. Cowell on Tuesday said he has also been treated for schizoaffective disorder, depression and bipolar disorder, and repeatedly hospitalized for mental health issues. Just three months before the attack, he was released from a maximum security psychiatric facility.\u003c/p>\n\u003cp>Despite that, a \u003ca href=\"https://www.kqed.org/news/11761887/man-charged-with-killing-nia-wilson-on-oakland-bart-platform-declared-fit-for-trial\" target=\"_blank\" rel=\"noopener noreferrer\">judge in 2019 ruled\u003c/a> that he was mentally competent to stand trial.\u003c/p>\n\u003cp>Just before the fatal stabbing on July 22, 2018, Cowell rode the train from Concord to the MacArthur station in Oakland along with Nia Wilson and two of her sisters.\u003c/p>\n\u003cp>During direct examination, Cowell, who was removed from the courtroom last week after repeated outbursts, spoke about a radio in his head and said the three women were \"pointing to other passengers while staring at me.\"\u003c/p>\n\u003cp>He added that he felt \"threatened by three black females. They were together ... threatening to assault my grandmother.\"\u003c/p>\n\u003cp>Surveillance footage of the entire 25-minute ride shows no interaction between Cowell or any of the sisters. Police said Cowell pulled a hood over his head and put on sunglasses just before the attack, which occurred on the platform as the women attempted to transfer trains. Cowell later reportedly discarded his backpack and clothing in the station’s parking lot. He was taken into custody a day later at BART’s Pleasant Hill Station.\u003c/p>\n\u003cp>Police and prosecutors said the knife attack was unprovoked, while friends and family members of Nia Wilson have said they believe the attack was motivated by the women’s race. The Wilson sisters are black, and Cowell is white.\u003c/p>\n\u003cp>Cowell testified that about a week before the train ride with the Wilson sisters, he had been punched in the face by a black female.\u003c/p>\n\u003cp>Suggesting the possibility of a hate crime, Alameda County Deputy District Attorney Butch Ford pounced on Cowell’s mention of the sisters’ race, specifically asking the defendant if he stabbed the women because they were black.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Ford asked if it was true that Cowell attempted to pick a fight with another black female on a bus just after the stabbing.\u003c/p>\n\u003cp>Reading from what he said was a transcript of footage from the bus ride, Ford asked Cowell if he had asked the woman, \"You’re trying to throw something on me, you little n—?”\u003c/p>\n\u003cp>Several people in the spectator gallery gasped at the racial slur. Cowell's attorney, Christina Moore, objected, saying the statement was never introduced into evidence and was inaccurate.\u003c/p>\n\u003cp>\"That’s being fabricated by Mr. Ford,\" Moore said, before calling for a sidebar with Ford and Judge Allan Hymer.\u003c/p>\n\u003cp>On Monday, Nia Wilson’s sisters, Tashiya and Letifah, recalled the horrific moments after the stabbing as their little sister bled out on the train platform.\u003c/p>\n\u003cp>\"I looked at her like, 'What’s going on?'\" Tashiya Wilson, 22, told the courtroom through tears, adding that Nia was clutching her neck. “I just see blood on her hands.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Kate Wolffe contributed reporting.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>An Apple engineer who died when his Tesla Model X slammed into a concrete barrier had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>His complaints were detailed in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20200211.aspx\">trove of documents released Tuesday\u003c/a> by federal investigators in two Tesla crashes involving Autopilot, one in the Bay Area and the other in Florida.\u003c/p>\n\u003cp>The National Transportation Safety Board is investigating the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> that killed Walter Huang, 38, near Mountain View. It’s also probing a crash in Delray Beach, Florida, that happened about a year later and killed driver Jeremy Banner.\u003c/p>\n\u003cp>The documents say Huang told his wife that Autopilot had previously veered his SUV toward the same barrier on U.S. 101 near Mountain View where he later crashed. Huang died at a hospital from his injuries. \u003c/p>\n\u003cp>“Walter said the car would veer toward the barrier in the mornings when he went to work,” the Huang family’s attorney wrote in a response to NTSB questions.\u003c/p>\n\u003cp>Records from an iPhone recovered from the crash site showed that Huang may have been using it before the accident. Records obtained from AT&T showed that data had been used while the vehicle was in motion, but the source of the transmissions couldn’t be determined, the NTSB wrote. One transmission was less than one minute before the crash.\u003c/p>\n\u003cp>Huang had described Autopilot’s previous malfunctioning to his brother, the Huang family attorney wrote, in addition to talking with a friend who owns a Model X. Huang, a software engineer, discussed with the friend how a patch to the Autopilot software affected its performance and made the Model X veer, according to the attorney.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Huang family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\">is suing Tesla, as well as Caltrans\u003c/a> for allegedly failing to maintain the highway.\u003c/p>\n\u003cp>Autopilot is a partially automated system designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times. \u003c/p>\n\u003cp>The full NTSB board is scheduled to hold a hearing on the Mountain View crash on Feb. 25. At that time, it will determine a cause and make safety recommendations.\u003c/p>\n\u003cp>NTSB staff members have already recommended that California transportation officials move faster to repair highway safety barriers damaged by vehicles.\u003c/p>\n\u003cp>A report from the agency says Caltrans failed to fix the barrier that was damaged in a crash 11 days before Huang was killed. In that incident, a 2010 Toyota Prius traveling over 75 mph crashed against the attenuator, a cushion that protects vehicles from hitting the end of concrete lane dividers. \u003c/p>\n\u003cp>The California Highway Patrol responded to the March 12 crash but did not notify Caltrans of the damage as required, the NTSB said.\u003c/p>\n\u003cp>[aside postID=news_11773179 hero='https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909-1020x666.jpg']\u003c/p>\n\u003cp>Huang’s 2017 Tesla Model X was traveling at 71 mph when it crashed against the same attenuator, which the NTSB determined had been damaged and repaired more frequently than any other left-exit in Caltrans’ District 4, which includes all of the Bay Area. \u003c/p>\n\u003cp>In the three years before the Tesla crash, the device was struck at least five times, including one crash that resulted in fatalities. A car struck it again on May 20, 2018, about two months after the Tesla crash, the NTSB said. \u003c/p>\n\u003cp>Caltrans spokesman Matt Rocco said the department is reviewing the NTSB report to determine its next steps but declined to answer questions.\u003c/p>\n\u003cp>“Safety remains Caltrans top priority,” he said.\u003c/p>\n\u003cp>In the Florida crash, Banner turned on the Autopilot function of his Model 3 sedan 10 seconds before the crash, then took his hands off the steering wheel, NTSB documents said. The car then drove underneath a tractor-trailer that was crossing in front of it, sheering off the car’s roof and killing Banner. It was eerily similar to another Florida crash in 2016 in which a Tesla on Autopilot went beneath a semi trailer.\u003c/p>\n\u003cp>The NTSB said in a preliminary report that it still hasn’t determined the cause of the crash. According to the report, traffic was light on the four-lane highway and dawn was breaking when Banner, 50, set his speed at 69 mph and activated the autopilot as he headed to work. The speed limit was 55 mph. Seconds later, a tractor-trailer driven by Richard Wood, 45, pulled from a driveway and began to cross to the other side of the highway. \u003c/p>\n\u003cp>Wood said he saw two sets of car headlights coming toward him, but he thought he had time to make it across. “It was dark and it looked like the cars was back further than they was,” Wood told NTSB investigators four days after the crash. \u003c/p>\n\u003cp>A photo taken by the NTSB from Tesla’s front-end video camera showed Wood’s trailer fully blocking the road 1.5 seconds before the crash. Data from the Tesla’s computer shows that Banner hit his brakes less than a second before the crash, but the car went under the trailer. Wood says he saw a second car but it didn’t hit the trailer.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An Apple engineer who died when his Tesla Model X slammed into a concrete barrier had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>His complaints were detailed in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20200211.aspx\">trove of documents released Tuesday\u003c/a> by federal investigators in two Tesla crashes involving Autopilot, one in the Bay Area and the other in Florida.\u003c/p>\n\u003cp>The National Transportation Safety Board is investigating the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> that killed Walter Huang, 38, near Mountain View. It’s also probing a crash in Delray Beach, Florida, that happened about a year later and killed driver Jeremy Banner.\u003c/p>\n\u003cp>The documents say Huang told his wife that Autopilot had previously veered his SUV toward the same barrier on U.S. 101 near Mountain View where he later crashed. Huang died at a hospital from his injuries. \u003c/p>\n\u003cp>“Walter said the car would veer toward the barrier in the mornings when he went to work,” the Huang family’s attorney wrote in a response to NTSB questions.\u003c/p>\n\u003cp>Records from an iPhone recovered from the crash site showed that Huang may have been using it before the accident. Records obtained from AT&T showed that data had been used while the vehicle was in motion, but the source of the transmissions couldn’t be determined, the NTSB wrote. One transmission was less than one minute before the crash.\u003c/p>\n\u003cp>Huang had described Autopilot’s previous malfunctioning to his brother, the Huang family attorney wrote, in addition to talking with a friend who owns a Model X. Huang, a software engineer, discussed with the friend how a patch to the Autopilot software affected its performance and made the Model X veer, according to the attorney.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Huang family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\">is suing Tesla, as well as Caltrans\u003c/a> for allegedly failing to maintain the highway.\u003c/p>\n\u003cp>Autopilot is a partially automated system designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times. \u003c/p>\n\u003cp>The full NTSB board is scheduled to hold a hearing on the Mountain View crash on Feb. 25. At that time, it will determine a cause and make safety recommendations.\u003c/p>\n\u003cp>NTSB staff members have already recommended that California transportation officials move faster to repair highway safety barriers damaged by vehicles.\u003c/p>\n\u003cp>A report from the agency says Caltrans failed to fix the barrier that was damaged in a crash 11 days before Huang was killed. In that incident, a 2010 Toyota Prius traveling over 75 mph crashed against the attenuator, a cushion that protects vehicles from hitting the end of concrete lane dividers. \u003c/p>\n\u003cp>The California Highway Patrol responded to the March 12 crash but did not notify Caltrans of the damage as required, the NTSB said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Huang’s 2017 Tesla Model X was traveling at 71 mph when it crashed against the same attenuator, which the NTSB determined had been damaged and repaired more frequently than any other left-exit in Caltrans’ District 4, which includes all of the Bay Area. \u003c/p>\n\u003cp>In the three years before the Tesla crash, the device was struck at least five times, including one crash that resulted in fatalities. A car struck it again on May 20, 2018, about two months after the Tesla crash, the NTSB said. \u003c/p>\n\u003cp>Caltrans spokesman Matt Rocco said the department is reviewing the NTSB report to determine its next steps but declined to answer questions.\u003c/p>\n\u003cp>“Safety remains Caltrans top priority,” he said.\u003c/p>\n\u003cp>In the Florida crash, Banner turned on the Autopilot function of his Model 3 sedan 10 seconds before the crash, then took his hands off the steering wheel, NTSB documents said. The car then drove underneath a tractor-trailer that was crossing in front of it, sheering off the car’s roof and killing Banner. It was eerily similar to another Florida crash in 2016 in which a Tesla on Autopilot went beneath a semi trailer.\u003c/p>\n\u003cp>The NTSB said in a preliminary report that it still hasn’t determined the cause of the crash. According to the report, traffic was light on the four-lane highway and dawn was breaking when Banner, 50, set his speed at 69 mph and activated the autopilot as he headed to work. The speed limit was 55 mph. Seconds later, a tractor-trailer driven by Richard Wood, 45, pulled from a driveway and began to cross to the other side of the highway. \u003c/p>\n\u003cp>Wood said he saw two sets of car headlights coming toward him, but he thought he had time to make it across. “It was dark and it looked like the cars was back further than they was,” Wood told NTSB investigators four days after the crash. \u003c/p>\n\u003cp>A photo taken by the NTSB from Tesla’s front-end video camera showed Wood’s trailer fully blocking the road 1.5 seconds before the crash. Data from the Tesla’s computer shows that Banner hit his brakes less than a second before the crash, but the car went under the trailer. Wood says he saw a second car but it didn’t hit the trailer.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The U.S. government’s highway safety agency has approved a Bay Area company’s request to exempt its self-driving delivery vehicle from federal regulations governing human-driven cars and trucks.\u003c/p>\n\u003cp>The approval for Mountain View-based Nuro marks the first time the National Highway Traffic Safety Administration has granted \u003ca href=\"https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/documents/nuro_grant_notice_final-unofficial.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">an exemption\u003c/a> for an autonomous vehicle without some of the standard safety and control equipment required for conventional passenger vehicles. \u003c/p>\n\u003cp>Nuro’s autonomous electric vehicles, which have been likened to toasters on wheels, can carry about 420 pounds of groceries, pizza pies or what have you at a top speed of 25 mph. The “zero-passenger” robot cars, which have been used for grocery deliveries in Arizona and Texas, have no steering wheels, brake pedals, windshields or mirrors. \u003c/p>\n\u003cp>Instead, they rely on an array of sensors, including standard and thermal-vision cameras, radar and lidar, and computer navigation that allows the vehicle to travel through areas the company has already mapped. The firm has told NHTSA its automated driving system will be backed up by “experienced human operators who are extensively trained in the vehicle’s systems” who can assume control of the robot if necessary.\u003c/p>\n\u003cp>The NHTSA exemption was granted for Nuro’s second-generation vehicle, the R2. The company \u003ca href=\"https://medium.com/nuro/introducing-r2-nuros-next-generation-self-driving-vehicle-a9974ff6c2e0\">calls it\u003c/a> “a socially responsible neighborhood vehicle that you can trust.” \u003c/p>\n\u003cfigure id=\"attachment_11800466\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro-800x450.jpeg\" alt=\"\" width=\"800\" height=\"450\" class=\"size-medium wp-image-11800466\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Key specifications and features for Nuro’s R2. \u003ccite>(Nuro)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In addition to all its advanced sensing hardware, navigational smarts and redundant braking and control systems, Nuro also touts what it calls the R2’s “pedestrian-protecting front end” — energy-absorbing “crumple zones” designed to reduce the severity of a collision impact. \u003c/p>\n\u003cp>In its NHTSA filings, Nuro has argued its front end would be significantly safer for a pedestrian collision victim than a conventional windshield, which have been found to be a leading factor in causing serious injuries. \u003c/p>\n\u003cp>Nuro says the fully loaded robot vehicle weighs 2,530 pounds. It’s 108 inches long, 43 inches wide and 73 inches high. If you’re looking for an existing vehicle comparison, the Smart ForTwo model comes close — the R2 is roughly the same weight, height and length as the diminutive commute car, but about 30 inches narrower. Nuro advertises that reduced width as an added safety factor in the vehicle’s interactions with pedestrians and cyclists.\u003c/p>\n\u003cp>\u003ca href=\"https://medium.com/nuro/why-nuro-and-walmart-have-teamed-up-bringing-autonomous-grocery-delivery-into-2020-8e1ae8b3b9f6\" rel=\"noopener noreferrer\" target=\"_blank\">Nuro announced \u003c/a> in December it planned to deploy the R2 in Houston to launch a grocery delivery service with Walmart.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/XKXbacNQGI8\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The company, teaming with Kroger, has operated similar services with its previous robot model, the R1, in both Houston and Scottsdale, Arizona. Last June, it partnered with Domino’s to test autonomous pizza deliveries in the Houston market. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Under the two-year temporary federal approval \u003ca href=\"https://www.nhtsa.gov/press-releases/nuro-exemption-low-speed-driverless-vehicle\" rel=\"noopener noreferrer\" target=\"_blank\">announced Thursday\u003c/a>, Nuro will be permitted to produce and deploy as many as 5,000 of its R2 units. The company will also be required to report any R2 crashes within 24 hours, hold regular meetings with the safety agency and do community outreach in the areas where its vehicles will operate. \u003c/p>\n\u003cp>Nuro, which launched in 2016, is led by two veterans of Google’s self-driving car program, Dave Ferguson and Jiajun Zhu. Its primary financial backing comes from the SoftBank Vision Fund, which a year ago invested $940 million in the firm.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government’s highway safety agency has approved a Bay Area company’s request to exempt its self-driving delivery vehicle from federal regulations governing human-driven cars and trucks.\u003c/p>\n\u003cp>The approval for Mountain View-based Nuro marks the first time the National Highway Traffic Safety Administration has granted \u003ca href=\"https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/documents/nuro_grant_notice_final-unofficial.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">an exemption\u003c/a> for an autonomous vehicle without some of the standard safety and control equipment required for conventional passenger vehicles. \u003c/p>\n\u003cp>Nuro’s autonomous electric vehicles, which have been likened to toasters on wheels, can carry about 420 pounds of groceries, pizza pies or what have you at a top speed of 25 mph. The “zero-passenger” robot cars, which have been used for grocery deliveries in Arizona and Texas, have no steering wheels, brake pedals, windshields or mirrors. \u003c/p>\n\u003cp>Instead, they rely on an array of sensors, including standard and thermal-vision cameras, radar and lidar, and computer navigation that allows the vehicle to travel through areas the company has already mapped. The firm has told NHTSA its automated driving system will be backed up by “experienced human operators who are extensively trained in the vehicle’s systems” who can assume control of the robot if necessary.\u003c/p>\n\u003cp>The NHTSA exemption was granted for Nuro’s second-generation vehicle, the R2. The company \u003ca href=\"https://medium.com/nuro/introducing-r2-nuros-next-generation-self-driving-vehicle-a9974ff6c2e0\">calls it\u003c/a> “a socially responsible neighborhood vehicle that you can trust.” \u003c/p>\n\u003cfigure id=\"attachment_11800466\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro-800x450.jpeg\" alt=\"\" width=\"800\" height=\"450\" class=\"size-medium wp-image-11800466\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Key specifications and features for Nuro’s R2. \u003ccite>(Nuro)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In addition to all its advanced sensing hardware, navigational smarts and redundant braking and control systems, Nuro also touts what it calls the R2’s “pedestrian-protecting front end” — energy-absorbing “crumple zones” designed to reduce the severity of a collision impact. \u003c/p>\n\u003cp>In its NHTSA filings, Nuro has argued its front end would be significantly safer for a pedestrian collision victim than a conventional windshield, which have been found to be a leading factor in causing serious injuries. \u003c/p>\n\u003cp>Nuro says the fully loaded robot vehicle weighs 2,530 pounds. It’s 108 inches long, 43 inches wide and 73 inches high. If you’re looking for an existing vehicle comparison, the Smart ForTwo model comes close — the R2 is roughly the same weight, height and length as the diminutive commute car, but about 30 inches narrower. Nuro advertises that reduced width as an added safety factor in the vehicle’s interactions with pedestrians and cyclists.\u003c/p>\n\u003cp>\u003ca href=\"https://medium.com/nuro/why-nuro-and-walmart-have-teamed-up-bringing-autonomous-grocery-delivery-into-2020-8e1ae8b3b9f6\" rel=\"noopener noreferrer\" target=\"_blank\">Nuro announced \u003c/a> in December it planned to deploy the R2 in Houston to launch a grocery delivery service with Walmart.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/XKXbacNQGI8\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The company, teaming with Kroger, has operated similar services with its previous robot model, the R1, in both Houston and Scottsdale, Arizona. Last June, it partnered with Domino’s to test autonomous pizza deliveries in the Houston market. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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},
"closealltabs": {
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"order": 9
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"meta": {
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"source": "WNYC"
},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"hidden-brain": {
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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"hyphenacion": {
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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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"order": 15
},
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
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"order": 18
},
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},
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"officialWebsiteLink": "http://latinousa.org/",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"meta": {
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
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},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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