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"content": "\u003cp>With apologies to San Francisco native \u003ca href=\"https://www.newyorker.com/books/page-turner/robert-frost-darkness-or-light\" target=\"_blank\" rel=\"noopener noreferrer\">Robert Frost\u003c/a>, who for all we know was an avid bicyclist of the \u003ca href=\"https://collection.maas.museum/object/242328\" target=\"_blank\" rel=\"noopener noreferrer\">penny farthing\u003c/a> era: \u003ca href=\"https://www.poetryfoundation.org/poems/44266/mending-wall\" target=\"_blank\" rel=\"noopener noreferrer\">Something there is\u003c/a> that loves a bike path, that wants to get out and ride.\u003c/p>\n\u003cp>The latest evidence of that, and of a long-term trend to create more and better non-motorized access to Bay Area bridges, is \u003ca href=\"https://www.kqed.org/news/11786768/richmond-san-rafael-bridge-bike-walking-path\" target=\"_blank\" rel=\"noopener noreferrer\">the breathtaking new bike-pedestrian path\u003c/a> that opened on the Richmond-San Rafael span last November.\u003cbr>\nhttps://twitter.com/RadioBWatt/status/1219645360873672704\u003c/p>\n\u003cp>That means six of the seven state-owned bridges in the Bay Area, plus the Golden Gate Bridge, all have some sort of bicycle or pedestrian access. The only links without such a path: the western span of the Bay Bridge and the San Mateo-Hayward Bridge.\u003c/p>\n\u003cp>While one might tend to see cycling and walking paths across the bridges as purely recreational amenities, the lanes are getting new scrutiny as serious commute and travel options. That's in part because of a dramatic increase in urban cycling in San Francisco, Oakland and other core Bay Area cities in the last decade. Another major factor: the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/E-bikes-are-wildly-popular-in-the-Bay-Area-Can-14966780.php\" target=\"_blank\" rel=\"noopener noreferrer\">growing popularity of electric-assist bikes\u003c/a> that make longer-distance rides, like commuting across your local bridge, less of a physical challenge than it has been in years past.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/f7EnqzvNmlw\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The new Richmond-San Rafael bike/pedestrian route — or \"people path,\" as cycling and walking advocates call it — is getting more attention than any of the other non-motorized crossings. That's because the path is not necessarily a permanent bridge feature but instead \u003ca href=\"https://www.kqed.org/news/11648255/san-rafael-richmond-bridge-eastbound-lane\" target=\"_blank\" rel=\"noopener noreferrer\">a four-year pilot project\u003c/a> that will study how heavily it's used and what impact it has on other modes of traffic across the bridge.\u003c/p>\n\u003cp>The path, separated from vehicle traffic by a 42-inch-high, movable concrete barrier, occupies a westbound upper-deck lane that was taken out of service during the drought of 1976-77 to install a water pipeline from the East Bay to then-parched Marin County. The pipeline was used for just a few months, but it was left in place for several years. When it was removed in 1982, the old right-hand traffic lane was left open for maintenance crews and vehicles that needed to move out of traffic.\u003c/p>\n\u003cp>A third traffic lane on the eastbound lower deck of the bridge was also removed from service, in 1980, to create a maintenance/breakdown lane. That third lane was put back into service for motor vehicles in the spring of 2018, a $36 million project designed to ease a choke point for evening commute traffic from U.S. 101 in San Rafael to Interstate 580 and the bridge.\u003c/p>\n\u003cp>Some officials in Marin and Contra Costa counties have lobbied for something similar on the Richmond-San Rafael span's upper deck. Their idea, meant to ease long morning rush-hour delays at the bridge's toll plaza, is to restrict bike and pedestrian use of the lane to non-commute hours.\u003c/p>\n\u003cp>That proposal has gone nowhere, for now. But local and regional officials, along with Caltrans and a team of transportation researchers from UC Berkeley, are watching how the new people path performs and how it affects overall bridge traffic.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, says Caltrans and UC Berkeley's Partners for Advanced Transportation Technology program are conducting a before-and-after study of conditions on the span that will be collecting data for the next several months.\u003c/p>\n\u003cp>[aside tag=\"bicycling\" label=\"related coverage\"]\u003cbr>\nSome of the key metrics under study include: traffic volumes in the westbound (morning commute) direction; travel times and vehicle delay; traffic collisions and other traffic incidents on the bridge; and how such incidents are managed, including the time required to clear collisions and reopen lanes to traffic.\u003c/p>\n\u003cp>As far as usage goes, what are the numbers so far? The jury is likely to be out for a while.\u003c/p>\n\u003cp>Cycling advocates point out that while transportation agencies have done an extensive amount of work to create a bike-friendly approach to the bridge on the Richmond side, those approaching the span from the Marin side face a more daunting experience. Most routes to and from the bridge on the San Rafael/San Quentin end of the bridge involve riding for a short distance on freeway ramps that offer no protection for cyclists and pedestrians. Until that happens, they say, the path's usage stats don't mean much.\u003c/p>\n\u003cp>But with that caveat in mind, numbers from the Metropolitan Transportation Commission show that 4,750 bikes were recorded entering the path on the Richmond side in December. That's after the initial euphoria, and very heavy use, of the new facility had passed. And it's during a period in which the weather was not great — measurable rain was recorded on 17 days during the month.\u003c/p>\n\u003cp>The MTC's numbers also show, unsurprisingly, that riding the bridge is mostly a weekend endeavor. For the period from last Nov. 16, when the path opened, through Jan. 6, Saturday ridership average 784 and Sundays 522, as measured by bikes entering the bridge from Richmond. The lowest daily average during the period: Wednesdays, with an average of 155.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "It's too early to say how much use the new 'people path' on the Richmond-San Rafael Bridge will get, but it's the latest move toward creating more and better non-motorized access to Bay Area bridges.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With apologies to San Francisco native \u003ca href=\"https://www.newyorker.com/books/page-turner/robert-frost-darkness-or-light\" target=\"_blank\" rel=\"noopener noreferrer\">Robert Frost\u003c/a>, who for all we know was an avid bicyclist of the \u003ca href=\"https://collection.maas.museum/object/242328\" target=\"_blank\" rel=\"noopener noreferrer\">penny farthing\u003c/a> era: \u003ca href=\"https://www.poetryfoundation.org/poems/44266/mending-wall\" target=\"_blank\" rel=\"noopener noreferrer\">Something there is\u003c/a> that loves a bike path, that wants to get out and ride.\u003c/p>\n\u003cp>The latest evidence of that, and of a long-term trend to create more and better non-motorized access to Bay Area bridges, is \u003ca href=\"https://www.kqed.org/news/11786768/richmond-san-rafael-bridge-bike-walking-path\" target=\"_blank\" rel=\"noopener noreferrer\">the breathtaking new bike-pedestrian path\u003c/a> that opened on the Richmond-San Rafael span last November.\u003cbr>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>That means six of the seven state-owned bridges in the Bay Area, plus the Golden Gate Bridge, all have some sort of bicycle or pedestrian access. The only links without such a path: the western span of the Bay Bridge and the San Mateo-Hayward Bridge.\u003c/p>\n\u003cp>While one might tend to see cycling and walking paths across the bridges as purely recreational amenities, the lanes are getting new scrutiny as serious commute and travel options. That's in part because of a dramatic increase in urban cycling in San Francisco, Oakland and other core Bay Area cities in the last decade. Another major factor: the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/E-bikes-are-wildly-popular-in-the-Bay-Area-Can-14966780.php\" target=\"_blank\" rel=\"noopener noreferrer\">growing popularity of electric-assist bikes\u003c/a> that make longer-distance rides, like commuting across your local bridge, less of a physical challenge than it has been in years past.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/f7EnqzvNmlw\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The new Richmond-San Rafael bike/pedestrian route — or \"people path,\" as cycling and walking advocates call it — is getting more attention than any of the other non-motorized crossings. That's because the path is not necessarily a permanent bridge feature but instead \u003ca href=\"https://www.kqed.org/news/11648255/san-rafael-richmond-bridge-eastbound-lane\" target=\"_blank\" rel=\"noopener noreferrer\">a four-year pilot project\u003c/a> that will study how heavily it's used and what impact it has on other modes of traffic across the bridge.\u003c/p>\n\u003cp>The path, separated from vehicle traffic by a 42-inch-high, movable concrete barrier, occupies a westbound upper-deck lane that was taken out of service during the drought of 1976-77 to install a water pipeline from the East Bay to then-parched Marin County. The pipeline was used for just a few months, but it was left in place for several years. When it was removed in 1982, the old right-hand traffic lane was left open for maintenance crews and vehicles that needed to move out of traffic.\u003c/p>\n\u003cp>A third traffic lane on the eastbound lower deck of the bridge was also removed from service, in 1980, to create a maintenance/breakdown lane. That third lane was put back into service for motor vehicles in the spring of 2018, a $36 million project designed to ease a choke point for evening commute traffic from U.S. 101 in San Rafael to Interstate 580 and the bridge.\u003c/p>\n\u003cp>Some officials in Marin and Contra Costa counties have lobbied for something similar on the Richmond-San Rafael span's upper deck. Their idea, meant to ease long morning rush-hour delays at the bridge's toll plaza, is to restrict bike and pedestrian use of the lane to non-commute hours.\u003c/p>\n\u003cp>That proposal has gone nowhere, for now. But local and regional officials, along with Caltrans and a team of transportation researchers from UC Berkeley, are watching how the new people path performs and how it affects overall bridge traffic.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, says Caltrans and UC Berkeley's Partners for Advanced Transportation Technology program are conducting a before-and-after study of conditions on the span that will be collecting data for the next several months.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nSome of the key metrics under study include: traffic volumes in the westbound (morning commute) direction; travel times and vehicle delay; traffic collisions and other traffic incidents on the bridge; and how such incidents are managed, including the time required to clear collisions and reopen lanes to traffic.\u003c/p>\n\u003cp>As far as usage goes, what are the numbers so far? The jury is likely to be out for a while.\u003c/p>\n\u003cp>Cycling advocates point out that while transportation agencies have done an extensive amount of work to create a bike-friendly approach to the bridge on the Richmond side, those approaching the span from the Marin side face a more daunting experience. Most routes to and from the bridge on the San Rafael/San Quentin end of the bridge involve riding for a short distance on freeway ramps that offer no protection for cyclists and pedestrians. Until that happens, they say, the path's usage stats don't mean much.\u003c/p>\n\u003cp>But with that caveat in mind, numbers from the Metropolitan Transportation Commission show that 4,750 bikes were recorded entering the path on the Richmond side in December. That's after the initial euphoria, and very heavy use, of the new facility had passed. And it's during a period in which the weather was not great — measurable rain was recorded on 17 days during the month.\u003c/p>\n\u003cp>The MTC's numbers also show, unsurprisingly, that riding the bridge is mostly a weekend endeavor. For the period from last Nov. 16, when the path opened, through Jan. 6, Saturday ridership average 784 and Sundays 522, as measured by bikes entering the bridge from Richmond. The lowest daily average during the period: Wednesdays, with an average of 155.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The U.S. government's auto safety agency is looking into allegations that all three models of Tesla's electric vehicles can accelerate suddenly on their own.\u003c/p>\n\u003cp>An unidentified person petitioned the National Highway Traffic Safety Administration asking for an investigation into the problem. An agency document shows 127 owner complaints to the government, which includes 110 crashes and 52 injuries.\u003c/p>\n\u003cp>The agency said it will look into allegations that cover about 500,000 Tesla vehicles. That includes Model 3, Model S and Model X vehicles from the 2013 through 2019 model years. The agency's investigations office will evaluate the petition and then decide if it should open a formal probe.\u003c/p>\n\u003cp>Messages were left Friday seeking comment from Tesla.\u003c/p>\n\u003cp>NHTSA is already investigating three December crashes involving Tesla vehicles in which three people were killed. The agency's special crash investigations unit sent teams to Gardena, California, and Terre Haute, Indiana, to probe two fatal crashes. Another crash in Connecticut also is under investigation.\u003c/p>\n\u003cp>Frank Boris, a former head of safety defect investigations for NHTSA, said the number of complaints cited in the petition is unusual and warrants further investigation.\u003c/p>\n\u003cp>“The sheer number of complaints would certainly catch my eye,” said Boris, who now runs an auto safety consulting business.\u003c/p>\n\u003cp>Tesla owners communicate with other owners in online forums and via social media, and that could influence the number of complaints, he said.\u003c/p>\n\u003cp>[aside postID='news_11793816,news_11778417,news_11723347']He thought the timing of the petition is good, because the agency needs to do a “deeper dive” into Tesla safety, he said.\u003c/p>\n\u003cp>Some of the unintended acceleration complaints, which have yet to be verified by NHTSA, allege that the cars’ electronics malfunctioned.\u003c/p>\n\u003cp>For instance, one owner in San Clemente told NHTSA that in November 2018, a Model X SUV accelerated on its own to full power during a U-turn on a city street. The driver had a foot on the brake, but the SUV accelerated in a fraction of a second, according to the complaint. The driver alleged that something in Tesla’s system “triggered the sudden spontaneously full acceleration, resulting in this collision.”\u003c/p>\n\u003cp>The SUV hit a parked vehicle, the air bags inflated and the owner had a large abdominal bruise and several small chest bruises, according to the complaint. People who file complaints with NHTSA are not identified in the agency’s database.\u003c/p>\n\u003cp>That driver asked NHTSA to find out whether the Tesla complaints had common elements, including parking or making turns at low speeds.\u003c/p>\n\u003cp>In another crash, in May 2013, the owner of a Model S sedan in Thousand Oaks complained that while pulling into a parking spot the car suddenly accelerated on its own.\u003c/p>\n\u003cp>The Model S went over a parking block and a curb and struck a cement light post. The air bags inflated, but no one was hurt, the complaint said.\u003c/p>\n\u003cp>Three weeks after the crash, the owner got a letter from Tesla saying that the accelerator was depressed to 48% just before the crash and 98% at the time of impact. The owner still believes the car accelerated by itself, the complaint stated.\u003c/p>\n\u003cp>Anyone can petition NHTSA to investigate an auto safety problem, and the agency said in a statement Friday that it encourages people to report concerns.\u003c/p>\n\u003cp>In the other Tesla crashes that NHTSA is investigating, authorities are trying to determine whether the cars were operating on Tesla's Autopilot driver assist system, which is designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Separately, the National Transportation Safety Board will hold a hearing Feb. 25 on a fatal crash in Mountain View involving a Tesla that was operating on the company's Autopilot system.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>NHTSA’s crash program has inspected 23 crashes involving vehicles that the agency believed were operating on some form of partially automated advanced driver assist system. Fourteen of these cases involved Tesla models.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government's auto safety agency is looking into allegations that all three models of Tesla's electric vehicles can accelerate suddenly on their own.\u003c/p>\n\u003cp>An unidentified person petitioned the National Highway Traffic Safety Administration asking for an investigation into the problem. An agency document shows 127 owner complaints to the government, which includes 110 crashes and 52 injuries.\u003c/p>\n\u003cp>The agency said it will look into allegations that cover about 500,000 Tesla vehicles. That includes Model 3, Model S and Model X vehicles from the 2013 through 2019 model years. The agency's investigations office will evaluate the petition and then decide if it should open a formal probe.\u003c/p>\n\u003cp>Messages were left Friday seeking comment from Tesla.\u003c/p>\n\u003cp>NHTSA is already investigating three December crashes involving Tesla vehicles in which three people were killed. The agency's special crash investigations unit sent teams to Gardena, California, and Terre Haute, Indiana, to probe two fatal crashes. Another crash in Connecticut also is under investigation.\u003c/p>\n\u003cp>Frank Boris, a former head of safety defect investigations for NHTSA, said the number of complaints cited in the petition is unusual and warrants further investigation.\u003c/p>\n\u003cp>“The sheer number of complaints would certainly catch my eye,” said Boris, who now runs an auto safety consulting business.\u003c/p>\n\u003cp>Tesla owners communicate with other owners in online forums and via social media, and that could influence the number of complaints, he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>He thought the timing of the petition is good, because the agency needs to do a “deeper dive” into Tesla safety, he said.\u003c/p>\n\u003cp>Some of the unintended acceleration complaints, which have yet to be verified by NHTSA, allege that the cars’ electronics malfunctioned.\u003c/p>\n\u003cp>For instance, one owner in San Clemente told NHTSA that in November 2018, a Model X SUV accelerated on its own to full power during a U-turn on a city street. The driver had a foot on the brake, but the SUV accelerated in a fraction of a second, according to the complaint. The driver alleged that something in Tesla’s system “triggered the sudden spontaneously full acceleration, resulting in this collision.”\u003c/p>\n\u003cp>The SUV hit a parked vehicle, the air bags inflated and the owner had a large abdominal bruise and several small chest bruises, according to the complaint. People who file complaints with NHTSA are not identified in the agency’s database.\u003c/p>\n\u003cp>That driver asked NHTSA to find out whether the Tesla complaints had common elements, including parking or making turns at low speeds.\u003c/p>\n\u003cp>In another crash, in May 2013, the owner of a Model S sedan in Thousand Oaks complained that while pulling into a parking spot the car suddenly accelerated on its own.\u003c/p>\n\u003cp>The Model S went over a parking block and a curb and struck a cement light post. The air bags inflated, but no one was hurt, the complaint said.\u003c/p>\n\u003cp>Three weeks after the crash, the owner got a letter from Tesla saying that the accelerator was depressed to 48% just before the crash and 98% at the time of impact. The owner still believes the car accelerated by itself, the complaint stated.\u003c/p>\n\u003cp>Anyone can petition NHTSA to investigate an auto safety problem, and the agency said in a statement Friday that it encourages people to report concerns.\u003c/p>\n\u003cp>In the other Tesla crashes that NHTSA is investigating, authorities are trying to determine whether the cars were operating on Tesla's Autopilot driver assist system, which is designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Separately, the National Transportation Safety Board will hold a hearing Feb. 25 on a fatal crash in Mountain View involving a Tesla that was operating on the company's Autopilot system.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>NHTSA’s crash program has inspected 23 crashes involving vehicles that the agency believed were operating on some form of partially automated advanced driver assist system. Fourteen of these cases involved Tesla models.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A new strain of coronavirus — named \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">2019-nCoV\u003c/a> — has been discovered in China. \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">Health officials\u003c/a> say it’s the culprit in a pneumonia outbreak in the central city of Wuhan, where more than \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">40 people\u003c/a> have been diagnosed with mysterious viral lung infections since early December. Two cases have been identified in \u003ca href=\"https://www.who.int/news-room/detail/13-01-2020-who-statement-on-novel-coronavirus-in-thailand\" target=\"_blank\" rel=\"noopener noreferrer\">Thailand\u003c/a>, and one in \u003ca href=\"https://www.reuters.com/article/us-china-health-pneumonia-japan/japan-confirms-case-of-new-chinese-virus-spread-is-concerning-idUSKBN1ZF02Z\" target=\"_blank\" rel=\"noopener noreferrer\">Japan\u003c/a>, from travelers who had recently come from Wuhan. \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">Two deaths\u003c/a> have been reported in Wuhan.\u003c/p>\n\u003cp>Chinese researchers say they sequenced the new coronavirus’s genome from one patient’s samples and matched it to others in the outbreak.\u003c/p>\n\u003cp>Concern about the potential for spread has prompted a number of international airports to begin screening passengers from Wuhan. On Friday, the Centers for Disease Control and Prevention announced that three U.S. airports — JFK in New York, SFO in San Francisco and LAX in Los Angeles — will screen for symptoms.\u003c/p>\n\u003cp>The CDC will begin screening the first passengers arriving at SFO from Wuhan on Saturday morning.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Vineet Menachery, a virologist at the University of Texas Medical Branch at Galveston\"]‘Viruses that emerge from animals need some time to become an epidemic strain. The faster you find them, the faster you limit the spread.’[/pullquote]\u003c/p>\n\u003cp>The New York and San Francisco airports each receive three direct flights from Wuhan each week, said Dr. Martin Cetron. Los Angeles International gets significant numbers of passengers who start their journeys in Wuhan but change planes in Beijing.\u003c/p>\n\u003cp>Some, but not all, of the cases appear to be linked to a large seafood market in the city, which also sells live animals for meat. Experts think the infection probably came from people touching or eating animals that carry the virus. These individuals then developed viral\u003ca href=\"https://www.who.int/csr/don/05-january-2020-pneumonia-of-unkown-cause-china/en/\" target=\"_blank\" rel=\"noopener noreferrer\"> symptoms\u003c/a> including fever, breathing issues and lesions on their lungs.\u003c/p>\n\u003cp>The coronavirus family includes six other strains known to infect humans. All share a signature look under a strong microscope: a circle with spikes coming off the surface, ending with small blobs — hence the “corona.”\u003c/p>\n\u003cp>“Kind of looks like the peaks of a crown,” says \u003ca href=\"https://cellbio.jhmi.edu/people/faculty/carolyn-machamer-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Carolyn Machamer\u003c/a>, a virologist and cell biologist at the Johns Hopkins University School of Medicine.\u003c/p>\n\u003cp>Four of those strains cause common colds, and two — SARS and MERS — have caused major pandemics. So how concerned should you be about this new disease?\u003c/p>\n\u003cp>Virologists watching the outbreak are asking three main questions to assess the severity of this coronavirus, on the scale of sniffles to severe threat:\u003c/p>\n\u003ch3>\u003cstrong>1. Is it Contagious? \u003c/strong>\u003c/h3>\n\u003cp>Chinese authorities \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">say\u003c/a> the virus does not transmit easily between people.\u003c/p>\n\u003cp>Since health workers treating patients don’t seem to have fallen sick, it’s reasonable to believe that the virus doesn’t spread efficiently, says \u003ca href=\"https://microbiology.utmb.edu/faculty/vineet-d-menachery-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Vineet Menachery\u003c/a>, a virologist at the University of Texas Medical Branch at Galveston.\u003c/p>\n\u003cp>The ease of person-to-person spread rests on several factors, including how well the virus replicates in a person and where in the body the infection is located.\u003c/p>\n\u003cp>“If it’s in the nose or the upper airways, it potentially could be breathed or coughed out easier” compared with a deeper lung infection, says \u003ca href=\"https://www.medschool.umaryland.edu/profiles/Frieman-Matthew/\" target=\"_blank\" rel=\"noopener noreferrer\">Matthew Frieman\u003c/a>, a virologist at the University of Maryland School of Medicine.\u003c/p>\n\u003cp>The SARS virus spread readily through close person-to-person contact. The SARS pandemic originated in southern China in 2002, infected more than 8,000 people globally and caused some 800 deaths before the outbreak ended the following year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.who.int/emergencies/mers-cov/en/\">MERS\u003c/a>, which emerged in 2012 in Saudi Arabia, appears to spread less easily between people but to be more lethal. To date, it has infected around 2,500 people and caused around 850 deaths.\u003c/p>\n\u003ch3>\u003cstrong>2. Is it Lethal?\u003c/strong>\u003c/h3>\n\u003cp>Chinese health authorities have reported \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">two deaths\u003c/a> from the virus in Wuhan: a 61-year-old man, described as a frequent visitor to the market, died last week, and a 69-year-old man, who became ill on New Year’s Eve, died Wednesday.\u003c/p>\n\u003cp>About half-a-dozen patients were in critical condition. Other patients have been treated and discharged.\u003c/p>\n\u003cp>The fact that people seem able to fight off the infection and recover is a good sign, says Machamer of Johns Hopkins.\u003c/p>\n\u003cp>“It’s a serious-enough infection, but not like SARS or MERS,” she says.\u003c/p>\n\u003cp>Health authorities are monitoring the patients in Wuhan and their close contacts to help manage the outbreak.\u003c/p>\n\u003ch3>\u003cstrong>3. Is it Contained? \u003c/strong>\u003c/h3>\n\u003cp>So far, three cases of coronavirus have been confirmed outside of China, in travelers from Wuhan.\u003ca href=\"https://www.who.int/thailand/news/detail/13-01-2020-thailand-responding-to-the-novel-coronavirus\"> Two Chinese tourists\u003c/a> in Thailand and a Japanese man who returned from a trip to Wuhan were all confirmed to have the coronavirus. The World Health Organization says it’s “\u003ca href=\"https://www.who.int/health-topics/coronavirus\" target=\"_blank\" rel=\"noopener noreferrer\">not unexpected\u003c/a>” for cases to be found elsewhere and called on other countries to monitor for signs.\u003cbr>\n[aside tag=\"infectious-disease\" label=\"Related coverage\"]\u003cbr>\nEarlier this month, authorities\u003ca href=\"https://www.chinadaily.com.cn/a/202001/01/WS5e0c6a49a310cf3e35581e30.html\" target=\"_blank\" rel=\"noopener noreferrer\"> closed\u003c/a> the seafood and live animal market linked to the pneumonia cases for cleaning and investigations. It’s a step from the post-SARS playbook on containing outbreaks.\u003c/p>\n\u003cp>“Viruses that emerge from animals need some time to become an epidemic strain,” says Menachery. “The faster you find them, the faster you limit the spread.”\u003c/p>\n\u003cp>He says that closing live animal markets in China and implementing strict quarantine procedures helped end the SARS outbreak globally.\u003c/p>\n\u003cp>CDC will add about 100 staff to the three U.S. airports where screening will take place at its quarantine stations.\u003c/p>\n\u003cp>People with symptoms who seem like they might be infected will undergo testing for flu or other possible causes. Specimens can be sent to CDC for specialized testing for the new virus, though it can take a day for those results to come back, CDC officials said.\u003c/p>\n\u003cp>As more information about the virus comes to light, CDC says it will “reassess entry screening measures and could scale activities up or down accordingly.”\u003c/p>\n\u003cp>On the “scared or not scared” scale, Frieman says his concern level for this outbreak is 4 out of 10. Signs point to an infection that’s not very lethal and doesn’t spread easily between people.\u003c/p>\n\u003cp>But until the source of the infection is found, there’s no guarantee that the problem has been contained.\u003c/p>\n\u003cp>Several of the cases appear to be in people who did not visit the market that was closed, suggesting that animals from the same infected population may have been sold at other live markets or that, in some cases, it can spread between people.\u003c/p>\n\u003cp>If the number of cases increase, or more people start dying, he’ll worry more. And if the virus shows signs of mutating and becomes easily transmitted between people, he says virologists will become very concerned — that’s a historic warning sign for pandemics.\u003c/p>\n\u003cp>\u003cem>The Associated Press contributed to this report.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>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=CDC+To+Screen+For+New+Strain+Of+Coronavirus+At+3+U.S.+Airports&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\u003cdiv>[ad fullwidth]\u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The strain, discovered in China, has been reported in the city of Wuhan and in two other countries. On Saturday morning, the CDC will begin screening the first passengers arriving at San Francisco National Airport from Wuhan.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new strain of coronavirus — named \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">2019-nCoV\u003c/a> — has been discovered in China. \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">Health officials\u003c/a> say it’s the culprit in a pneumonia outbreak in the central city of Wuhan, where more than \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">40 people\u003c/a> have been diagnosed with mysterious viral lung infections since early December. Two cases have been identified in \u003ca href=\"https://www.who.int/news-room/detail/13-01-2020-who-statement-on-novel-coronavirus-in-thailand\" target=\"_blank\" rel=\"noopener noreferrer\">Thailand\u003c/a>, and one in \u003ca href=\"https://www.reuters.com/article/us-china-health-pneumonia-japan/japan-confirms-case-of-new-chinese-virus-spread-is-concerning-idUSKBN1ZF02Z\" target=\"_blank\" rel=\"noopener noreferrer\">Japan\u003c/a>, from travelers who had recently come from Wuhan. \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">Two deaths\u003c/a> have been reported in Wuhan.\u003c/p>\n\u003cp>Chinese researchers say they sequenced the new coronavirus’s genome from one patient’s samples and matched it to others in the outbreak.\u003c/p>\n\u003cp>Concern about the potential for spread has prompted a number of international airports to begin screening passengers from Wuhan. On Friday, the Centers for Disease Control and Prevention announced that three U.S. airports — JFK in New York, SFO in San Francisco and LAX in Los Angeles — will screen for symptoms.\u003c/p>\n\u003cp>The CDC will begin screening the first passengers arriving at SFO from Wuhan on Saturday morning.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The New York and San Francisco airports each receive three direct flights from Wuhan each week, said Dr. Martin Cetron. Los Angeles International gets significant numbers of passengers who start their journeys in Wuhan but change planes in Beijing.\u003c/p>\n\u003cp>Some, but not all, of the cases appear to be linked to a large seafood market in the city, which also sells live animals for meat. Experts think the infection probably came from people touching or eating animals that carry the virus. These individuals then developed viral\u003ca href=\"https://www.who.int/csr/don/05-january-2020-pneumonia-of-unkown-cause-china/en/\" target=\"_blank\" rel=\"noopener noreferrer\"> symptoms\u003c/a> including fever, breathing issues and lesions on their lungs.\u003c/p>\n\u003cp>The coronavirus family includes six other strains known to infect humans. All share a signature look under a strong microscope: a circle with spikes coming off the surface, ending with small blobs — hence the “corona.”\u003c/p>\n\u003cp>“Kind of looks like the peaks of a crown,” says \u003ca href=\"https://cellbio.jhmi.edu/people/faculty/carolyn-machamer-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Carolyn Machamer\u003c/a>, a virologist and cell biologist at the Johns Hopkins University School of Medicine.\u003c/p>\n\u003cp>Four of those strains cause common colds, and two — SARS and MERS — have caused major pandemics. So how concerned should you be about this new disease?\u003c/p>\n\u003cp>Virologists watching the outbreak are asking three main questions to assess the severity of this coronavirus, on the scale of sniffles to severe threat:\u003c/p>\n\u003ch3>\u003cstrong>1. Is it Contagious? \u003c/strong>\u003c/h3>\n\u003cp>Chinese authorities \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">say\u003c/a> the virus does not transmit easily between people.\u003c/p>\n\u003cp>Since health workers treating patients don’t seem to have fallen sick, it’s reasonable to believe that the virus doesn’t spread efficiently, says \u003ca href=\"https://microbiology.utmb.edu/faculty/vineet-d-menachery-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Vineet Menachery\u003c/a>, a virologist at the University of Texas Medical Branch at Galveston.\u003c/p>\n\u003cp>The ease of person-to-person spread rests on several factors, including how well the virus replicates in a person and where in the body the infection is located.\u003c/p>\n\u003cp>“If it’s in the nose or the upper airways, it potentially could be breathed or coughed out easier” compared with a deeper lung infection, says \u003ca href=\"https://www.medschool.umaryland.edu/profiles/Frieman-Matthew/\" target=\"_blank\" rel=\"noopener noreferrer\">Matthew Frieman\u003c/a>, a virologist at the University of Maryland School of Medicine.\u003c/p>\n\u003cp>The SARS virus spread readily through close person-to-person contact. The SARS pandemic originated in southern China in 2002, infected more than 8,000 people globally and caused some 800 deaths before the outbreak ended the following year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.who.int/emergencies/mers-cov/en/\">MERS\u003c/a>, which emerged in 2012 in Saudi Arabia, appears to spread less easily between people but to be more lethal. To date, it has infected around 2,500 people and caused around 850 deaths.\u003c/p>\n\u003ch3>\u003cstrong>2. Is it Lethal?\u003c/strong>\u003c/h3>\n\u003cp>Chinese health authorities have reported \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">two deaths\u003c/a> from the virus in Wuhan: a 61-year-old man, described as a frequent visitor to the market, died last week, and a 69-year-old man, who became ill on New Year’s Eve, died Wednesday.\u003c/p>\n\u003cp>About half-a-dozen patients were in critical condition. Other patients have been treated and discharged.\u003c/p>\n\u003cp>The fact that people seem able to fight off the infection and recover is a good sign, says Machamer of Johns Hopkins.\u003c/p>\n\u003cp>“It’s a serious-enough infection, but not like SARS or MERS,” she says.\u003c/p>\n\u003cp>Health authorities are monitoring the patients in Wuhan and their close contacts to help manage the outbreak.\u003c/p>\n\u003ch3>\u003cstrong>3. Is it Contained? \u003c/strong>\u003c/h3>\n\u003cp>So far, three cases of coronavirus have been confirmed outside of China, in travelers from Wuhan.\u003ca href=\"https://www.who.int/thailand/news/detail/13-01-2020-thailand-responding-to-the-novel-coronavirus\"> Two Chinese tourists\u003c/a> in Thailand and a Japanese man who returned from a trip to Wuhan were all confirmed to have the coronavirus. The World Health Organization says it’s “\u003ca href=\"https://www.who.int/health-topics/coronavirus\" target=\"_blank\" rel=\"noopener noreferrer\">not unexpected\u003c/a>” for cases to be found elsewhere and called on other countries to monitor for signs.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nEarlier this month, authorities\u003ca href=\"https://www.chinadaily.com.cn/a/202001/01/WS5e0c6a49a310cf3e35581e30.html\" target=\"_blank\" rel=\"noopener noreferrer\"> closed\u003c/a> the seafood and live animal market linked to the pneumonia cases for cleaning and investigations. It’s a step from the post-SARS playbook on containing outbreaks.\u003c/p>\n\u003cp>“Viruses that emerge from animals need some time to become an epidemic strain,” says Menachery. “The faster you find them, the faster you limit the spread.”\u003c/p>\n\u003cp>He says that closing live animal markets in China and implementing strict quarantine procedures helped end the SARS outbreak globally.\u003c/p>\n\u003cp>CDC will add about 100 staff to the three U.S. airports where screening will take place at its quarantine stations.\u003c/p>\n\u003cp>People with symptoms who seem like they might be infected will undergo testing for flu or other possible causes. Specimens can be sent to CDC for specialized testing for the new virus, though it can take a day for those results to come back, CDC officials said.\u003c/p>\n\u003cp>As more information about the virus comes to light, CDC says it will “reassess entry screening measures and could scale activities up or down accordingly.”\u003c/p>\n\u003cp>On the “scared or not scared” scale, Frieman says his concern level for this outbreak is 4 out of 10. Signs point to an infection that’s not very lethal and doesn’t spread easily between people.\u003c/p>\n\u003cp>But until the source of the infection is found, there’s no guarantee that the problem has been contained.\u003c/p>\n\u003cp>Several of the cases appear to be in people who did not visit the market that was closed, suggesting that animals from the same infected population may have been sold at other live markets or that, in some cases, it can spread between people.\u003c/p>\n\u003cp>If the number of cases increase, or more people start dying, he’ll worry more. And if the virus shows signs of mutating and becomes easily transmitted between people, he says virologists will become very concerned — that’s a historic warning sign for pandemics.\u003c/p>\n\u003cp>\u003cem>The Associated Press contributed to this report.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>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=CDC+To+Screen+For+New+Strain+Of+Coronavirus+At+3+U.S.+Airports&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\u003cdiv>\u003c/p>\u003c/div>",
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"content": "\u003cp>A fleet of Toyota Priuses equipped with sensors to detect greenhouse gases, particulate matter and other pollutants is monitoring air quality across the Bay Area.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District announced this month that the hybrids will collect block-by-block data from all nine Bay Area counties, spanning more than 5,000 square miles of public roads. The district will use data collected through this year and early 2021 to create hyper-local air quality maps. Those will be available to the public on the BAAQMD’s website starting later this year.\u003c/p>\n\u003cfigure id=\"attachment_1955799\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1955799\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/Air-Quality-Photo-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Bay Area Air Quality Management District’s fleet of low-emissions cars will measure air quality with a unit of sensors stored in the back. \u003ccite>(Peter Arcuni/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The air district is partnering with technology company \u003ca href=\"https://aclima.io/\" target=\"_blank\" rel=\"noopener noreferrer\">Aclima\u003c/a> to outfit the mobile fleet with sensors that measure pollution in the form of carbon monoxide, carbon dioxide, nitrogen monoxide, nitrogen dioxide, ozone and fine particulate matter, all detrimental to human health. Aclima will help analyze the data.\u003c/p>\n\u003cp>Air quality district executive officer Jack Broadbent says recent wildfires, climate change and federal rollbacks of emission standards have created a need for more precise local air quality tracking.\u003c/p>\n\u003cp>“What we need now, more than ever, are facts,” Broadbent said, adding that his agency is going to use “new technologies and approaches to build upon our air quality data to better inform our actions and protect Bay Area residents.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The district has 30 stationary air monitoring stations spread across the region. Data from these stations feeds into the continually updating federal \u003ca href=\"https://airnow.gov/index.cfm?action=airnow.local_city&cityid=317\" target=\"_blank\" rel=\"noopener noreferrer\">AirNow map\u003c/a>. But this data doesn’t reflect the differences in air quality across all Bay Area cities or neighborhoods.\u003c/p>\n\u003cp>[pullquote] The Air Quality District’s chief says the data will “help drive the air quality and climate efforts well into the future.”[/pullquote]\u003c/p>\n\u003cp>A study published in \u003cem>Environmental Science & Technology\u003c/em> in 2017 showed that pollution in West Oakland could \u003ca href=\"https://www.kqed.org/science/1950648/californians-turn-to-low-cost-sensors-for-highly-local-air-quality-info\" target=\"_blank\" rel=\"noopener noreferrer\">vary significantly from block to block\u003c/a>. The researchers mounted air sensors onto Google Street View cars. Air quality maps that use data from consumer air sensors, like \u003ca href=\"https://www.purpleair.com/map\" target=\"_blank\" rel=\"noopener noreferrer\">Purple Air\u003c/a>, have painted a similar picture in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_1955800\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1955800\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/Air-Quality-Photo-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The air intake valve on one of the Air District’s new pollution monitoring cars. \u003ccite>(Peter Arcuni/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While the BAAQMD won’t post the new data in real time, it will be compiled over months and used to create a public map of air pollution and greenhouse levels on every block in the Bay Area. The map will be similar to the \u003ca href=\"https://insights.aclima.io/west-oakland\" target=\"_blank\" rel=\"noopener noreferrer\">one\u003c/a> created for West Oakland, according to Aclima.\u003c/p>\n\u003cp>“This new data will help us identify pollution hotspots in order to strengthen and target our actions to reduce emissions … partnering with local governments and communities to protect public health,” said Ranyee Chiang, the BAAQMD’s director of meterology and measurement.\u003c/p>\n\u003cp>Broadbent says the project will give policymakers accurate data to “help drive the air quality and climate efforts well into the future.”\u003c/p>\n\u003cp>In August the district dispatched the first vehicles to the Richmond-San Pablo area. The fleet has since expanded to San Francisco, Alameda, Contra Costa, San Mateo and Santa Clara counties. The rollout will be completed in the coming months.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Representatives from BAAQMD and Aclima say the Bay Area fleet will eventually number “dozens” of cars that measure air quality 24 hours a day, seven days a week.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A fleet of Toyota Priuses equipped with sensors to detect greenhouse gases, particulate matter and other pollutants is monitoring air quality across the Bay Area.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District announced this month that the hybrids will collect block-by-block data from all nine Bay Area counties, spanning more than 5,000 square miles of public roads. The district will use data collected through this year and early 2021 to create hyper-local air quality maps. Those will be available to the public on the BAAQMD’s website starting later this year.\u003c/p>\n\u003cfigure id=\"attachment_1955799\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1955799\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/Air-Quality-Photo-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Bay Area Air Quality Management District’s fleet of low-emissions cars will measure air quality with a unit of sensors stored in the back. \u003ccite>(Peter Arcuni/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The air district is partnering with technology company \u003ca href=\"https://aclima.io/\" target=\"_blank\" rel=\"noopener noreferrer\">Aclima\u003c/a> to outfit the mobile fleet with sensors that measure pollution in the form of carbon monoxide, carbon dioxide, nitrogen monoxide, nitrogen dioxide, ozone and fine particulate matter, all detrimental to human health. Aclima will help analyze the data.\u003c/p>\n\u003cp>Air quality district executive officer Jack Broadbent says recent wildfires, climate change and federal rollbacks of emission standards have created a need for more precise local air quality tracking.\u003c/p>\n\u003cp>“What we need now, more than ever, are facts,” Broadbent said, adding that his agency is going to use “new technologies and approaches to build upon our air quality data to better inform our actions and protect Bay Area residents.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The district has 30 stationary air monitoring stations spread across the region. Data from these stations feeds into the continually updating federal \u003ca href=\"https://airnow.gov/index.cfm?action=airnow.local_city&cityid=317\" target=\"_blank\" rel=\"noopener noreferrer\">AirNow map\u003c/a>. But this data doesn’t reflect the differences in air quality across all Bay Area cities or neighborhoods.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A study published in \u003cem>Environmental Science & Technology\u003c/em> in 2017 showed that pollution in West Oakland could \u003ca href=\"https://www.kqed.org/science/1950648/californians-turn-to-low-cost-sensors-for-highly-local-air-quality-info\" target=\"_blank\" rel=\"noopener noreferrer\">vary significantly from block to block\u003c/a>. The researchers mounted air sensors onto Google Street View cars. Air quality maps that use data from consumer air sensors, like \u003ca href=\"https://www.purpleair.com/map\" target=\"_blank\" rel=\"noopener noreferrer\">Purple Air\u003c/a>, have painted a similar picture in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_1955800\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1955800\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/Air-Quality-Photo-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The air intake valve on one of the Air District’s new pollution monitoring cars. \u003ccite>(Peter Arcuni/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While the BAAQMD won’t post the new data in real time, it will be compiled over months and used to create a public map of air pollution and greenhouse levels on every block in the Bay Area. The map will be similar to the \u003ca href=\"https://insights.aclima.io/west-oakland\" target=\"_blank\" rel=\"noopener noreferrer\">one\u003c/a> created for West Oakland, according to Aclima.\u003c/p>\n\u003cp>“This new data will help us identify pollution hotspots in order to strengthen and target our actions to reduce emissions … partnering with local governments and communities to protect public health,” said Ranyee Chiang, the BAAQMD’s director of meterology and measurement.\u003c/p>\n\u003cp>Broadbent says the project will give policymakers accurate data to “help drive the air quality and climate efforts well into the future.”\u003c/p>\n\u003cp>In August the district dispatched the first vehicles to the Richmond-San Pablo area. The fleet has since expanded to San Francisco, Alameda, Contra Costa, San Mateo and Santa Clara counties. The rollout will be completed in the coming months.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Representatives from BAAQMD and Aclima say the Bay Area fleet will eventually number “dozens” of cars that measure air quality 24 hours a day, seven days a week.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "proponents-see-hope-for-californias-hydrogen-highway-in-2020",
"title": "Proponents See Hope For California’s ‘Hydrogen Highway’ in 2020",
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"headTitle": "Proponents See Hope For California’s ‘Hydrogen Highway’ in 2020 | KQED",
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"content": "\u003cp>California has been dreaming of a clean, modern \u003ca href=\"https://ww3.arb.ca.gov/msprog/zevprog/hydrogen/hydrogen_cah2net.htm\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen highway\u003c/a> since 2004, when former Gov. Arnold Schwarzenegger ordered preparations for a traffic jam of zero-emission, hydrogen-fueled cars, buses and trucks.\u003c/p>\n\u003cp>[pullquote citation=\"Tyson Eckerle, Governor's Office of Business and Economic Development\"]‘Its moment is due. You are starting to see a sea change, as we get more aggressive about meeting our zero-carbon goals.[/pullquote]That revolution, part of the battle against climate change, never materialized. The technology remains expensive and hasn’t gained wide traction, ceding the green-transportation crown to battery-powered electric vehicles, which are more widely available and support an ever-growing recharging network.\u003c/p>\n\u003cp>But with successful pilot projects using hydrogen buses and freight trucks, and car manufacturers preparing to expand model options in the tiny consumer car market, proponents say this may be the year when the “fuel of the future” finally arrives.\u003c/p>\n\u003cp>“Its moment is due. You are starting to see a sea change, as we get more aggressive about meeting our zero-carbon goals,” said Tyson Eckerle, deputy director of zero-emission infrastructure in the \u003ca href=\"http://www.business.ca.gov/Programs/Zero-Emission-Vehicles-ZEV\" target=\"_blank\" rel=\"noopener noreferrer\">Governor’s Office of Business and Economic Development\u003c/a>.\u003c/p>\n\u003cp>The state has continued to foster the promise of hydrogen fuel to \u003ca href=\"https://calmatters.org/projects/can-california-put-cars-in-the-rear-view-mirror/\" target=\"_blank\" rel=\"noopener noreferrer\">pry carbon from transportation\u003c/a>, California’s biggest source of planet-warming emissions. It has spent more than $300 million in the past 10 years funding rebates for those who buy or lease hydrogen cars, construction of refueling stations and the purchase of transit buses, as well as subsidizing development of \u003ca href=\"https://calmatters.org/environment/2019/12/california-controversial-advanced-clean-trucks-regulation-air-pollution/\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen-driven freight trucks\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>And, at the moment, California\u003cem> is\u003c/em> the hydrogen market: All but a handful of the 7,800 hydrogen-powered cars in the U.S. are here. For car-centric Californians, there’s much to like: Hydrogen vehicles fuel up in a few minutes —\u003cstrong> \u003c/strong>as opposed to hours of charging for most electric vehicles — and their efficiency affords a long driving range.\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1955713 alignleft\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic.jpg\" alt=\"\" width=\"400\" height=\"666\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic-160x266.jpg 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/p>\n\u003cp>Hydrogen as a transportation fuel has many applications. More than 26,000 hydrogen-powered forklifts are whirring around warehouses today, for example. The U.S. \u003ca href=\"https://www.nasa.gov/content/space-applications-of-hydrogen-and-fuel-cells\" target=\"_blank\" rel=\"noopener noreferrer\">space program\u003c/a> has long used hydrogen as rocket fuel. And more than a decade of testing hydrogen engines in transit bus fleets has produced results that surpassed projections, exceeding time without major repairs or replacement needed as compared to diesel engines. Hydrogen-fueled trucks are lighter, which translates into efficiency for long-haul drivers.\u003c/p>\n\u003cp>Eckerle said the dozen or so \u003ca href=\"https://ww2.energy.ca.gov/transportation/altfueltech/hydrogen.html\" target=\"_blank\" rel=\"noopener noreferrer\">state programs\u003c/a> encourage hydrogen technology to increase consumer choice — “seed-planting.” This investment will soon be eclipsed by that of private companies, he added.\u003c/p>\n\u003cp>The challenge for the automotive industry is overcoming basic market forces. There may be nearly 8,000 hydrogen cars on California roads, but that’s a microscopic number amid the state’s 35 million registered vehicles.\u003c/p>\n\u003cp>The cars are not easy to find, nor are the \u003ca href=\"https://cafcp.org/stationmap\" target=\"_blank\" rel=\"noopener noreferrer\">fueling stations\u003c/a>: California has only 44 such stations, mainly in populous cities. It’s nearly impossible to fuel up a hydrogen car at home, so a broad network of stations is critical to wider adoption, experts say.\u003c/p>\n\u003cp>One reason motorists may not notice the hydrogen cars in their midst is that hydrogen-fueled Toyotas, Hondas and Hyundais don’t look much different from other sedans. That obscurity\u003cstrong> \u003c/strong>could end this summer, though, when hydrogen cars and shuttle buses built in Japan will be showcased at the \u003ca href=\"https://fuelcellmaterials.com/tokyo-2020-the-first-hydrogen-olympic-games/\" target=\"_blank\" rel=\"noopener noreferrer\">Tokyo Olympics\u003c/a>. Even the Olympic Torch will be lit with a hydrogen flame.\u003c/p>\n\u003cp>The international exposure, coupled with increased consumer education from manufacturers, could catapult hydrogen to front-of-mind for car buyers.\u003c/p>\n\u003cp>“We are at a really interesting point right now,” said Keith Malone, spokesman for the California Fuel Cell Partnership, which brings together state agencies, vehicle manufacturers and natural gas companies that make hydrogen fuel. “It’s no longer about proving the technology. It’s about bringing the technology to scale to drive down costs.”\u003c/p>\n\u003cp>Hydrogen fuel is much more efficient than gasoline, but it’s also four times more expensive, roughly equivalent to about $16 a gallon. Even though hydrogen cars, which run electric engines, have cruising ranges of more than 350 miles — longer than any battery-electric and some gas-fueled vehicles — the cost of a fillup is significant. \u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>Incentives have eased that financial hit somewhat. Manufacturers offer refueling cards loaded with three years’ worth of credit, and the state offers a $4,500 \u003ca href=\"https://cleanvehiclerebate.org/eng/eligible-vehicles\" target=\"_blank\" rel=\"noopener noreferrer\">clean-car rebate\u003c/a>. That rebate mostly offsets the first year of leasing a hydrogen vehicle, which most drivers choose over purchasing. New hydrogen cars are in the $60,000 range, and lack the variety of model options available for battery-powered electric cars.\u003c/p>\n\u003cp>Aaron Slavin and his wife, who live in the Los Angeles suburb of Altadena, made a spreadsheet to weigh the pros and cons of driving a hydrogen-fueled car and concluded that continuing to own a gas-electric hybrid “didn’t pencil out.”\u003c/p>\n\u003cp>“I’m a big fan of this car; I preach about them,” Aaron Slavin said, while refueling his 2017 Toyota Mirai at a one-bay hydrogen pump tucked into a conventional gas station in South Pasadena.\u003c/p>\n\u003cfigure id=\"attachment_1955711\" class=\"wp-caption alignright\" style=\"max-width: 768px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1955711\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo.jpg\" alt=\"\" width=\"768\" height=\"880\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo-160x183.jpg 160w\" sizes=\"(max-width: 768px) 100vw, 768px\">\u003cfigcaption class=\"wp-caption-text\">Aaron Slavin fuels his hydrogen-powered Toyota Mrai. \u003ccite>(Julie Cart/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Slavin, a performing-arts producer, said he is a perfect candidate for the car — self employed, with no regular commute, and with a hybrid SUV as backup.\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>The second car became critical last year when an \u003ca href=\"https://www.cnet.com/roadshow/news/hydrogen-fuel-cell-car-california-explosion/\" target=\"_blank\" rel=\"noopener noreferrer\">explosion at fuel-production facility\u003c/a> choked supplies for months, leaving some hydrogen stations with empty tanks, stranding some drivers or necessitating long trips to alternative stations. The crisis, which some drivers dubbed the “hydropocalypse,” sent Slavin to a smartphone app that provided a real-time inventory of fuel at each station.\u003c/p>\n\u003cp>That fuel hiccup has been resolved, but it raised a red flag. “Our lease is up in April, and I really have to give some thought to what we’ll do,” Slavin said. “I like the car, but I’m concerned about the fuel situation.”\u003c/p>\n\u003cp>Producing energy from hydrogen has long been an enticing goal. After all, hydrogen is the world’s most abundant element, it’s energy-dense yet lightweight and, when used in transportation, emits not greenhouse gases but\u003cstrong> \u003c/strong>tiny pools of water.\u003c/p>\n\u003cp>But there’s a carbon backstory to this clean-burning fuel. Even though after it is formulated it powers zero-emission electric motors, about 95% of hydrogen fuel is made with an energy-intensive process that relies on methane, the worst of the planet-warming gases. That makes it difficult for some environmental groups to support hydrogen vehicles.\u003c/p>\n\u003cp>“We need to get methane out of the system, not establish a dependence on producing more,” said Kathryn Phillips, Director of the Sierra Club in California. “If you look at hydrogen fuel cells through an environmental lens, right now it’s not the best use of state funds.”\u003c/p>\n\u003cp>Proponents respond in two ways: While the state transitions to a zero-carbon economy, why not capture and use methane that today is spewing, unchecked, into the atmosphere from oil and gas facilities and landfills?\u003cstrong> \u003c/strong>Why not switch to a process that doesn’t require methane and instead uses the state’s surplus of solar power to do it, rendering the manufacturing clean and green?\u003c/p>\n\u003cp>Even with the advantages of faster refueling, lighter weight and longer range than battery electrics or gasoline cars, hydrogen vehicles can’t compete in a critical category: price. A conventional city bus may carry a price tag of $450,000. A hydrogen bus with the same specifications runs closer to $1 million.\u003c/p>\n\u003cp>To Lewis Fulton, a transportation researcher at UC Davis, hydrogen presents “several different chicken-egg problems at the same time.”\u003c/p>\n\u003cp>Until more cars are produced and purchased, he said, there won’t be more \u003ca href=\"https://ww2.energy.ca.gov/transportation/altfueltech/hydrogen.html\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen fueling stations\u003c/a>. And until there are enough fueling stations, consumers may worry they’ll be stranded and won’t feel comfortable driving the cars.\u003c/p>\n\u003cp>“The only way to solve it is a really massive policy push,” Fulton said. “There’s already a fairly big one going on in the state, but I don’t know if it’s big enough.”\u003c/p>\n\u003cp>California’s efforts to encourage the hydrogen car market could be thwarted as part of its ongoing battle with the Trump administration, which last year withdrew the state’s authority to set its own tailpipe emissions standards. Car makers who sided with the feds in favor of lower emissions rules will \u003ca href=\"https://calmatters.org/environment/2019/11/california-says-it-wont-buy-cars-from-gm-toyota-others-opposing-tough-fuel-standards/\" target=\"_blank\" rel=\"noopener noreferrer\">pay a price\u003c/a> by being excluded from the state’s vehicle fleet.\u003c/p>\n\u003cp>Toyota, which took Washington’s side, would be left out at a time when the company is ramping up its hydrogen program and, by dint of its status as a major international car maker, is expected to significantly raise consumer awareness about hydrogen vehicles.\u003c/p>\n\u003cp>Proponents downplayed the issue. Eckerle admitted, “It is an elephant in the room.” But he added that the state has no indication from car makers that they intend to back away from their commitment to making hydrogen vehicles.\u003c/p>\n\u003cp>“It’s a bump in the road,” he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003ca href=\"http://calmatters.org/\" target=\"_blank\" rel=\"noopener noreferrer\">CalMatters.org\u003c/a> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/p>\n\n",
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"excerpt": "Supporters of hydrogen-fueled cars and an infrastructure to support them say this could be the year when the concept finally makes some headway.\r\n",
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"title": "Proponents See Hope For California’s ‘Hydrogen Highway’ in 2020 | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California has been dreaming of a clean, modern \u003ca href=\"https://ww3.arb.ca.gov/msprog/zevprog/hydrogen/hydrogen_cah2net.htm\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen highway\u003c/a> since 2004, when former Gov. Arnold Schwarzenegger ordered preparations for a traffic jam of zero-emission, hydrogen-fueled cars, buses and trucks.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘Its moment is due. You are starting to see a sea change, as we get more aggressive about meeting our zero-carbon goals.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>That revolution, part of the battle against climate change, never materialized. The technology remains expensive and hasn’t gained wide traction, ceding the green-transportation crown to battery-powered electric vehicles, which are more widely available and support an ever-growing recharging network.\u003c/p>\n\u003cp>But with successful pilot projects using hydrogen buses and freight trucks, and car manufacturers preparing to expand model options in the tiny consumer car market, proponents say this may be the year when the “fuel of the future” finally arrives.\u003c/p>\n\u003cp>“Its moment is due. You are starting to see a sea change, as we get more aggressive about meeting our zero-carbon goals,” said Tyson Eckerle, deputy director of zero-emission infrastructure in the \u003ca href=\"http://www.business.ca.gov/Programs/Zero-Emission-Vehicles-ZEV\" target=\"_blank\" rel=\"noopener noreferrer\">Governor’s Office of Business and Economic Development\u003c/a>.\u003c/p>\n\u003cp>The state has continued to foster the promise of hydrogen fuel to \u003ca href=\"https://calmatters.org/projects/can-california-put-cars-in-the-rear-view-mirror/\" target=\"_blank\" rel=\"noopener noreferrer\">pry carbon from transportation\u003c/a>, California’s biggest source of planet-warming emissions. It has spent more than $300 million in the past 10 years funding rebates for those who buy or lease hydrogen cars, construction of refueling stations and the purchase of transit buses, as well as subsidizing development of \u003ca href=\"https://calmatters.org/environment/2019/12/california-controversial-advanced-clean-trucks-regulation-air-pollution/\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen-driven freight trucks\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And, at the moment, California\u003cem> is\u003c/em> the hydrogen market: All but a handful of the 7,800 hydrogen-powered cars in the U.S. are here. For car-centric Californians, there’s much to like: Hydrogen vehicles fuel up in a few minutes —\u003cstrong> \u003c/strong>as opposed to hours of charging for most electric vehicles — and their efficiency affords a long driving range.\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1955713 alignleft\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic.jpg\" alt=\"\" width=\"400\" height=\"666\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic-160x266.jpg 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/p>\n\u003cp>Hydrogen as a transportation fuel has many applications. More than 26,000 hydrogen-powered forklifts are whirring around warehouses today, for example. The U.S. \u003ca href=\"https://www.nasa.gov/content/space-applications-of-hydrogen-and-fuel-cells\" target=\"_blank\" rel=\"noopener noreferrer\">space program\u003c/a> has long used hydrogen as rocket fuel. And more than a decade of testing hydrogen engines in transit bus fleets has produced results that surpassed projections, exceeding time without major repairs or replacement needed as compared to diesel engines. Hydrogen-fueled trucks are lighter, which translates into efficiency for long-haul drivers.\u003c/p>\n\u003cp>Eckerle said the dozen or so \u003ca href=\"https://ww2.energy.ca.gov/transportation/altfueltech/hydrogen.html\" target=\"_blank\" rel=\"noopener noreferrer\">state programs\u003c/a> encourage hydrogen technology to increase consumer choice — “seed-planting.” This investment will soon be eclipsed by that of private companies, he added.\u003c/p>\n\u003cp>The challenge for the automotive industry is overcoming basic market forces. There may be nearly 8,000 hydrogen cars on California roads, but that’s a microscopic number amid the state’s 35 million registered vehicles.\u003c/p>\n\u003cp>The cars are not easy to find, nor are the \u003ca href=\"https://cafcp.org/stationmap\" target=\"_blank\" rel=\"noopener noreferrer\">fueling stations\u003c/a>: California has only 44 such stations, mainly in populous cities. It’s nearly impossible to fuel up a hydrogen car at home, so a broad network of stations is critical to wider adoption, experts say.\u003c/p>\n\u003cp>One reason motorists may not notice the hydrogen cars in their midst is that hydrogen-fueled Toyotas, Hondas and Hyundais don’t look much different from other sedans. That obscurity\u003cstrong> \u003c/strong>could end this summer, though, when hydrogen cars and shuttle buses built in Japan will be showcased at the \u003ca href=\"https://fuelcellmaterials.com/tokyo-2020-the-first-hydrogen-olympic-games/\" target=\"_blank\" rel=\"noopener noreferrer\">Tokyo Olympics\u003c/a>. Even the Olympic Torch will be lit with a hydrogen flame.\u003c/p>\n\u003cp>The international exposure, coupled with increased consumer education from manufacturers, could catapult hydrogen to front-of-mind for car buyers.\u003c/p>\n\u003cp>“We are at a really interesting point right now,” said Keith Malone, spokesman for the California Fuel Cell Partnership, which brings together state agencies, vehicle manufacturers and natural gas companies that make hydrogen fuel. “It’s no longer about proving the technology. It’s about bringing the technology to scale to drive down costs.”\u003c/p>\n\u003cp>Hydrogen fuel is much more efficient than gasoline, but it’s also four times more expensive, roughly equivalent to about $16 a gallon. Even though hydrogen cars, which run electric engines, have cruising ranges of more than 350 miles — longer than any battery-electric and some gas-fueled vehicles — the cost of a fillup is significant. \u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>Incentives have eased that financial hit somewhat. Manufacturers offer refueling cards loaded with three years’ worth of credit, and the state offers a $4,500 \u003ca href=\"https://cleanvehiclerebate.org/eng/eligible-vehicles\" target=\"_blank\" rel=\"noopener noreferrer\">clean-car rebate\u003c/a>. That rebate mostly offsets the first year of leasing a hydrogen vehicle, which most drivers choose over purchasing. New hydrogen cars are in the $60,000 range, and lack the variety of model options available for battery-powered electric cars.\u003c/p>\n\u003cp>Aaron Slavin and his wife, who live in the Los Angeles suburb of Altadena, made a spreadsheet to weigh the pros and cons of driving a hydrogen-fueled car and concluded that continuing to own a gas-electric hybrid “didn’t pencil out.”\u003c/p>\n\u003cp>“I’m a big fan of this car; I preach about them,” Aaron Slavin said, while refueling his 2017 Toyota Mirai at a one-bay hydrogen pump tucked into a conventional gas station in South Pasadena.\u003c/p>\n\u003cfigure id=\"attachment_1955711\" class=\"wp-caption alignright\" style=\"max-width: 768px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1955711\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo.jpg\" alt=\"\" width=\"768\" height=\"880\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo-160x183.jpg 160w\" sizes=\"(max-width: 768px) 100vw, 768px\">\u003cfigcaption class=\"wp-caption-text\">Aaron Slavin fuels his hydrogen-powered Toyota Mrai. \u003ccite>(Julie Cart/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Slavin, a performing-arts producer, said he is a perfect candidate for the car — self employed, with no regular commute, and with a hybrid SUV as backup.\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>The second car became critical last year when an \u003ca href=\"https://www.cnet.com/roadshow/news/hydrogen-fuel-cell-car-california-explosion/\" target=\"_blank\" rel=\"noopener noreferrer\">explosion at fuel-production facility\u003c/a> choked supplies for months, leaving some hydrogen stations with empty tanks, stranding some drivers or necessitating long trips to alternative stations. The crisis, which some drivers dubbed the “hydropocalypse,” sent Slavin to a smartphone app that provided a real-time inventory of fuel at each station.\u003c/p>\n\u003cp>That fuel hiccup has been resolved, but it raised a red flag. “Our lease is up in April, and I really have to give some thought to what we’ll do,” Slavin said. “I like the car, but I’m concerned about the fuel situation.”\u003c/p>\n\u003cp>Producing energy from hydrogen has long been an enticing goal. After all, hydrogen is the world’s most abundant element, it’s energy-dense yet lightweight and, when used in transportation, emits not greenhouse gases but\u003cstrong> \u003c/strong>tiny pools of water.\u003c/p>\n\u003cp>But there’s a carbon backstory to this clean-burning fuel. Even though after it is formulated it powers zero-emission electric motors, about 95% of hydrogen fuel is made with an energy-intensive process that relies on methane, the worst of the planet-warming gases. That makes it difficult for some environmental groups to support hydrogen vehicles.\u003c/p>\n\u003cp>“We need to get methane out of the system, not establish a dependence on producing more,” said Kathryn Phillips, Director of the Sierra Club in California. “If you look at hydrogen fuel cells through an environmental lens, right now it’s not the best use of state funds.”\u003c/p>\n\u003cp>Proponents respond in two ways: While the state transitions to a zero-carbon economy, why not capture and use methane that today is spewing, unchecked, into the atmosphere from oil and gas facilities and landfills?\u003cstrong> \u003c/strong>Why not switch to a process that doesn’t require methane and instead uses the state’s surplus of solar power to do it, rendering the manufacturing clean and green?\u003c/p>\n\u003cp>Even with the advantages of faster refueling, lighter weight and longer range than battery electrics or gasoline cars, hydrogen vehicles can’t compete in a critical category: price. A conventional city bus may carry a price tag of $450,000. A hydrogen bus with the same specifications runs closer to $1 million.\u003c/p>\n\u003cp>To Lewis Fulton, a transportation researcher at UC Davis, hydrogen presents “several different chicken-egg problems at the same time.”\u003c/p>\n\u003cp>Until more cars are produced and purchased, he said, there won’t be more \u003ca href=\"https://ww2.energy.ca.gov/transportation/altfueltech/hydrogen.html\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen fueling stations\u003c/a>. And until there are enough fueling stations, consumers may worry they’ll be stranded and won’t feel comfortable driving the cars.\u003c/p>\n\u003cp>“The only way to solve it is a really massive policy push,” Fulton said. “There’s already a fairly big one going on in the state, but I don’t know if it’s big enough.”\u003c/p>\n\u003cp>California’s efforts to encourage the hydrogen car market could be thwarted as part of its ongoing battle with the Trump administration, which last year withdrew the state’s authority to set its own tailpipe emissions standards. Car makers who sided with the feds in favor of lower emissions rules will \u003ca href=\"https://calmatters.org/environment/2019/11/california-says-it-wont-buy-cars-from-gm-toyota-others-opposing-tough-fuel-standards/\" target=\"_blank\" rel=\"noopener noreferrer\">pay a price\u003c/a> by being excluded from the state’s vehicle fleet.\u003c/p>\n\u003cp>Toyota, which took Washington’s side, would be left out at a time when the company is ramping up its hydrogen program and, by dint of its status as a major international car maker, is expected to significantly raise consumer awareness about hydrogen vehicles.\u003c/p>\n\u003cp>Proponents downplayed the issue. Eckerle admitted, “It is an elephant in the room.” But he added that the state has no indication from car makers that they intend to back away from their commitment to making hydrogen vehicles.\u003c/p>\n\u003cp>“It’s a bump in the road,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://calmatters.org/\" target=\"_blank\" rel=\"noopener noreferrer\">CalMatters.org\u003c/a> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART's New Police Chief Wants Riders to Feel Safe — and Gets a Reminder That Many Don't",
"title": "BART's New Police Chief Wants Riders to Feel Safe — and Gets a Reminder That Many Don't",
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"content": "\u003cp>Ed Alvarez, appointed Friday as BART's new police chief, had just finished telling a reporter about his top priorities for the transit agency and its police force. \u003c/p>\n\u003cp>\"I want people to be safe,\" Alvarez said near the conclusion of a media event at Balboa Park Station. \"That's my ultimate goal. I want people to be on our system, safe. So they're able to get to their destinations ... and not be worried about being accosted or anything like that.\"\u003c/p>\n\u003cp>To achieve that goal, the new chief announced he's assigning a dozen officers to patrol trains and station platforms on nights and weekends. That, along with a six-month pilot project approved by the agency's board of directors Thursday to deploy 10 uniformed but unarmed ambassadors to patrol trains every evening, is designed to improve security on the system with a more visible BART presence.\u003c/p>\n\u003cp>\"My main goal is to create that presence to mitigate and to get everybody safely to where they need to be,\" Alvarez said. \u003c/p>\n\u003cp>But no sooner had Alvarez said that than he got a reminder of how far BART has to go to win over customers rattled by the crime, mental illness and aggressive behavior they sometimes encounter on the system.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Just as Alvarez finished speaking, a woman approached and said, \"I have a complaint.\" \u003c/p>\n\u003cp>Cheryl Willner, 67, of Dublin, had just gotten off a train to transfer to one going to San Francisco International Airport. She was on her way to her job as a flight attendant for American Airlines. It wasn't clear she knew she was addressing BART's chief of police as she recounted her trip from the East Bay.\u003c/p>\n\u003cp>\"This guy got on, a homeless guy, and he had like four paper bags with,\" Willner said. \"He just got on and plopped them down. And he started talking to himself and changing his clothes and blowing his nose. ... I got up and moved to the next car back.\" \u003c/p>\n\u003cp>The man followed her, she told Alvarez.\u003c/p>\n\u003cp>\"I was looking to make sure he didn't come back, and then he came back,\" Willner told Alvarez. \"And then he started going off, 'You're looking at me. You're doing this, you're doing that.' I can't even tell you what he said. I just looked down at my phone, and then I called my husband and was on the phone with my husband for 15 minutes.\"\u003c/p>\n\u003cp>[aside label=\"Related Coverage\" tag=\"bart\"]The man got off at Embarcadero Station, Willner said, but she was still shaken by the experience. \u003c/p>\n\u003cp>\"I will never take BART again, ever,\" Willner said. \u003c/p>\n\u003cp>\"I'm 67 years old, and I can't do this ever again,\" she said, \"I've been here for 10 years, and I don't feel safe. You know, I know you guys are trying. I know you can't be everywhere. But this is not OK.\"\u003c/p>\n\u003cp>\"Sorry to hear that,\" Alvarez said. \"Sorry you had to experience that on your way to work. I hope you give us another shot.\"\u003c/p>\n\u003cp>He offered to talk to Willner privately and give her some \"safety tips\" that might be useful. \u003c/p>\n\u003cp>\"We have a BART Watch app that you could get direct-lined to our dispatch center,\" the chief said. \"You could report stuff. ...\" \u003c/p>\n\u003cp>Willner interrupted.\u003c/p>\n\u003cp>\"You know what, I do that every single frickin' day on my job,\" she said. \"I don't want to have to do that in my hometown. It's not OK. That's all.\"\u003c/p>\n\u003cp>She added: \"You're very nice, Officer Alvarez — you are. I'm sorry to be complaining.\"\u003c/p>\n\u003cp>\"That's all right,\" Alvarez said. \"I want to hear that. I need to know that kind of stuff so I know where to deploy my resources and understand what's happening and what the riders are seeing and experiencing.\"\u003c/p>\n\u003cp>He ended by saying he hoped Willner would give BART \"another opportunity to give you a better ride.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We'll see,\" Willner said. \u003c/p>\n\n",
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"excerpt": "BART hires 22-year veteran who came up through its Police Department ranks as its new chief. On his first day on the job, he runs into a patron shaken by an encounter with another passenger.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ed Alvarez, appointed Friday as BART's new police chief, had just finished telling a reporter about his top priorities for the transit agency and its police force. \u003c/p>\n\u003cp>\"I want people to be safe,\" Alvarez said near the conclusion of a media event at Balboa Park Station. \"That's my ultimate goal. I want people to be on our system, safe. So they're able to get to their destinations ... and not be worried about being accosted or anything like that.\"\u003c/p>\n\u003cp>To achieve that goal, the new chief announced he's assigning a dozen officers to patrol trains and station platforms on nights and weekends. That, along with a six-month pilot project approved by the agency's board of directors Thursday to deploy 10 uniformed but unarmed ambassadors to patrol trains every evening, is designed to improve security on the system with a more visible BART presence.\u003c/p>\n\u003cp>\"My main goal is to create that presence to mitigate and to get everybody safely to where they need to be,\" Alvarez said. \u003c/p>\n\u003cp>But no sooner had Alvarez said that than he got a reminder of how far BART has to go to win over customers rattled by the crime, mental illness and aggressive behavior they sometimes encounter on the system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Just as Alvarez finished speaking, a woman approached and said, \"I have a complaint.\" \u003c/p>\n\u003cp>Cheryl Willner, 67, of Dublin, had just gotten off a train to transfer to one going to San Francisco International Airport. She was on her way to her job as a flight attendant for American Airlines. It wasn't clear she knew she was addressing BART's chief of police as she recounted her trip from the East Bay.\u003c/p>\n\u003cp>\"This guy got on, a homeless guy, and he had like four paper bags with,\" Willner said. \"He just got on and plopped them down. And he started talking to himself and changing his clothes and blowing his nose. ... I got up and moved to the next car back.\" \u003c/p>\n\u003cp>The man followed her, she told Alvarez.\u003c/p>\n\u003cp>\"I was looking to make sure he didn't come back, and then he came back,\" Willner told Alvarez. \"And then he started going off, 'You're looking at me. You're doing this, you're doing that.' I can't even tell you what he said. I just looked down at my phone, and then I called my husband and was on the phone with my husband for 15 minutes.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The man got off at Embarcadero Station, Willner said, but she was still shaken by the experience. \u003c/p>\n\u003cp>\"I will never take BART again, ever,\" Willner said. \u003c/p>\n\u003cp>\"I'm 67 years old, and I can't do this ever again,\" she said, \"I've been here for 10 years, and I don't feel safe. You know, I know you guys are trying. I know you can't be everywhere. But this is not OK.\"\u003c/p>\n\u003cp>\"Sorry to hear that,\" Alvarez said. \"Sorry you had to experience that on your way to work. I hope you give us another shot.\"\u003c/p>\n\u003cp>He offered to talk to Willner privately and give her some \"safety tips\" that might be useful. \u003c/p>\n\u003cp>\"We have a BART Watch app that you could get direct-lined to our dispatch center,\" the chief said. \"You could report stuff. ...\" \u003c/p>\n\u003cp>Willner interrupted.\u003c/p>\n\u003cp>\"You know what, I do that every single frickin' day on my job,\" she said. \"I don't want to have to do that in my hometown. It's not OK. That's all.\"\u003c/p>\n\u003cp>She added: \"You're very nice, Officer Alvarez — you are. I'm sorry to be complaining.\"\u003c/p>\n\u003cp>\"That's all right,\" Alvarez said. \"I want to hear that. I need to know that kind of stuff so I know where to deploy my resources and understand what's happening and what the riders are seeing and experiencing.\"\u003c/p>\n\u003cp>He ended by saying he hoped Willner would give BART \"another opportunity to give you a better ride.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We'll see,\" Willner said. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Whether you realize it or not, you’ve almost certainly interacted with an accessible pedestrian signal, or APS. These are the crosswalk systems designed with sonic and tactile cues to help blind and visually impaired pedestrians know when they can cross the street. The sounds and buttons tell them when the “walk” sign is lit up. You’ll find these APS systems installed at hundreds of intersections around San Francisco, and thousands more across the country. In San Francisco, most are framed in a yellow casing and have a raised arrow on the pedestrian crossing button.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>One \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious \u003c/a>listener had some questions about why they sound the way they do and how they work. Here’s what we found.\u003c/p>\n\u003ch3>Why does San Francisco’s crosswalk system make a machine gun sound?\u003c/h3>\n\u003cp>That sound has an official name: the rapid tick. It’s the sound currently \u003ca href=\"https://acb.org/content/accessible-pedestrian-signals-aps\">recommended by federal and state guidelines.\u003c/a>\u003c/p>\n\u003cp>In the 1980s and ’90s, research was done on which APS signals were most effective. The overhead cuckoo-chirp signals, which are installed in many parts of the U.S., did not fare particularly well.\u003c/p>\n\u003cp>“People got confused and felt they needed to know the orientation of a cuckoo or chirp,” says Gene Lozano, a retired rehabilitation counselor from California State University, Sacramento, whose been involved in transportation accessibility for decades.\u003c/p>\n\u003cp>“Cuckoos” sounded for the north-south direction of travel. And the “chirp-chirp” was for east-west.\u003c/p>\n\u003cp>“People who were blind or had low vision felt they had to know the compass direction of an intersection, and people got intimidated by that,” Lozano says.\u003c/p>\n\u003cp>And there was another problem with the bird sounds.\u003c/p>\n\u003cp>“In some parts of the country there were reports that some birds, like mockingbirds, were able to replicate that sound,” he says.\u003c/p>\n\u003cp>The study found the rapid tick sound, instead, helped pedestrians make faster, more accurate decisions when at a crosswalk. It is now the recommended sound, except in certain cases. When the crosswalk heads are less than 10 feet apart — for example when the buttons for intersecting streets are mounted on a single pole — a verbal announcement is preferred to help people differentiate which street’s “walk” sign is lit. While the verbal announcement seems like it would be a superior option in all cases, it requires the pedestrian to speak the language in which the message is delivered.\u003c/p>\n\u003cp>If you come across an intersection with the cuckoos and chirps, it’s likely an older system that hasn’t been updated.\u003c/p>\n\u003ch3>What other features are built into San Francisco’s accessible pedestrian systems?\u003c/h3>\n\u003cp>To learn the ins and outs of how the system is used, we got a demonstration from Frank Welte, a senior braille and accessible media specialist at the\u003ca href=\"https://lighthouse-sf.org/\"> LightHouse for the Blind and Visually Impaired\u003c/a> in San Francisco.\u003c/p>\n\u003cp>We met outside a Civic Center BART entrance, on the south side of Market Street, between 7th and 8th streets.\u003c/p>\n\u003cp>“I’m walking up to the crosswalk here, and you’ll hear the locator tone,” Welte said as he approached the street pole where the crosswalk system was mounted. It was emitting a beeping sound about once per second.\u003c/p>\n\u003cp>“And I’m positioning myself so the signal is to my right,” he says, as he presses the crosswalk button. “On the button is a little arrow that points in the way that you’re supposed to cross. It’s a tactile arrow you can feel. When the signal goes off that tactile arrow starts to vibrate. So if I were deaf-blind or hard of hearing, by holding the tactile button I know when the signal goes off. I often do that anyway just because it’s a confirmation on a noisy day like today that I’m reading the signal correctly.”\u003c/p>\n\u003cp>The signal changes to “walk,” and the rapid tick sound plays. Welte walks through the intersection, listening for the speaker on the opposite side of the street to help guide him to where the curb is cut. In a matter of seconds, we’re across the street and in UN Plaza.\u003c/p>\n\u003cp>One final tip Welte shows me: If you press the crosswalk button for a few seconds, an announcement plays telling you what street you are set up to cross or the intersection you’re standing at.\u003c/p>\n\u003ch3>How do blind people cross the street without audible signals?\u003c/h3>\n\u003cp>“We follow the traffic patterns,” Welte says. “When one set of traffic goes, I go, and when that traffic isn’t going, I stay still. So when you come to a traffic light, that’s one more reason you don’t want to run a red light. It’s because I am assuming that if you’re not moving, the light is doing a certain thing.”\u003c/p>\n\u003cp>Still, Welte prefers the confirmation that an accessible pedestrian signal provides.\u003c/p>\n\u003cp>“When you have complicated intersections, for example all these angled streets we have coming into Market Street, that can make the pattern more complicated and harder to read. So having that accessible signal is a huge help.”\u003c/p>\n\u003cp>According to the \u003ca href=\"https://www.sfmta.com/getting-around/walk/accessible-pedestrian-signals\">San Francisco Municipal Transportation Agency website\u003c/a>, there are 283 APS intersections in San Francisco and 85 more that have been requested.\u003c/p>\n\u003cp>Further reading:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://files.eric.ed.gov/fulltext/EJ720653.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">Crossroads: Modern Interactive Intersections and Accessible Pedestrian Signals\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11771686/california-sounds-an-architect-who-listens-to-buildings\" target=\"_blank\" rel=\"noopener noreferrer\">An Architect Who Listens to Buildings\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Annika Cline contributed to this story.\u003c/em>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Whether you realize it or not, you’ve almost certainly interacted with an accessible pedestrian signal, or APS. These are the crosswalk systems designed with sonic and tactile cues to help blind and visually impaired pedestrians know when they can cross the street. The sounds and buttons tell them when the “walk” sign is lit up. You’ll find these APS systems installed at hundreds of intersections around San Francisco, and thousands more across the country. In San Francisco, most are framed in a yellow casing and have a raised arrow on the pedestrian crossing button.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>One \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious \u003c/a>listener had some questions about why they sound the way they do and how they work. Here’s what we found.\u003c/p>\n\u003ch3>Why does San Francisco’s crosswalk system make a machine gun sound?\u003c/h3>\n\u003cp>That sound has an official name: the rapid tick. It’s the sound currently \u003ca href=\"https://acb.org/content/accessible-pedestrian-signals-aps\">recommended by federal and state guidelines.\u003c/a>\u003c/p>\n\u003cp>In the 1980s and ’90s, research was done on which APS signals were most effective. The overhead cuckoo-chirp signals, which are installed in many parts of the U.S., did not fare particularly well.\u003c/p>\n\u003cp>“People got confused and felt they needed to know the orientation of a cuckoo or chirp,” says Gene Lozano, a retired rehabilitation counselor from California State University, Sacramento, whose been involved in transportation accessibility for decades.\u003c/p>\n\u003cp>“Cuckoos” sounded for the north-south direction of travel. And the “chirp-chirp” was for east-west.\u003c/p>\n\u003cp>“People who were blind or had low vision felt they had to know the compass direction of an intersection, and people got intimidated by that,” Lozano says.\u003c/p>\n\u003cp>And there was another problem with the bird sounds.\u003c/p>\n\u003cp>“In some parts of the country there were reports that some birds, like mockingbirds, were able to replicate that sound,” he says.\u003c/p>\n\u003cp>The study found the rapid tick sound, instead, helped pedestrians make faster, more accurate decisions when at a crosswalk. It is now the recommended sound, except in certain cases. When the crosswalk heads are less than 10 feet apart — for example when the buttons for intersecting streets are mounted on a single pole — a verbal announcement is preferred to help people differentiate which street’s “walk” sign is lit. While the verbal announcement seems like it would be a superior option in all cases, it requires the pedestrian to speak the language in which the message is delivered.\u003c/p>\n\u003cp>If you come across an intersection with the cuckoos and chirps, it’s likely an older system that hasn’t been updated.\u003c/p>\n\u003ch3>What other features are built into San Francisco’s accessible pedestrian systems?\u003c/h3>\n\u003cp>To learn the ins and outs of how the system is used, we got a demonstration from Frank Welte, a senior braille and accessible media specialist at the\u003ca href=\"https://lighthouse-sf.org/\"> LightHouse for the Blind and Visually Impaired\u003c/a> in San Francisco.\u003c/p>\n\u003cp>We met outside a Civic Center BART entrance, on the south side of Market Street, between 7th and 8th streets.\u003c/p>\n\u003cp>“I’m walking up to the crosswalk here, and you’ll hear the locator tone,” Welte said as he approached the street pole where the crosswalk system was mounted. It was emitting a beeping sound about once per second.\u003c/p>\n\u003cp>“And I’m positioning myself so the signal is to my right,” he says, as he presses the crosswalk button. “On the button is a little arrow that points in the way that you’re supposed to cross. It’s a tactile arrow you can feel. When the signal goes off that tactile arrow starts to vibrate. So if I were deaf-blind or hard of hearing, by holding the tactile button I know when the signal goes off. I often do that anyway just because it’s a confirmation on a noisy day like today that I’m reading the signal correctly.”\u003c/p>\n\u003cp>The signal changes to “walk,” and the rapid tick sound plays. Welte walks through the intersection, listening for the speaker on the opposite side of the street to help guide him to where the curb is cut. In a matter of seconds, we’re across the street and in UN Plaza.\u003c/p>\n\u003cp>One final tip Welte shows me: If you press the crosswalk button for a few seconds, an announcement plays telling you what street you are set up to cross or the intersection you’re standing at.\u003c/p>\n\u003ch3>How do blind people cross the street without audible signals?\u003c/h3>\n\u003cp>“We follow the traffic patterns,” Welte says. “When one set of traffic goes, I go, and when that traffic isn’t going, I stay still. So when you come to a traffic light, that’s one more reason you don’t want to run a red light. It’s because I am assuming that if you’re not moving, the light is doing a certain thing.”\u003c/p>\n\u003cp>Still, Welte prefers the confirmation that an accessible pedestrian signal provides.\u003c/p>\n\u003cp>“When you have complicated intersections, for example all these angled streets we have coming into Market Street, that can make the pattern more complicated and harder to read. 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"content": "\u003cp>A surge in electric scooters on city streets has led to a dramatic increase in the number of injuries, with a rate of head injury double that of cyclists, \u003ca href=\"https://www.kqed.org/news/11794871/first-the-rise-of-the-e-scooter-and-now-the-rise-of-the-e-scooter-injury\">according to a UCSF study\u003c/a>.\u003c/p>\n\u003cp>The study found an 82% increase in scooter-related injuries from 2017 to 2018, the dawn of the e-scooter age locally.\u003c/p>\n\u003cp>And here we thought the sidewalk clutter of electric rental scooters was the problem . . .\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A surge in electric scooters on city streets has led to a dramatic increase in the number of injuries, with a rate of head injury double that of cyclists, \u003ca href=\"https://www.kqed.org/news/11794871/first-the-rise-of-the-e-scooter-and-now-the-rise-of-the-e-scooter-injury\">according to a UCSF study\u003c/a>.\u003c/p>\n\u003cp>The study found an 82% increase in scooter-related injuries from 2017 to 2018, the dawn of the e-scooter age locally.\u003c/p>\n\u003cp>And here we thought the sidewalk clutter of electric rental scooters was the problem . . .\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The Rise of the E-Scooter has been well chronicled: In the Bay Area and beyond, scads of electric rental scooters appeared early in 2018 and became simultaneously a sidewalk-blocking nuisance and a popular way of negotiating traffic-choked streets.\u003c/p>\n\u003cp>But \u003ca href=\"https://jamanetwork.com/journals/jamasurgery/article-abstract/2758159\" target=\"_blank\" rel=\"noopener noreferrer\">a new study\u003c/a> from researchers at UCSF shows that the surge in e-scooter popularity has come with a cost: a dramatic increase in the number of injuries attributed to riding the mini-vehicles.\u003c/p>\n\u003cp>The researchers found that from 2017 to 2018 the number of scooter-related injuries nationwide rose from an estimated 8,016 to 14,651, an increase of 82%. The UCSF team’s estimate showed a 152% spike in that same period among injury victims aged 18 through 34 years old.\u003c/p>\n\u003cp>The analysis showed that the nationwide incidence of scooter operator injuries skyrocketed from 6 per 100,000 people in the general population in 2014 to 19 per 100,000 in 2018.\u003c/p>\n\u003cp>The UCSF study team derived its estimates by looking at five years of statistics on scooter-related accidents from \u003ca href=\"https://www.cpsc.gov/Research--Statistics/NEISS-Injury-Data\" target=\"_blank\" rel=\"noopener noreferrer\">a national database\u003c/a> that collects reports from about 100 representative hospital emergency departments.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Beyond the sudden spike in the overall number of riders hurt in scooter mishaps, the study published Wednesday in the January edition of JAMA Surgery noted that 32% of the cases in 2018 involved head injuries. That’s double the rate at which cyclists suffer head injuries in crashes.\u003c/p>\n\u003cp>Dr. Benjamin Breyer, a UCSF urologist and a study co-author, said the rate of head injuries is especially concerning. He and his fellow researchers said in their analysis that e-scooter firms “should facilitate and encourage helmet use by increasing helmet access.”\u003c/p>\n\u003cp>The UCSF statistics align roughly with earlier research that has shown high rates of head injuries and very low helmet use among scooter riders.\u003c/p>\n\u003cp>The analysis notes, in passing, two prior studies — \u003ca href=\"https://jamanetwork.com/journals/jamanetworkopen/fullarticle/2722574?guestAccessKey=c8d43986-1131-4af7-b3bc-a9f9415cd3b3\" target=\"_blank\" rel=\"noopener noreferrer\">the first\u003c/a> from Southern California, \u003ca href=\"https://tsaco.bmj.com/content/4/1/e000337\" target=\"_blank\" rel=\"noopener noreferrer\">a second\u003c/a> using data from three unidentified trauma centers — that estimated just 2% to 4% of injured scooter riders were wearing helmets when they were hurt.\u003c/p>\n\u003cp>[aside postID=\"news_11794889,news_11778738,news_11752068\" label=\"Related coverage\"]\u003c/p>\n\u003cp>A \u003ca href=\"https://www.austintexas.gov/sites/default/files/files/Health/Epidemiology/APH_Dockless_Electric_Scooter_Study_5-2-19.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">third study\u003c/a> not referenced in the UCSF report reviewed the cases of 190 scooter riders injured in Austin, Texas, during a three-month period in 2018. It found just one of the riders was using a helmet.\u003c/p>\n\u003cp>“There’s a lot of positives about the scooters,” Breyer said in an interview Tuesday. “It promotes active commuting, which is good for your health. It’s good for the environment. It’s good for traffic congestion. But I think helmet distribution and helmet usage needs to be made more convenient. People just need to understand that when trauma happens with scooters, very frequently head trauma is involved, and that can lead to very serious long-term consequences.”\u003c/p>\n\u003cp>The Micromobility Coalition, a trade group founded by Lime and Uber, said in a statement that UCSF’s analysis “is an appreciated addition to the information available.” The statement added that e-scooter firms are “promoting helmet use through their apps, online channels, demonstration events, and helmet distribution.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate statement, Lime noted that it has given away 250,000 helmets and is partnering with helmet makers to offer half-priced safety headgear.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Rise of the E-Scooter has been well chronicled: In the Bay Area and beyond, scads of electric rental scooters appeared early in 2018 and became simultaneously a sidewalk-blocking nuisance and a popular way of negotiating traffic-choked streets.\u003c/p>\n\u003cp>But \u003ca href=\"https://jamanetwork.com/journals/jamasurgery/article-abstract/2758159\" target=\"_blank\" rel=\"noopener noreferrer\">a new study\u003c/a> from researchers at UCSF shows that the surge in e-scooter popularity has come with a cost: a dramatic increase in the number of injuries attributed to riding the mini-vehicles.\u003c/p>\n\u003cp>The researchers found that from 2017 to 2018 the number of scooter-related injuries nationwide rose from an estimated 8,016 to 14,651, an increase of 82%. The UCSF team’s estimate showed a 152% spike in that same period among injury victims aged 18 through 34 years old.\u003c/p>\n\u003cp>The analysis showed that the nationwide incidence of scooter operator injuries skyrocketed from 6 per 100,000 people in the general population in 2014 to 19 per 100,000 in 2018.\u003c/p>\n\u003cp>The UCSF study team derived its estimates by looking at five years of statistics on scooter-related accidents from \u003ca href=\"https://www.cpsc.gov/Research--Statistics/NEISS-Injury-Data\" target=\"_blank\" rel=\"noopener noreferrer\">a national database\u003c/a> that collects reports from about 100 representative hospital emergency departments.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Beyond the sudden spike in the overall number of riders hurt in scooter mishaps, the study published Wednesday in the January edition of JAMA Surgery noted that 32% of the cases in 2018 involved head injuries. That’s double the rate at which cyclists suffer head injuries in crashes.\u003c/p>\n\u003cp>Dr. Benjamin Breyer, a UCSF urologist and a study co-author, said the rate of head injuries is especially concerning. He and his fellow researchers said in their analysis that e-scooter firms “should facilitate and encourage helmet use by increasing helmet access.”\u003c/p>\n\u003cp>The UCSF statistics align roughly with earlier research that has shown high rates of head injuries and very low helmet use among scooter riders.\u003c/p>\n\u003cp>The analysis notes, in passing, two prior studies — \u003ca href=\"https://jamanetwork.com/journals/jamanetworkopen/fullarticle/2722574?guestAccessKey=c8d43986-1131-4af7-b3bc-a9f9415cd3b3\" target=\"_blank\" rel=\"noopener noreferrer\">the first\u003c/a> from Southern California, \u003ca href=\"https://tsaco.bmj.com/content/4/1/e000337\" target=\"_blank\" rel=\"noopener noreferrer\">a second\u003c/a> using data from three unidentified trauma centers — that estimated just 2% to 4% of injured scooter riders were wearing helmets when they were hurt.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A \u003ca href=\"https://www.austintexas.gov/sites/default/files/files/Health/Epidemiology/APH_Dockless_Electric_Scooter_Study_5-2-19.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">third study\u003c/a> not referenced in the UCSF report reviewed the cases of 190 scooter riders injured in Austin, Texas, during a three-month period in 2018. It found just one of the riders was using a helmet.\u003c/p>\n\u003cp>“There’s a lot of positives about the scooters,” Breyer said in an interview Tuesday. “It promotes active commuting, which is good for your health. It’s good for the environment. It’s good for traffic congestion. But I think helmet distribution and helmet usage needs to be made more convenient. People just need to understand that when trauma happens with scooters, very frequently head trauma is involved, and that can lead to very serious long-term consequences.”\u003c/p>\n\u003cp>The Micromobility Coalition, a trade group founded by Lime and Uber, said in a statement that UCSF’s analysis “is an appreciated addition to the information available.” The statement added that e-scooter firms are “promoting helmet use through their apps, online channels, demonstration events, and helmet distribution.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate statement, Lime noted that it has given away 250,000 helmets and is partnering with helmet makers to offer half-priced safety headgear.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "its-round-3-for-sb-50-s-f-senators-controversial-transit-housing-bill",
"title": "It's Round 3 for SB 50, S.F. Senator's Controversial Transit Housing Bill",
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"content": "\u003cp>The Legislature’s battle over a bill that would bring sweeping changes to urban land use and housing development across California is resuming with the introduction of a series of amendments that seek to calm opposition from a diverse array of interests — from towns jealous of their power to set zoning rules to community activists concerned that the legislation will increase displacement and gentrification in the state’s biggest cities.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB50\" target=\"_blank\" rel=\"noopener noreferrer\">SB 50\u003c/a>, by San Francisco state Sen. Scott Wiener and a host of co-authors, aims to tackle California’s housing crisis by requiring cities to allow dramatically intensified development near “high-quality” transit stops such as BART and Caltrain stations and along corridors served by frequent commute bus service. The bill also includes new development requirements for job centers not yet served by rapid transit.\u003c/p>\n\u003cp>The impact would border on the revolutionary. Both major cities and surrounding suburbs would face a state mandate to allow multistory, multifamily developments in many neighborhoods long zoned predominantly for single-family housing.\u003c/p>\n\u003cp>Wiener and the bill’s sponsors, led by the California YIMBY pro-development group and including the California Association of Realtors and the Nonprofit Housing Association of Northern California, argue the legislation would help ease the state’s estimated 3.5 million-unit housing deficit and is crucial to meet its ambitious goals to cut greenhouse gas emissions.\u003c/p>\n\u003cp>The proposal has been derailed twice, first as SB 827, when it failed its first committee vote, and then last May, when state Sen. Anthony Portantino, D-La Cañada-Flintridge, used his authority as chair of the upper chamber’s Appropriations Committee to defer action on the bill until this year.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In shelving the bill, Portantino called it “a well-intentioned effort to help solve our state’s housing crisis” but one that might trigger a chain of unintended consequences, including discouraging cities from developing new transit systems that would require higher-density zoning along their routes.\u003cbr>\n[aside tag=\"sb-50\" label=\"More on SB 50\"]\u003c/p>\n\u003cp>Portantino said he preferred offering cities incentives rather than imposing mandates and hoped delaying Wiener’s bill until 2020 would “result in a more targeted legislative effort.”\u003c/p>\n\u003cp>The amendments Wiener and his allies formally introduced late Monday night attempt to answer concerns heard from cities and advocates for lower-income Californians: first by offering local governments some flexibility in how they implement SB 50’s requirements, and second by including a clause that would ensure low-income residents are given priority for the new housing units the bill requires in their neighborhoods.\u003c/p>\n\u003cp>The bill’s new language on local flexibility would give cities the option of crafting their own housing plans as long as those blueprints create at least the same number of new units as SB 50 would. To ensure that housing commitment is met, city plans would be subject to review by the state Department of Housing and Community Development and the Governor’s Office of Planning and Research.\u003c/p>\n\u003cp>Cities’ plans would also be barred from resulting in increased vehicle travel and would be required to distribute new housing equally among affluent and lower-income areas.\u003c/p>\n\u003cp>“A city could not just push all of its development into some remote area that’s not connected to jobs or transit,” Wiener said in a Monday media call on the amendments. “And a city could not say we’re going to put all of our density into low-income neighborhoods and communities of color but maintain more low-density zoning in more affluent areas.”\u003c/p>\n\u003cp>The “neighborhood preference” provision in the amended bill would give local residents priority for 40% of new units developed under the law and designated for low, very low and extremely low income households.\u003c/p>\n\u003cp>Those provisions leave the heart of SB 50, most of which would take effect Jan. 1, 2023, largely unchanged. The bill’s central proposal — requiring cities in the 15 counties with populations of 600,000 or more to approve buildings in the four- to five-story range near train stations and along the busiest bus lines — is intact. In the Bay Area, that requirement would apply in Alameda, Contra Costa, San Francisco, San Mateo and Santa Clara counties.\u003c/p>\n\u003cp>In less populous counties, cities with 50,000 or more residents would be required to allow buildings 15 feet higher than the current maximum for residential or mixed-use structures. Bay Area municipalities that could be affected include San Rafael, Santa Rosa, Vallejo, Fairfield and Vacaville.\u003c/p>\n\u003cp>The bill leaves in place a provision that would end single-family zoning throughout the state by allowing property owners to build up to four units of housing on vacant parcels or to convert existing buildings into fourplexes.\u003c/p>\n\u003cp>The proposal would require projects approved under the bill to include 15% to 25% lower-income units, depending on the project size. The bill would also seek to prevent tenant displacement by restricting demolition of existing rental housing.\u003c/p>\n\u003cp>The bill also continues to grant a five-year delay for implementation, until 2026, for areas designated as “sensitive communities” — those peopled mostly by renters and low-income residents and which may have experienced high rates of racial segregation, poverty and exposure to environmental hazards.\u003c/p>\n\u003cp>Wiener said Monday the changes in the bill reflect intensive consultation with local government officials “who have said, ‘We understand what you’re trying to do with this bill, we support what you’re trying to do with this bill, but can you please give us some additional flexibility, because every city has unique features.’ ”\u003c/p>\n\u003cp>The legislation will come up for a final vote in the state Senate by the end of January and will still face a series of hurdles, including a lengthy Assembly amendment process, before becoming law.\u003c/p>\n\u003cp>Wiener said he is confident that with an increasingly diverse collection of supporters — including business, labor, community groups, affordable housing groups, environmental groups, senior organizations and college student associations — the bill is gaining momentum.\u003cbr>\n[aside postID=\"news_11793596,news_11793325,news_11793117\" label=\"Bay Area transportation coverage\"]\u003cbr>\n“I think what it says is that more and more people understand that while SB 50 is not a silver bullet … it’s a big part of addressing our housing crisis,” Wiener said.\u003c/p>\n\u003cp>It remains to be seen whether the SB 50 amendments will win over local officials and their constituents who have fought Wiener’s proposal from the beginning and hold sway with his legislative colleagues. One test will come in San Francisco, where Wiener served on the Board of Supervisors.\u003c/p>\n\u003cp>The board voted 10-1 last month to call for major changes to the bill that went well beyond the amendments that Wiener unveiled Monday.\u003c/p>\n\u003cp>Separately, the San Francisco County Transportation Authority board — which is comprised of the full Board of Supervisors — called on Wiener to address concerns about SB 50’s impact on transportation and infrastructure needs.\u003c/p>\n\u003cp>Wiener acknowledged Monday that he still hasn’t reached agreement with community housing activists on language that would better protect vulnerable communities from gentrification and displacement. He said negotiations are continuing.\u003c/p>\n\u003cp>He’ll hear Tuesday from one group of activists when he appears at Oakland City Hall for a formal unveiling of his updated bill.\u003c/p>\n\u003cp>Moms 4 Housing, \u003ca href=\"https://www.kqed.org/news/11793299/moms-4-housing-in-oakland-vow-to-fight-potential-eviction\" target=\"_blank\" rel=\"noopener noreferrer\">a group supporting two women\u003c/a> who have taken up residence in a vacant West Oakland building without the owner’s permission, has called for a protest at the event.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“Join us if you agree we need deeply affordable housing, not more luxury towers,” the group’s announcement said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Legislature’s battle over a bill that would bring sweeping changes to urban land use and housing development across California is resuming with the introduction of a series of amendments that seek to calm opposition from a diverse array of interests — from towns jealous of their power to set zoning rules to community activists concerned that the legislation will increase displacement and gentrification in the state’s biggest cities.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB50\" target=\"_blank\" rel=\"noopener noreferrer\">SB 50\u003c/a>, by San Francisco state Sen. Scott Wiener and a host of co-authors, aims to tackle California’s housing crisis by requiring cities to allow dramatically intensified development near “high-quality” transit stops such as BART and Caltrain stations and along corridors served by frequent commute bus service. The bill also includes new development requirements for job centers not yet served by rapid transit.\u003c/p>\n\u003cp>The impact would border on the revolutionary. Both major cities and surrounding suburbs would face a state mandate to allow multistory, multifamily developments in many neighborhoods long zoned predominantly for single-family housing.\u003c/p>\n\u003cp>Wiener and the bill’s sponsors, led by the California YIMBY pro-development group and including the California Association of Realtors and the Nonprofit Housing Association of Northern California, argue the legislation would help ease the state’s estimated 3.5 million-unit housing deficit and is crucial to meet its ambitious goals to cut greenhouse gas emissions.\u003c/p>\n\u003cp>The proposal has been derailed twice, first as SB 827, when it failed its first committee vote, and then last May, when state Sen. Anthony Portantino, D-La Cañada-Flintridge, used his authority as chair of the upper chamber’s Appropriations Committee to defer action on the bill until this year.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In shelving the bill, Portantino called it “a well-intentioned effort to help solve our state’s housing crisis” but one that might trigger a chain of unintended consequences, including discouraging cities from developing new transit systems that would require higher-density zoning along their routes.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Portantino said he preferred offering cities incentives rather than imposing mandates and hoped delaying Wiener’s bill until 2020 would “result in a more targeted legislative effort.”\u003c/p>\n\u003cp>The amendments Wiener and his allies formally introduced late Monday night attempt to answer concerns heard from cities and advocates for lower-income Californians: first by offering local governments some flexibility in how they implement SB 50’s requirements, and second by including a clause that would ensure low-income residents are given priority for the new housing units the bill requires in their neighborhoods.\u003c/p>\n\u003cp>The bill’s new language on local flexibility would give cities the option of crafting their own housing plans as long as those blueprints create at least the same number of new units as SB 50 would. To ensure that housing commitment is met, city plans would be subject to review by the state Department of Housing and Community Development and the Governor’s Office of Planning and Research.\u003c/p>\n\u003cp>Cities’ plans would also be barred from resulting in increased vehicle travel and would be required to distribute new housing equally among affluent and lower-income areas.\u003c/p>\n\u003cp>“A city could not just push all of its development into some remote area that’s not connected to jobs or transit,” Wiener said in a Monday media call on the amendments. “And a city could not say we’re going to put all of our density into low-income neighborhoods and communities of color but maintain more low-density zoning in more affluent areas.”\u003c/p>\n\u003cp>The “neighborhood preference” provision in the amended bill would give local residents priority for 40% of new units developed under the law and designated for low, very low and extremely low income households.\u003c/p>\n\u003cp>Those provisions leave the heart of SB 50, most of which would take effect Jan. 1, 2023, largely unchanged. The bill’s central proposal — requiring cities in the 15 counties with populations of 600,000 or more to approve buildings in the four- to five-story range near train stations and along the busiest bus lines — is intact. In the Bay Area, that requirement would apply in Alameda, Contra Costa, San Francisco, San Mateo and Santa Clara counties.\u003c/p>\n\u003cp>In less populous counties, cities with 50,000 or more residents would be required to allow buildings 15 feet higher than the current maximum for residential or mixed-use structures. Bay Area municipalities that could be affected include San Rafael, Santa Rosa, Vallejo, Fairfield and Vacaville.\u003c/p>\n\u003cp>The bill leaves in place a provision that would end single-family zoning throughout the state by allowing property owners to build up to four units of housing on vacant parcels or to convert existing buildings into fourplexes.\u003c/p>\n\u003cp>The proposal would require projects approved under the bill to include 15% to 25% lower-income units, depending on the project size. The bill would also seek to prevent tenant displacement by restricting demolition of existing rental housing.\u003c/p>\n\u003cp>The bill also continues to grant a five-year delay for implementation, until 2026, for areas designated as “sensitive communities” — those peopled mostly by renters and low-income residents and which may have experienced high rates of racial segregation, poverty and exposure to environmental hazards.\u003c/p>\n\u003cp>Wiener said Monday the changes in the bill reflect intensive consultation with local government officials “who have said, ‘We understand what you’re trying to do with this bill, we support what you’re trying to do with this bill, but can you please give us some additional flexibility, because every city has unique features.’ ”\u003c/p>\n\u003cp>The legislation will come up for a final vote in the state Senate by the end of January and will still face a series of hurdles, including a lengthy Assembly amendment process, before becoming law.\u003c/p>\n\u003cp>Wiener said he is confident that with an increasingly diverse collection of supporters — including business, labor, community groups, affordable housing groups, environmental groups, senior organizations and college student associations — the bill is gaining momentum.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\n“I think what it says is that more and more people understand that while SB 50 is not a silver bullet … it’s a big part of addressing our housing crisis,” Wiener said.\u003c/p>\n\u003cp>It remains to be seen whether the SB 50 amendments will win over local officials and their constituents who have fought Wiener’s proposal from the beginning and hold sway with his legislative colleagues. One test will come in San Francisco, where Wiener served on the Board of Supervisors.\u003c/p>\n\u003cp>The board voted 10-1 last month to call for major changes to the bill that went well beyond the amendments that Wiener unveiled Monday.\u003c/p>\n\u003cp>Separately, the San Francisco County Transportation Authority board — which is comprised of the full Board of Supervisors — called on Wiener to address concerns about SB 50’s impact on transportation and infrastructure needs.\u003c/p>\n\u003cp>Wiener acknowledged Monday that he still hasn’t reached agreement with community housing activists on language that would better protect vulnerable communities from gentrification and displacement. He said negotiations are continuing.\u003c/p>\n\u003cp>He’ll hear Tuesday from one group of activists when he appears at Oakland City Hall for a formal unveiling of his updated bill.\u003c/p>\n\u003cp>Moms 4 Housing, \u003ca href=\"https://www.kqed.org/news/11793299/moms-4-housing-in-oakland-vow-to-fight-potential-eviction\" target=\"_blank\" rel=\"noopener noreferrer\">a group supporting two women\u003c/a> who have taken up residence in a vacant West Oakland building without the owner’s permission, has called for a protest at the event.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Join us if you agree we need deeply affordable housing, not more luxury towers,” the group’s announcement said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco state Sen. Scott Wiener’s controversial \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB50\" target=\"_blank\" rel=\"noopener noreferrer\">SB 50\u003c/a> – which would dramatically alter housing and land use in California – \u003ca href=\"http://bit.ly/fioresb50\" target=\"_blank\" rel=\"noopener noreferrer\">is back in the spotlight\u003c/a>.\u003c/p>\n\u003cp>The bill would require cities to dramatically increase housing near transit stops and virtually eliminate single-family zoning across the state.\u003c/p>\n\u003cp>I love the idea of ending the housing crisis, supporting transit, fighting homelessness and combating global warming while not gentrifying neighborhoods (all in one bill!) and am going to be amazed if Wiener does it.\u003c/p>\n\u003cp>It’s a high-wire act that I hope succeeds.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco state Sen. Scott Wiener’s controversial \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB50\" target=\"_blank\" rel=\"noopener noreferrer\">SB 50\u003c/a> – which would dramatically alter housing and land use in California – \u003ca href=\"http://bit.ly/fioresb50\" target=\"_blank\" rel=\"noopener noreferrer\">is back in the spotlight\u003c/a>.\u003c/p>\n\u003cp>The bill would require cities to dramatically increase housing near transit stops and virtually eliminate single-family zoning across the state.\u003c/p>\n\u003cp>I love the idea of ending the housing crisis, supporting transit, fighting homelessness and combating global warming while not gentrifying neighborhoods (all in one bill!) and am going to be amazed if Wiener does it.\u003c/p>\n\u003cp>It’s a high-wire act that I hope succeeds.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>DETROIT — Three crashes involving Teslas that killed three people in the past month have increased scrutiny of the company’s Autopilot driving system just months before CEO Elon Musk’s planned deployment of fully self-driving cars on the streets.\u003c/p>\n\u003cp>On Sunday, a Tesla Model S sedan left a freeway in the Los Angeles suburb of Gardena at a high speed, ran a red light and struck a Honda Civic, killing two people inside, police said.\u003c/p>\n\u003cp>On the same day, a Tesla Model 3 hit a parked firetruck on an Indiana freeway, killing a passenger in the Tesla.\u003c/p>\n\u003cp>And on Dec. 7, yet another Model 3 struck a police cruiser on a Connecticut highway, though no one was hurt.\u003c/p>\n\u003cp>The special crash investigation unit of the National Highway Traffic Safety Administration is looking into the California crash. The agency hasn’t decided whether its special-crash unit will review the crash that occurred Sunday near Terre Haute, Indiana. In both cases, authorities have yet to determine whether Tesla’s Autopilot system was being used.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>NHTSA also is investigating the Connecticut crash, in which the driver told police that the car was operating on Autopilot, a Tesla system designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot system is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>Even so, experts and safety advocates say a string of Tesla crashes raises serious questions about whether drivers have become too reliant on Tesla’s technology and whether the company does enough to ensure that drivers keep paying attention. Some critics have said it’s past time for NHTSA to stop investigating and to take action, such as forcing Tesla to make sure drivers pay attention when the system is being used.\u003c/p>\n\u003cp>NHTSA has started investigations into 13 Tesla crashes dating to at least 2016 in which the agency believes Autopilot was operating. The agency has yet to issue any regulations, though it is studying how it should evaluate similar “advanced driver assist” systems.\u003c/p>\n\u003cp>“At some point, the question becomes: How much evidence is needed to determine that the way this technology is being used is unsafe?” said Jason Levine, executive director of the nonprofit Center for Auto Safety in Washington. “In this instance, hopefully these tragedies will not be in vain and will lead to something more than an investigation by NHTSA.”\u003c/p>\n\u003cp>Levine and others have called on the agency to require Tesla to limit the use of Autopilot to mainly four-lane divided highways without cross traffic. They also want Tesla to install a better system to monitor drivers to make sure they’re paying attention all the time. Tesla’s system requires drivers to place their hands on the steering wheel. But federal investigators have found that this system lets drivers zone out for too long.\u003c/p>\n\u003cp>Tesla plans to use the same cameras and radar sensors, though with a more powerful computer, in its fully self-driving vehicles. Critics question whether those cars will be able to drive themselves safely without putting other motorists in danger.\u003c/p>\n\u003cp>Doubts about Tesla’s Autopilot system have long persisted. In September, the National Transportation Safety Board, which investigates transportation accidents, issued \u003ca href=\"https://ntsb.gov/investigations/AccidentReports/Reports/HAB1907.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a report\u003c/a> saying that a design flaw in Autopilot and driver inattention combined to cause a Tesla Model S to slam into a firetruck parked along Interstate 405 in Culver City in January 2018. The board determined that the driver was overly reliant on the system and that Autopilot’s design let him disengage from driving for too long.\u003c/p>\n\u003cp>In addition to the deaths on Sunday night, three U.S. fatal crashes since 2016 — two in Florida and \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener noreferrer\" target=\"_blank\">one on U.S. 101 in Mountain View\u003c/a> — involved vehicles using Autopilot.\u003c/p>\n\u003cp>David Friedman, vice president of advocacy for Consumer Reports and a former acting NHTSA administrator, said the agency should have declared Autopilot defective and sought a recall after \u003ca href=\"https://www.theverge.com/2017/2/1/14458662/tesla-autopilot-crash-accident-florida-fatal-highway-patrol-report\" rel=\"noopener noreferrer\" target=\"_blank\">a 2016 crash\u003c/a> in Florida that killed a driver. Neither Tesla’s system nor the driver had braked before the car went underneath a semi-trailer that had turned in front of the car.\u003c/p>\n\u003cp>“We don’t need any more people getting hurt for us to know that there is a problem and that Tesla and NHTSA have failed to address it,” Friedman said.\u003c/p>\n\u003cp>In addition to NHTSA, states can regulate autonomous vehicles, though many have decided they want to encourage testing.\u003c/p>\n\u003cp>In the 2016 crash, NHTSA closed its investigation without seeking a recall. Friedman, who was not at NHTSA at the time, said the agency determined that the problem didn’t happen frequently. But he said that argument has since been debunked.\u003c/p>\n\u003cp>Friedman said it’s foreseeable some drivers will not pay attention to the road while using Autopilot, so the system is defective.\u003c/p>\n\u003cp>“The public is owed some explanation for the lack of action,” he said. “Simply saying they’re continuing to investigate — that line has worn out its usefulness and its credibility.”\u003c/p>\n\u003cp>In a statement, NHTSA said it relies on data to make decisions, and if it finds any vehicle poses an unreasonable safety risk, “the agency will not hesitate to take action.” NHTSA also has said it doesn’t want to stand in the way of technology given its life-saving potential.\u003c/p>\n\u003cp>Messages were left Thursday seeking comment from Tesla.\u003c/p>\n\u003cp>Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University, said it’s likely that the Tesla in Sunday’s California crash was operating on Autopilot, which has become confused in the past by lane lines. He speculated that the lane line was more visible for the exit ramp, so the car took the ramp because it looked like a freeway lane. He also suggested that the driver might not have been paying close attention.\u003c/p>\n\u003cp>“No normal human being would not slow down in an exit lane,” he said.\u003c/p>\n\u003cp>In April, Musk said he expected to start converting the company’s electric cars to fully self-driving vehicles in 2020 to create a network of robotic taxis to compete against Uber and other ride-hailing services.\u003c/p>\n\u003cp>At the time, experts said the technology isn’t ready and that Tesla’s camera and radar sensors weren’t good enough for a self-driving system. Rajkumar and others say additional crashes have proved that to be true.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Many experts say they’re not aware of fatal crashes involving similar driver-assist systems from General Motors, Mercedes and other automakers. GM monitors drivers with cameras and will shut down the driving system if they don’t watch the road.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>DETROIT — Three crashes involving Teslas that killed three people in the past month have increased scrutiny of the company’s Autopilot driving system just months before CEO Elon Musk’s planned deployment of fully self-driving cars on the streets.\u003c/p>\n\u003cp>On Sunday, a Tesla Model S sedan left a freeway in the Los Angeles suburb of Gardena at a high speed, ran a red light and struck a Honda Civic, killing two people inside, police said.\u003c/p>\n\u003cp>On the same day, a Tesla Model 3 hit a parked firetruck on an Indiana freeway, killing a passenger in the Tesla.\u003c/p>\n\u003cp>And on Dec. 7, yet another Model 3 struck a police cruiser on a Connecticut highway, though no one was hurt.\u003c/p>\n\u003cp>The special crash investigation unit of the National Highway Traffic Safety Administration is looking into the California crash. The agency hasn’t decided whether its special-crash unit will review the crash that occurred Sunday near Terre Haute, Indiana. In both cases, authorities have yet to determine whether Tesla’s Autopilot system was being used.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>NHTSA also is investigating the Connecticut crash, in which the driver told police that the car was operating on Autopilot, a Tesla system designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot system is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>Even so, experts and safety advocates say a string of Tesla crashes raises serious questions about whether drivers have become too reliant on Tesla’s technology and whether the company does enough to ensure that drivers keep paying attention. Some critics have said it’s past time for NHTSA to stop investigating and to take action, such as forcing Tesla to make sure drivers pay attention when the system is being used.\u003c/p>\n\u003cp>NHTSA has started investigations into 13 Tesla crashes dating to at least 2016 in which the agency believes Autopilot was operating. The agency has yet to issue any regulations, though it is studying how it should evaluate similar “advanced driver assist” systems.\u003c/p>\n\u003cp>“At some point, the question becomes: How much evidence is needed to determine that the way this technology is being used is unsafe?” said Jason Levine, executive director of the nonprofit Center for Auto Safety in Washington. “In this instance, hopefully these tragedies will not be in vain and will lead to something more than an investigation by NHTSA.”\u003c/p>\n\u003cp>Levine and others have called on the agency to require Tesla to limit the use of Autopilot to mainly four-lane divided highways without cross traffic. They also want Tesla to install a better system to monitor drivers to make sure they’re paying attention all the time. Tesla’s system requires drivers to place their hands on the steering wheel. But federal investigators have found that this system lets drivers zone out for too long.\u003c/p>\n\u003cp>Tesla plans to use the same cameras and radar sensors, though with a more powerful computer, in its fully self-driving vehicles. Critics question whether those cars will be able to drive themselves safely without putting other motorists in danger.\u003c/p>\n\u003cp>Doubts about Tesla’s Autopilot system have long persisted. In September, the National Transportation Safety Board, which investigates transportation accidents, issued \u003ca href=\"https://ntsb.gov/investigations/AccidentReports/Reports/HAB1907.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a report\u003c/a> saying that a design flaw in Autopilot and driver inattention combined to cause a Tesla Model S to slam into a firetruck parked along Interstate 405 in Culver City in January 2018. The board determined that the driver was overly reliant on the system and that Autopilot’s design let him disengage from driving for too long.\u003c/p>\n\u003cp>In addition to the deaths on Sunday night, three U.S. fatal crashes since 2016 — two in Florida and \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener noreferrer\" target=\"_blank\">one on U.S. 101 in Mountain View\u003c/a> — involved vehicles using Autopilot.\u003c/p>\n\u003cp>David Friedman, vice president of advocacy for Consumer Reports and a former acting NHTSA administrator, said the agency should have declared Autopilot defective and sought a recall after \u003ca href=\"https://www.theverge.com/2017/2/1/14458662/tesla-autopilot-crash-accident-florida-fatal-highway-patrol-report\" rel=\"noopener noreferrer\" target=\"_blank\">a 2016 crash\u003c/a> in Florida that killed a driver. Neither Tesla’s system nor the driver had braked before the car went underneath a semi-trailer that had turned in front of the car.\u003c/p>\n\u003cp>“We don’t need any more people getting hurt for us to know that there is a problem and that Tesla and NHTSA have failed to address it,” Friedman said.\u003c/p>\n\u003cp>In addition to NHTSA, states can regulate autonomous vehicles, though many have decided they want to encourage testing.\u003c/p>\n\u003cp>In the 2016 crash, NHTSA closed its investigation without seeking a recall. Friedman, who was not at NHTSA at the time, said the agency determined that the problem didn’t happen frequently. But he said that argument has since been debunked.\u003c/p>\n\u003cp>Friedman said it’s foreseeable some drivers will not pay attention to the road while using Autopilot, so the system is defective.\u003c/p>\n\u003cp>“The public is owed some explanation for the lack of action,” he said. “Simply saying they’re continuing to investigate — that line has worn out its usefulness and its credibility.”\u003c/p>\n\u003cp>In a statement, NHTSA said it relies on data to make decisions, and if it finds any vehicle poses an unreasonable safety risk, “the agency will not hesitate to take action.” NHTSA also has said it doesn’t want to stand in the way of technology given its life-saving potential.\u003c/p>\n\u003cp>Messages were left Thursday seeking comment from Tesla.\u003c/p>\n\u003cp>Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University, said it’s likely that the Tesla in Sunday’s California crash was operating on Autopilot, which has become confused in the past by lane lines. He speculated that the lane line was more visible for the exit ramp, so the car took the ramp because it looked like a freeway lane. He also suggested that the driver might not have been paying close attention.\u003c/p>\n\u003cp>“No normal human being would not slow down in an exit lane,” he said.\u003c/p>\n\u003cp>In April, Musk said he expected to start converting the company’s electric cars to fully self-driving vehicles in 2020 to create a network of robotic taxis to compete against Uber and other ride-hailing services.\u003c/p>\n\u003cp>At the time, experts said the technology isn’t ready and that Tesla’s camera and radar sensors weren’t good enough for a self-driving system. Rajkumar and others say additional crashes have proved that to be true.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Many experts say they’re not aware of fatal crashes involving similar driver-assist systems from General Motors, Mercedes and other automakers. GM monitors drivers with cameras and will shut down the driving system if they don’t watch the road.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"planet-money": {
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"order": 16
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},
"science-friday": {
"id": "science-friday",
"title": "Science Friday",
"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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},
"snap-judgment": {
"id": "snap-judgment",
"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
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