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"bio": "\u003ca href=\"http://www.MarkFiore.com\">MarkFiore.com\u003c/a> | \u003ca href=\"https://twitter.com/markfiore\">Follow on Twitter\u003c/a> | \u003ca href=\"https://www.facebook.com/pages/Mark-Fiore-Animated-Political-Cartoons/94451707396?ref=bookmarks\">Facebook\u003c/a> | \u003ca href=\"mailto:mark@markfiore.com\">email\u003c/a>\r\n\r\nPulitzer Prize-winner, Mark Fiore, who the Wall Street Journal has called “the undisputed guru of the form,” creates animated political cartoons in San Francisco, where his work has been featured regularly on the San Francisco Chronicle’s web site, SFGate.com. His work has appeared on Newsweek.com, Slate.com, CBSNews.com, MotherJones.com, DailyKos.com and NPR’s web site. Fiore’s political animation has appeared on CNN, Frontline, Bill Moyers Journal, Salon.com and cable and broadcast outlets across the globe.\r\n\r\nBeginning his professional life by drawing traditional political cartoons for newspapers, Fiore’s work appeared in publications ranging from the Washington Post to the Los Angeles Times. In the late 1990s, he began to experiment with animating political cartoons and, after a short stint at the San Jose Mercury News as their staff cartoonist, Fiore devoted all his energies to animation.\r\nGrowing up in California, Fiore also spent a good portion of his life in the backwoods of Idaho. It was this combination that shaped him politically. Mark majored in political science at Colorado College, where, in a perfect send-off for a cartoonist, he received his diploma in 1991 as commencement speaker Dick Cheney smiled approvingly.\r\nMark Fiore was awarded the Pulitzer Prize for political cartooning in 2010, a Robert F. Kennedy Journalism Award in 2004 and has twice received an Online Journalism Award for commentary from the Online News Association (2002, 2008). Fiore has received two awards for his work in new media from the National Cartoonists Society (2001, 2002), and in 2006 received The James Madison Freedom of Information Award from The Society of Professional Journalists.",
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"content": "\u003cp>The final day of session for the California State Legislature was disrupted late Friday afternoon when a woman in the Senate gallery \u003ca href=\"https://www.apnews.com/0ff009de977741e0abdd8568d9d80a29\" target=\"_blank\" rel=\"noopener\">tossed\u003c/a> what the California Highway Patrol said was a substance that “appeared to be blood” onto the Senate floor while yelling “That’s for the dead babies.”\u003c/p>\n\u003cp>East Bay Sen. Steve Glazer (D-Orinda) said the liquid landed on his head and splashed onto five other senators.\u003c/p>\n\u003cp>The woman, identified as 43-year-old Rebecca Dalelio of Santa Cruz County, is linked to some of the anti-vaccine protesters demonstrating in recent weeks over the passage of Senate Bills 276 and 714 aimed at tightening up medical exemptions for children’s vaccines. She was arrested and charged with assault, vandalism and disrupting the business at hand in the Senate.\u003c/p>\n\u003cp>The CHP cordoned off the Senate, forcing lawmakers, media and others to move into a committee room to finish its business hours later.\u003c/p>\n\u003cp>Below are some of the highlights from this legislative session, including bills that have already been signed into law, are awaiting signature or are in limbo until next year.\u003c/p>\n\u003ch2>Children’s Issues\u003c/h2>\n\u003cp>\u003cstrong>AB 378:\u003c/strong> In-home child care providers would be allowed to unionize under this measure. Supporters said unionizing could give child care workers a voice and encourage them to stay in the industry. The bill has made it through the Legislature. Several similar bills have either died or been vetoed by governors in the past. But supporters are hoping this measure will be signed by Governor Gavin Newsom.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>SB 337/AB 1092:\u003c/strong> Lawmakers sent Newsom two bills aimed at making sure more low-income kids in California benefit from child support payments.\u003c/p>\n\u003cp>Currently, a quarter of a million California families only receive $50 a month in child support payments, even if the non-custodial parent is paying hundreds of dollars more each month in child support. This happens when a family is also receiving government assistance, like welfare or Medi-Cal. The government takes the rest of the money to repay the public for the cost of those safety net programs.\u003c/p>\n\u003cp>And parents that fail to pay their required child support on time see huge interest added to those debts — 10% a year. In addition to the crippling debt that racks up, parents can also lose their driver’s license, or go to jail if they fall too far behind.\u003c/p>\n\u003cp>Two bills now on Newsom’s desk would change that: Oakland Sen. Nancy Skinner’s SB337 will increase the amount of child support paid to families on welfare assistance. Families with one child will get $100 a month under the bill; families with two or more kids will receive $200 a month. And AB 1092 will end the practice of adding interest to child support debt. Both bills, if signed by Newsom, will take effect in 2022.\u003c/p>\n\u003ch2>\u003cstrong>Health\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>SB 24:\u003c/strong> State lawmakers have passed a \u003ca href=\"https://www.kqed.org/news/11772337/california-again-considers-making-abortion-pills-available-at-public-colleges\" target=\"_blank\" rel=\"noopener\">bill\u003c/a> that would require student health centers at all 34 state campuses to provide medication abortions.\u003c/p>\n\u003cp>If the measure becomes law, it will be the first of its kind in the U.S. The bill’s supporters say they want to remove the obstacles women face accessing medical abortion off campus.\u003c/p>\n\u003cp>While a consortium of women’s groups that support abortion rights has promised to pay for all the required ultrasound equipment and upfront training costs of providing the abortion pill on campus, eventually universities would likely need to dip into tax dollars or student fees for ongoing costs — which abortion opponents object to.\u003c/p>\n\u003cp>\u003cstrong>SB 276/SB 714:\u003c/strong> California Gov. Gavin Newsom signed a \u003ca href=\"https://www.kqed.org/news/11773308/anti-vaccine-protesters-swarm-capitol-as-lawmakers-pass-bill-limiting-medical-exemptions\" target=\"_blank\" rel=\"noopener\">pair of bills\u003c/a> into law earlier this week to crack down on doctors who write fraudulent medical exemptions for schoolchildren’s vaccinations.\u003c/p>\n\u003cp>The news laws would create state oversight of medical exemptions for vaccines required by most schools and day care centers in California. Under them, the state would begin collecting medical exemptions electronically by Jan. 1, 2021. But health department officials would review them only when a school’s immunization rate falls below 95% or when a doctor writes more than five medical exemptions per year (beginning in 2020).\u003c/p>\n\u003cp>The laws would also allow officials to revoke any medical exemptions written by doctors who have faced disciplinary action.\u003c/p>\n\u003cp>Since being introduced last year, hundreds of parents have protested the legislation, insisting it would disrupt confidential doctor-patient relationships and scare doctors from writing new exemptions.\u003c/p>\n\u003cp>\u003cstrong>SB 343:\u003c/strong> Under legislation signed into law last week, Kaiser Permanente will have to share more information — like other insurers do — on revenue and expenses at each of its facilities, \u003ca href=\"https://www.sacbee.com/news/local/health-and-medicine/article234806097.html#storylink=cpy\" target=\"_blank\" rel=\"noopener\">The Sacramento Bee\u003c/a> reported. The legislation was introduced on behalf of Kaiser’s largest union, the Service Employees International Union, which has been in contract negotiations for roughly a year.\u003c/p>\n\u003ch2>Housing\u003c/h2>\n\u003cp>\u003cstrong>AB 1482\u003c/strong> marks the biggest victory for California renter protections in decades. It would create a statewide limit on rent increases of 5% plus inflation, and requires that landlords provide a “just cause” when evicting tenants who have been renting for a year. The limits on rent hikes don’t go nearly as far as local rent control laws in places like San Francisco and Oakland, but it would cover millions of Californians whose units don’t already have such protections.\u003c/p>\n\u003cp>The measure exempts units under 15 years old, but it was opposed by real estate agents who argued that the legislation would discourage construction of rental housing. Newsom has committed to signing the bill, which will sunset after 10 years.\u003c/p>\n\u003cp>\u003cstrong>AB 1487\u003c/strong>, which has been sent to Newsom, would allow for a Bay Area regional ballot measure to raise money for affordable housing. Previous measures on ballots in the nine counties have raised taxes to pay for transportation and bay restoration. The executive board of the Association of Bay Area Governments (ABAG) and the Metropolitan Transportation Commission (MTC) would decide what form a potential revenue-raising measure would take.\u003c/p>\n\u003cp>\u003cstrong>SB 330\u003c/strong>, which has been sent to Newsom, would prohibit local governments from downzoning by either placing a moratorium on development or lowering the number of housing units permitted. It also would speed up the permitting process for development. The provision sunsets after five years.\u003c/p>\n\u003ch2>Law Enforcement\u003c/h2>\n\u003cp>\u003cstrong>SB 22\u003c/strong> requires prompt testing of newly collected rape kits in Califonia. Under the bill, new rape kits must be submitted for testing within 20 days and actually tested with 120 days. The bill’s author, Senator Connie Leyva (D-Chino) says the measure would help solve crimes and prevent testing backlogs.\u003c/p>\n\u003cp>“Survivors should never have to wait years or even decades for their rape kits to be tested and it is outrageous that collected evidence could ever sit on a shelf untested,” Leyva said.\u003c/p>\n\u003cp>\u003cstrong>SB 230 \u003c/strong>is meant to reduce the use of force among law enforcement agencies. Governor Newsom has signed it into law.\u003c/p>\n\u003cp>The new law requires agencies to maintain a policy providing guidelines on the use of force. That policy must also include de-escalation techniques and other alternatives to force, and specific guidelines for when deadly force can be used. In addition, the agencies’ policies must include a way to evaluate and review all use- of-force incidents.\u003c/p>\n\u003cp>\u003cstrong>SB 230\u003c/strong> is meant to be used in conjunction with \u003cstrong>AB 392\u003c/strong>, which Newsom signed into law in August. It states law enforcement can use deadly force only when “necessary,” rather than just “reasonable.”\u003c/p>\n\u003cp>\u003cstrong>AB 61\u003c/strong> would expand the scope of people able to request a gun violence restraining order against a person they believe is a danger to themselves or others. Currently, only immediate family members and police are allowed to make a request. This measure would allow employers, co-workers, schoolteachers and employees to request a restraining order as well. The legislation has been sent to Newsom for his signature.\u003c/p>\n\u003cp>\u003cstrong>AB 1215\u003c/strong> places a three-year ban on the use of facial recognition technology on body cameras by the state and local law enforcement agencies.\u003c/p>\n\u003cp>The bill was supported by the ACLU, which said the technology is not ready for prime time. To prove its point, the ACLU entered photos of all 120 state legislators into a database of mugshots. The software incorrectly identified 26 of the lawmakers as criminals.\u003c/p>\n\u003cp>San Francisco and Oakland have already passed similar legislation. The bill has been sent to Newsom for his signature.\u003c/p>\n\u003ch2>Prisons\u003c/h2>\n\u003cp>\u003cstrong>AB 32\u003c/strong> would ban the use of private for-profit prisons and detention centers in California.\u003c/p>\n\u003cp>Bill author Rob Bonta (D-Oakland) said there’s no room for the facilities in the state. “California should not be home to companies that are profiteering from the tearing of innocent children from their families. This is inhumane and goes against who we are as Californians and Americans,” Bonta said.\u003c/p>\n\u003cp>Critics say the measure would reduce the state’s options for dealing with prison overcrowding and put more pressure on local jails to hold dangerous inmates. The legislation has been sent to Newsom for his signature.\u003c/p>\n\u003cp>\u003cstrong>SB 132,\u003c/strong> which would allow transgender prisoners in the Department of Corrections and Rehabilitation (CDCR) to be housed according to their gender identity, and not their sex assigned at birth, will be carried over to the next session.\u003c/p>\n\u003cp>California would be the third state in the nation to pass such legislation.\u003c/p>\n\u003cp>The bill’s sponsor, Sen. Scott Wiener of San Francisco, said the coalition supporting the legislation had decided to make it a two-year bill so they could “come to a solution that works for” the community, CDCR and Newsom.\u003c/p>\n\u003cp>“Transgender people in our prison system are among the most marginalized people in society, and we must protect them,” he said Friday in a statement. “Over the fall recess, I will join community leaders to visit several state prisons to meet with transgender people who are incarcerated there. This listening tour will help us craft the best legislation possible.”\u003c/p>\n\u003cp>\u003cstrong>SB 136\u003c/strong> is part of a larger push in California to roll back tough on crime laws that helped pack prisons and jails to the brim and resulted in ballooning corrections spending in the Golden State.\u003c/p>\n\u003cp>The bill would end the practice of automatically adding an extra year to a defendant’s sentence if they had previously served time for a felony. Wiener said 11,000 people currently in prison have this extra year tacked on at a cost of $80,000 a year. State officials estimate that the change would save taxpayers $80 million a year. The legislation has passed the Legislature and is heading to the governor.\u003c/p>\n\u003ch2>The Environment\u003c/h2>\n\u003cp>\u003cstrong>AB 792\u003c/strong> would establish a minimum level of recycled content – 50% – in plastic bottles by 2035. On Monday, Assemblyman Phil Ting introduced another bill, \u003cstrong>AB 54\u003c/strong>, to bring temporary relief to cities feeling the bite from the sudden closure of recycling centers across the state. The bill provides $10 million for recycling centers and gives grocers a reprieve from paying some recycling fees. Both bills passed the Legislature.\u003c/p>\n\u003cp>\u003cstrong>SB 1\u003c/strong> is aimed at blunting any weakening of federal environmental laws in California by the Trump Administration. It was sent to Gov. Newsom early Saturday morning with strong backing from environmental groups, despite vigorous objections from Sen. Dianne Feinstein and some water groups who warned against creating two sets of environmental standards. If signed by the governor (or allowed to take effect without his signature) it would replace any federal environmental regulation (Clean Power Plan, Endangered Species Act, etc.) with a state alternative.\u003c/p>\n\u003cp>\u003cstrong>AB 1080 and SB 54:\u003c/strong> The legislative session ended without passage of the bills, which would have enacted the strongest plastic pollution rules in the U.S. The bills are eligible to be considered next year.\u003c/p>\n\u003cp>The plan required plastics manufacturers to take responsibility for the fate of their products — from coffee cup lids to takeout boxes to plastic packaging.\u003c/p>\n\u003cp>Businesses would have had to ensure that plastic forks, for example, are recyclable or face a potential ban. If the bill had passed, all of the state’s single-use plastic utensils would need to be recyclable or compostable by 2030, and companies must reduce waste from plastic packaging by 75%.\u003c/p>\n\u003ch2>\u003cstrong>Wildfires\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>SB 160:\u003c/strong> This bill mandates that counties include “cultural competence” into emergency plans. It’s partially a response to elderly and non-English-speaking residents who missed emergency alerts during the state’s recent wildfires.\u003c/p>\n\u003cp>The bill, which has been sent to Newsom for his signature, calls for local communities to hold public forums that represent residents of many backgrounds when counties plan their emergency protocols.\u003c/p>\n\u003cp>\u003cstrong>SB 520\u003c/strong> would give utilities like PG&E the designation of “provider of last resort” in the areas they serve. Utilities already enjoy that privilege in practice, but the law sponsored by Sen. Robert Hertzberg would enshrine it in the law.\u003c/p>\n\u003cp>Critics say the bill could limit the options that cities and counties have to wrest control from utilities and run them municipally, and limit opportunities for community choice aggregation just as they are starting to thrive. The legislation has been sent to Newsom for his signature.\u003c/p>\n\u003ch2>Other Notable Bills\u003c/h2>\n\u003cp>\u003cstrong>SB 206:\u003c/strong> NBA icon LeBron James threw his weight behind SB 206, the “Fair Pay to Play” bill by East Bay Sen. Nancy Skinner that would allow student-athletes at all four-year colleges in California to sign endorsement deals and receive compensation for the use of their names, images or likenesses.\u003c/p>\n\u003cp>But NCAA President Mark Emmert wrote in a letter to Newsom that signing the legislation could make it “impossible to host fair national championships.” He also implied that if the bill became law, athletes at California schools could be barred from competing in NCAA national championships.\u003c/p>\n\u003cp>Nonetheless, the Senate and the Assembly passed the bill without any opposition. Now — will LeBron be there for the bill signing?\u003c/p>\n\u003cp>\u003cstrong>AB 44: \u003c/strong>Anti-fur advocates have long sought a ban on killing animals for their fur. And if Newsom signs this bill, which he said he will in a tweet, California will become the first state in the nation to ban the creation of new fur products. Republican critics said the state was once again telling Californians what they can and cannot do (the nanny state argument) and that it was disrespectful to Native Americans, whose cultures value fur. The mink, rabbit and coyote communities are no doubt pleased.\u003c/p>\n\u003cp>\u003cstrong>AB 1505\u003c/strong> seeks to more closely regulate California’s 1,300 charter schools. It would allow school districts to consider the impact to the community and the neighborhood schools when reviewing applications for new or expanded charter schools. It would require charter school teachers to be credentialed and establishes a two-year moratorium on non-classroom based charter schools. The legislation has been sent to Newsom.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>SB 313:\u003c/strong> Another victory for furry citizens of California, this bill would ban the use of wild animals in circus acts, including bears, elephants, tigers and monkeys. If signed by Newsom, California will become the third state after New Jersey and Hawaii to enact such a ban.\u003c/p>\n\n",
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"excerpt": "From crackdowns on fake medical exemptions for schoolchildren's vaccinations to reducing the use of force among law enforcement agencies, here is some of the notable legislation from lawmakers this year.",
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"title": "What Passed? What Didn't? Catch Up With the California Legislature as Session Ends | KQED",
"description": "From crackdowns on fake medical exemptions for schoolchildren's vaccinations to reducing the use of force among law enforcement agencies, here is some of the notable legislation from lawmakers this year.",
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"headline": "What Passed? What Didn't? Catch Up With the California Legislature as Session Ends",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The final day of session for the California State Legislature was disrupted late Friday afternoon when a woman in the Senate gallery \u003ca href=\"https://www.apnews.com/0ff009de977741e0abdd8568d9d80a29\" target=\"_blank\" rel=\"noopener\">tossed\u003c/a> what the California Highway Patrol said was a substance that “appeared to be blood” onto the Senate floor while yelling “That’s for the dead babies.”\u003c/p>\n\u003cp>East Bay Sen. Steve Glazer (D-Orinda) said the liquid landed on his head and splashed onto five other senators.\u003c/p>\n\u003cp>The woman, identified as 43-year-old Rebecca Dalelio of Santa Cruz County, is linked to some of the anti-vaccine protesters demonstrating in recent weeks over the passage of Senate Bills 276 and 714 aimed at tightening up medical exemptions for children’s vaccines. She was arrested and charged with assault, vandalism and disrupting the business at hand in the Senate.\u003c/p>\n\u003cp>The CHP cordoned off the Senate, forcing lawmakers, media and others to move into a committee room to finish its business hours later.\u003c/p>\n\u003cp>Below are some of the highlights from this legislative session, including bills that have already been signed into law, are awaiting signature or are in limbo until next year.\u003c/p>\n\u003ch2>Children’s Issues\u003c/h2>\n\u003cp>\u003cstrong>AB 378:\u003c/strong> In-home child care providers would be allowed to unionize under this measure. Supporters said unionizing could give child care workers a voice and encourage them to stay in the industry. The bill has made it through the Legislature. Several similar bills have either died or been vetoed by governors in the past. But supporters are hoping this measure will be signed by Governor Gavin Newsom.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>SB 337/AB 1092:\u003c/strong> Lawmakers sent Newsom two bills aimed at making sure more low-income kids in California benefit from child support payments.\u003c/p>\n\u003cp>Currently, a quarter of a million California families only receive $50 a month in child support payments, even if the non-custodial parent is paying hundreds of dollars more each month in child support. This happens when a family is also receiving government assistance, like welfare or Medi-Cal. The government takes the rest of the money to repay the public for the cost of those safety net programs.\u003c/p>\n\u003cp>And parents that fail to pay their required child support on time see huge interest added to those debts — 10% a year. In addition to the crippling debt that racks up, parents can also lose their driver’s license, or go to jail if they fall too far behind.\u003c/p>\n\u003cp>Two bills now on Newsom’s desk would change that: Oakland Sen. Nancy Skinner’s SB337 will increase the amount of child support paid to families on welfare assistance. Families with one child will get $100 a month under the bill; families with two or more kids will receive $200 a month. And AB 1092 will end the practice of adding interest to child support debt. Both bills, if signed by Newsom, will take effect in 2022.\u003c/p>\n\u003ch2>\u003cstrong>Health\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>SB 24:\u003c/strong> State lawmakers have passed a \u003ca href=\"https://www.kqed.org/news/11772337/california-again-considers-making-abortion-pills-available-at-public-colleges\" target=\"_blank\" rel=\"noopener\">bill\u003c/a> that would require student health centers at all 34 state campuses to provide medication abortions.\u003c/p>\n\u003cp>If the measure becomes law, it will be the first of its kind in the U.S. The bill’s supporters say they want to remove the obstacles women face accessing medical abortion off campus.\u003c/p>\n\u003cp>While a consortium of women’s groups that support abortion rights has promised to pay for all the required ultrasound equipment and upfront training costs of providing the abortion pill on campus, eventually universities would likely need to dip into tax dollars or student fees for ongoing costs — which abortion opponents object to.\u003c/p>\n\u003cp>\u003cstrong>SB 276/SB 714:\u003c/strong> California Gov. Gavin Newsom signed a \u003ca href=\"https://www.kqed.org/news/11773308/anti-vaccine-protesters-swarm-capitol-as-lawmakers-pass-bill-limiting-medical-exemptions\" target=\"_blank\" rel=\"noopener\">pair of bills\u003c/a> into law earlier this week to crack down on doctors who write fraudulent medical exemptions for schoolchildren’s vaccinations.\u003c/p>\n\u003cp>The news laws would create state oversight of medical exemptions for vaccines required by most schools and day care centers in California. Under them, the state would begin collecting medical exemptions electronically by Jan. 1, 2021. But health department officials would review them only when a school’s immunization rate falls below 95% or when a doctor writes more than five medical exemptions per year (beginning in 2020).\u003c/p>\n\u003cp>The laws would also allow officials to revoke any medical exemptions written by doctors who have faced disciplinary action.\u003c/p>\n\u003cp>Since being introduced last year, hundreds of parents have protested the legislation, insisting it would disrupt confidential doctor-patient relationships and scare doctors from writing new exemptions.\u003c/p>\n\u003cp>\u003cstrong>SB 343:\u003c/strong> Under legislation signed into law last week, Kaiser Permanente will have to share more information — like other insurers do — on revenue and expenses at each of its facilities, \u003ca href=\"https://www.sacbee.com/news/local/health-and-medicine/article234806097.html#storylink=cpy\" target=\"_blank\" rel=\"noopener\">The Sacramento Bee\u003c/a> reported. The legislation was introduced on behalf of Kaiser’s largest union, the Service Employees International Union, which has been in contract negotiations for roughly a year.\u003c/p>\n\u003ch2>Housing\u003c/h2>\n\u003cp>\u003cstrong>AB 1482\u003c/strong> marks the biggest victory for California renter protections in decades. It would create a statewide limit on rent increases of 5% plus inflation, and requires that landlords provide a “just cause” when evicting tenants who have been renting for a year. The limits on rent hikes don’t go nearly as far as local rent control laws in places like San Francisco and Oakland, but it would cover millions of Californians whose units don’t already have such protections.\u003c/p>\n\u003cp>The measure exempts units under 15 years old, but it was opposed by real estate agents who argued that the legislation would discourage construction of rental housing. Newsom has committed to signing the bill, which will sunset after 10 years.\u003c/p>\n\u003cp>\u003cstrong>AB 1487\u003c/strong>, which has been sent to Newsom, would allow for a Bay Area regional ballot measure to raise money for affordable housing. Previous measures on ballots in the nine counties have raised taxes to pay for transportation and bay restoration. The executive board of the Association of Bay Area Governments (ABAG) and the Metropolitan Transportation Commission (MTC) would decide what form a potential revenue-raising measure would take.\u003c/p>\n\u003cp>\u003cstrong>SB 330\u003c/strong>, which has been sent to Newsom, would prohibit local governments from downzoning by either placing a moratorium on development or lowering the number of housing units permitted. It also would speed up the permitting process for development. The provision sunsets after five years.\u003c/p>\n\u003ch2>Law Enforcement\u003c/h2>\n\u003cp>\u003cstrong>SB 22\u003c/strong> requires prompt testing of newly collected rape kits in Califonia. Under the bill, new rape kits must be submitted for testing within 20 days and actually tested with 120 days. The bill’s author, Senator Connie Leyva (D-Chino) says the measure would help solve crimes and prevent testing backlogs.\u003c/p>\n\u003cp>“Survivors should never have to wait years or even decades for their rape kits to be tested and it is outrageous that collected evidence could ever sit on a shelf untested,” Leyva said.\u003c/p>\n\u003cp>\u003cstrong>SB 230 \u003c/strong>is meant to reduce the use of force among law enforcement agencies. Governor Newsom has signed it into law.\u003c/p>\n\u003cp>The new law requires agencies to maintain a policy providing guidelines on the use of force. That policy must also include de-escalation techniques and other alternatives to force, and specific guidelines for when deadly force can be used. In addition, the agencies’ policies must include a way to evaluate and review all use- of-force incidents.\u003c/p>\n\u003cp>\u003cstrong>SB 230\u003c/strong> is meant to be used in conjunction with \u003cstrong>AB 392\u003c/strong>, which Newsom signed into law in August. It states law enforcement can use deadly force only when “necessary,” rather than just “reasonable.”\u003c/p>\n\u003cp>\u003cstrong>AB 61\u003c/strong> would expand the scope of people able to request a gun violence restraining order against a person they believe is a danger to themselves or others. Currently, only immediate family members and police are allowed to make a request. This measure would allow employers, co-workers, schoolteachers and employees to request a restraining order as well. The legislation has been sent to Newsom for his signature.\u003c/p>\n\u003cp>\u003cstrong>AB 1215\u003c/strong> places a three-year ban on the use of facial recognition technology on body cameras by the state and local law enforcement agencies.\u003c/p>\n\u003cp>The bill was supported by the ACLU, which said the technology is not ready for prime time. To prove its point, the ACLU entered photos of all 120 state legislators into a database of mugshots. The software incorrectly identified 26 of the lawmakers as criminals.\u003c/p>\n\u003cp>San Francisco and Oakland have already passed similar legislation. The bill has been sent to Newsom for his signature.\u003c/p>\n\u003ch2>Prisons\u003c/h2>\n\u003cp>\u003cstrong>AB 32\u003c/strong> would ban the use of private for-profit prisons and detention centers in California.\u003c/p>\n\u003cp>Bill author Rob Bonta (D-Oakland) said there’s no room for the facilities in the state. “California should not be home to companies that are profiteering from the tearing of innocent children from their families. This is inhumane and goes against who we are as Californians and Americans,” Bonta said.\u003c/p>\n\u003cp>Critics say the measure would reduce the state’s options for dealing with prison overcrowding and put more pressure on local jails to hold dangerous inmates. The legislation has been sent to Newsom for his signature.\u003c/p>\n\u003cp>\u003cstrong>SB 132,\u003c/strong> which would allow transgender prisoners in the Department of Corrections and Rehabilitation (CDCR) to be housed according to their gender identity, and not their sex assigned at birth, will be carried over to the next session.\u003c/p>\n\u003cp>California would be the third state in the nation to pass such legislation.\u003c/p>\n\u003cp>The bill’s sponsor, Sen. Scott Wiener of San Francisco, said the coalition supporting the legislation had decided to make it a two-year bill so they could “come to a solution that works for” the community, CDCR and Newsom.\u003c/p>\n\u003cp>“Transgender people in our prison system are among the most marginalized people in society, and we must protect them,” he said Friday in a statement. “Over the fall recess, I will join community leaders to visit several state prisons to meet with transgender people who are incarcerated there. This listening tour will help us craft the best legislation possible.”\u003c/p>\n\u003cp>\u003cstrong>SB 136\u003c/strong> is part of a larger push in California to roll back tough on crime laws that helped pack prisons and jails to the brim and resulted in ballooning corrections spending in the Golden State.\u003c/p>\n\u003cp>The bill would end the practice of automatically adding an extra year to a defendant’s sentence if they had previously served time for a felony. Wiener said 11,000 people currently in prison have this extra year tacked on at a cost of $80,000 a year. State officials estimate that the change would save taxpayers $80 million a year. The legislation has passed the Legislature and is heading to the governor.\u003c/p>\n\u003ch2>The Environment\u003c/h2>\n\u003cp>\u003cstrong>AB 792\u003c/strong> would establish a minimum level of recycled content – 50% – in plastic bottles by 2035. On Monday, Assemblyman Phil Ting introduced another bill, \u003cstrong>AB 54\u003c/strong>, to bring temporary relief to cities feeling the bite from the sudden closure of recycling centers across the state. The bill provides $10 million for recycling centers and gives grocers a reprieve from paying some recycling fees. Both bills passed the Legislature.\u003c/p>\n\u003cp>\u003cstrong>SB 1\u003c/strong> is aimed at blunting any weakening of federal environmental laws in California by the Trump Administration. It was sent to Gov. Newsom early Saturday morning with strong backing from environmental groups, despite vigorous objections from Sen. Dianne Feinstein and some water groups who warned against creating two sets of environmental standards. If signed by the governor (or allowed to take effect without his signature) it would replace any federal environmental regulation (Clean Power Plan, Endangered Species Act, etc.) with a state alternative.\u003c/p>\n\u003cp>\u003cstrong>AB 1080 and SB 54:\u003c/strong> The legislative session ended without passage of the bills, which would have enacted the strongest plastic pollution rules in the U.S. The bills are eligible to be considered next year.\u003c/p>\n\u003cp>The plan required plastics manufacturers to take responsibility for the fate of their products — from coffee cup lids to takeout boxes to plastic packaging.\u003c/p>\n\u003cp>Businesses would have had to ensure that plastic forks, for example, are recyclable or face a potential ban. If the bill had passed, all of the state’s single-use plastic utensils would need to be recyclable or compostable by 2030, and companies must reduce waste from plastic packaging by 75%.\u003c/p>\n\u003ch2>\u003cstrong>Wildfires\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>SB 160:\u003c/strong> This bill mandates that counties include “cultural competence” into emergency plans. It’s partially a response to elderly and non-English-speaking residents who missed emergency alerts during the state’s recent wildfires.\u003c/p>\n\u003cp>The bill, which has been sent to Newsom for his signature, calls for local communities to hold public forums that represent residents of many backgrounds when counties plan their emergency protocols.\u003c/p>\n\u003cp>\u003cstrong>SB 520\u003c/strong> would give utilities like PG&E the designation of “provider of last resort” in the areas they serve. Utilities already enjoy that privilege in practice, but the law sponsored by Sen. Robert Hertzberg would enshrine it in the law.\u003c/p>\n\u003cp>Critics say the bill could limit the options that cities and counties have to wrest control from utilities and run them municipally, and limit opportunities for community choice aggregation just as they are starting to thrive. The legislation has been sent to Newsom for his signature.\u003c/p>\n\u003ch2>Other Notable Bills\u003c/h2>\n\u003cp>\u003cstrong>SB 206:\u003c/strong> NBA icon LeBron James threw his weight behind SB 206, the “Fair Pay to Play” bill by East Bay Sen. Nancy Skinner that would allow student-athletes at all four-year colleges in California to sign endorsement deals and receive compensation for the use of their names, images or likenesses.\u003c/p>\n\u003cp>But NCAA President Mark Emmert wrote in a letter to Newsom that signing the legislation could make it “impossible to host fair national championships.” He also implied that if the bill became law, athletes at California schools could be barred from competing in NCAA national championships.\u003c/p>\n\u003cp>Nonetheless, the Senate and the Assembly passed the bill without any opposition. Now — will LeBron be there for the bill signing?\u003c/p>\n\u003cp>\u003cstrong>AB 44: \u003c/strong>Anti-fur advocates have long sought a ban on killing animals for their fur. And if Newsom signs this bill, which he said he will in a tweet, California will become the first state in the nation to ban the creation of new fur products. Republican critics said the state was once again telling Californians what they can and cannot do (the nanny state argument) and that it was disrespectful to Native Americans, whose cultures value fur. The mink, rabbit and coyote communities are no doubt pleased.\u003c/p>\n\u003cp>\u003cstrong>AB 1505\u003c/strong> seeks to more closely regulate California’s 1,300 charter schools. It would allow school districts to consider the impact to the community and the neighborhood schools when reviewing applications for new or expanded charter schools. It would require charter school teachers to be credentialed and establishes a two-year moratorium on non-classroom based charter schools. The legislation has been sent to Newsom.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>SB 313:\u003c/strong> Another victory for furry citizens of California, this bill would ban the use of wild animals in circus acts, including bears, elephants, tigers and monkeys. If signed by Newsom, California will become the third state after New Jersey and Hawaii to enact such a ban.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update Sept. 13: \u003c/strong>The two men who were struck and killed by an Amtrak train in West Berkeley Thursday night had been living in nearby homeless encampments and had been evicted from their tents this week, according to Andrea Henson, an advocate who has been working with them.\u003c/p>\n\u003cp>One of the men, with a nickname of Jupiter, had been living by the Seabreeze Market and Deli at 598 University Ave., she said. Caltrans cleared out an encampment there on Thursday.\u003c/p>\n\u003cp>The other man, known as Fixie, had been living at the “Downstairs” encampment by the University Avenue overpass, she said. Caltrans had cleared that encampment Wednesday.\u003c/p>\n\u003cp>Barbara Brust, another longtime advocate for those without permanent shelter, said that it had been very hot on Thursday and the people evicted from their tents this week had no shelter and no access to water. They were also under tremendous stress, which may have contributed to their decision to cross the train tracks when they did, she said.\u003c/p>\n\u003cp>“I can’t imagine you would have two people crossing the tracks in their best of minds making that mistake,” said Brust. “They were not at their peak performance.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Alameda County coroner’s office is not releasing the men’s names yet. The office has identified one victim but still needs to notify next of kin. The other man had not been officially identified as of 9 a.m., according to a spokeswoman.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong> Two people were struck and killed by a train Thursday night, according to Berkeley police Lt. Dave Lindenau.\u003c/p>\n\u003cp>Officials from Amtrak, which runs trains through the East Bay, called police at 8:15 p.m. to report that two people had been hit, said Lindenau. The incident happened near the Amtrak station at University Avenue between Fourth Street and Second Street, he said.\u003c/p>\n\u003cp>Lindenau did not have more information about the people killed as railroad investigators are handling the matter, he said.\u003c/p>\n\u003cp>The Berkeley Fire Department also responded to the call, according to Brian Harryman, the on-duty battalion chief for BFD. Fire officials talked to the train driver, who had brought the train to a stop on the tracks near Bancroft Way and Fourth Street. The engineer knew he had struck the people and said it took him a quarter-mile to stop the train.\u003c/p>\n\u003cp>“We don’t know where they came from,” said Harryman. “We don’t even know the direction they were walking on the tracks when they were struck.”\u003c/p>\n\u003cp>The Capitol Corridor Twitter account put out this message:\u003c/p>\n\u003cp>https://twitter.com/CapitolCorridor/status/1172371606582087680\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Editor’s note: This article originally stated that Berkeleyside was reaching out to Union Pacific RR for information.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update Sept. 13: \u003c/strong>The two men who were struck and killed by an Amtrak train in West Berkeley Thursday night had been living in nearby homeless encampments and had been evicted from their tents this week, according to Andrea Henson, an advocate who has been working with them.\u003c/p>\n\u003cp>One of the men, with a nickname of Jupiter, had been living by the Seabreeze Market and Deli at 598 University Ave., she said. Caltrans cleared out an encampment there on Thursday.\u003c/p>\n\u003cp>The other man, known as Fixie, had been living at the “Downstairs” encampment by the University Avenue overpass, she said. Caltrans had cleared that encampment Wednesday.\u003c/p>\n\u003cp>Barbara Brust, another longtime advocate for those without permanent shelter, said that it had been very hot on Thursday and the people evicted from their tents this week had no shelter and no access to water. They were also under tremendous stress, which may have contributed to their decision to cross the train tracks when they did, she said.\u003c/p>\n\u003cp>“I can’t imagine you would have two people crossing the tracks in their best of minds making that mistake,” said Brust. “They were not at their peak performance.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Alameda County coroner’s office is not releasing the men’s names yet. The office has identified one victim but still needs to notify next of kin. The other man had not been officially identified as of 9 a.m., according to a spokeswoman.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong> Two people were struck and killed by a train Thursday night, according to Berkeley police Lt. Dave Lindenau.\u003c/p>\n\u003cp>Officials from Amtrak, which runs trains through the East Bay, called police at 8:15 p.m. to report that two people had been hit, said Lindenau. The incident happened near the Amtrak station at University Avenue between Fourth Street and Second Street, he said.\u003c/p>\n\u003cp>Lindenau did not have more information about the people killed as railroad investigators are handling the matter, he said.\u003c/p>\n\u003cp>The Berkeley Fire Department also responded to the call, according to Brian Harryman, the on-duty battalion chief for BFD. Fire officials talked to the train driver, who had brought the train to a stop on the tracks near Bancroft Way and Fourth Street. The engineer knew he had struck the people and said it took him a quarter-mile to stop the train.\u003c/p>\n\u003cp>“We don’t know where they came from,” said Harryman. “We don’t even know the direction they were walking on the tracks when they were struck.”\u003c/p>\n\u003cp>The Capitol Corridor Twitter account put out this message:\u003c/p>\u003c/p>\u003c/div>",
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"disqusTitle": "SFO Runway Reconstruction Project Is Ahead of Schedule",
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"content": "\u003cp>More than 2,600 flights have been delayed or canceled at San Francisco International Airport since crews began reconstructing a runway on Sept. 7.\u003c/p>\n\u003cp>But good news if you have travel plans next week: The project is two days ahead of schedule.\u003c/p>\n\u003cp>SFO announced crews will reach the halfway point and transition on Friday from the first project phase to its second. The repairs on the base layer of the runway are now expected to be finished by Sept. 25, which is two days earlier than anticipated.\u003cbr>\n[aside postID=\"news_11772407,news_11773215\" label=\"Related coverage\"]\u003c/p>\n\u003cp>The airport is repairing Runway 28L, SFO's second-longest runway, because it showed signs of wear and tear where it intersects with two other runways. This area is the busiest section of the airport's runway system, and more than 68% of flights crossed over it in 2018, according to \u003ca href=\"https://www.flysfo.com/28l-reconstruction-faqs\" target=\"_blank\" rel=\"noopener\">SFO's website\u003c/a>.\u003c/p>\n\u003ch3>Moving More Quickly Than Expected\u003c/h3>\n\u003cp>In the project’s first phase, crews repaired the area where Runway 28L intersects with Runway 1R. Runway 1R will be completed and reopen on Saturday, and crews will transition to working on the intersection of Runway 28L and Runway 1L.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crews have been working 24 hours a day since the project’s start, according to SFO spokesman Doug Yakel.\u003c/p>\n\u003cp>The team planned cushion time for the project, anticipating that they would have to reinforce the soil beneath the base layer, which hasn't been excavated for decades. But the soil below is stable.\u003c/p>\n\u003cp>\"We've got a similar contingency in place for the second phase in recognition of the fact that again we're going into an area that really hasn't been touched for about 50 to 60 years,\" Yakel said.\u003c/p>\n\u003cfigure id=\"attachment_11773994\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11773994\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/GettyImages-1173446702-1-e1568328016889.jpg\" alt=\"\" width=\"1920\" height=\"1289\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines customer talks to a ticket agent at San Francisco International Airport on Sept. 9, 2019. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Phase Two: What to Expect\u003c/h3>\n\u003cp>Runway 1R will reopen for aircraft use on Saturday. This intersection of the runway is larger than the section crews will work on next, so SFO expects improvement in the efficiency of operating runways.\u003c/p>\n\u003cp>\"Keep in mind that this project has always been where 28L intersects with two other runways,\" Yakel said. \"So at any given time at our airport, we've always had two runways closed during this project.\"\u003c/p>\n\u003cp>Short-haul flights are expected to be the most impacted, but domestic and international flights may continue to be affected as well.\u003c/p>\n\u003cp>It's a good idea to check with your airline if you're planning a flight during this time, because most cancellations have been announced in advance, according to Yakel.\u003c/p>\n\u003cp>\"Obviously, there are still some flights that are being canceled on the day of, but upwards of 75 to 80% of all the scheduled reductions happened in advance,\" Yakel said.\u003c/p>\n\u003cp>But if possible, SFO still recommends travelers book an early-morning flight before 9 a.m. for the best chance at avoiding long delays.\u003c/p>\n\u003cp>It also might be a good idea to consider flying out of another major Bay Area airport, such as Oakland or San Jose.\u003c/p>\n\u003ch3>Phase One: A Repair Recap\u003c/h3>\n\u003cp>This isn't the first time SFO has repaired this runway in recent years. In 2017, the airport repaved its entire top layer and discovered problems with the base layer.\u003c/p>\n\u003cp>After additional investigation, airport staff decided the best solution would be to excavate a 1,900-foot section of the runway. The federally funded project is expected to cost $16.2 million.\u003c/p>\n\u003cp>As of Thursday afternoon, \u003ca href=\"https://flightaware.com/live/cancelled/today/kSFO\" target=\"_blank\" rel=\"noopener\">Flight Aware\u003c/a> said 1,970 flights have been delayed and 670 canceled during the project's first six days, and the numbers keep rising.\u003c/p>\n\u003cp>[aside postID=\"news_11773215\" label=\"Week one of SFO repairs\"]\u003c/p>\n\u003cp>Flight delays during the first week of reconstruction were also impacted by high winds, according to Yakel. Wind conditions for the next week are expected to improve, but SFO said it still anticipates delays and potential cancellations due to the reconstruction.\u003c/p>\n\u003cp>The project team stated it selected the original three-week time period of Sept. 7-27 after input from airlines at SFO, hoping to avoid busy summer and holiday travel seasons. The time period also has a low probability for rain, which could affect the asphalt paving.\u003c/p>\n\u003cp>\"For starters there is never a good time to close a runway at such a critical piece of infrastructure for an airport,\" Yakel said. \"There's really never an optimum time. It's usually the lesser of evils.\"\u003c/p>\n\u003cp>But some industry analysts are still critical of the chosen time period.\u003c/p>\n\u003cp>\"This is a terrible time for SFO to do this work. It is the start of the business travel season,\" said Henry Harteveldt, travel industry analyst at \u003ca href=\"https://atmosphereresearch.com/\" target=\"_blank\" rel=\"noopener\">Atmosphere Research Group\u003c/a> in San Francisco. \"I am concerned that there could be a long negative hangover in terms of how people view San Francisco International Airport and San Francisco itself.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Nina Thorsen and Angela Corral contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than 2,600 flights have been delayed or canceled at San Francisco International Airport since crews began reconstructing a runway on Sept. 7.\u003c/p>\n\u003cp>But good news if you have travel plans next week: The project is two days ahead of schedule.\u003c/p>\n\u003cp>SFO announced crews will reach the halfway point and transition on Friday from the first project phase to its second. The repairs on the base layer of the runway are now expected to be finished by Sept. 25, which is two days earlier than anticipated.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The airport is repairing Runway 28L, SFO's second-longest runway, because it showed signs of wear and tear where it intersects with two other runways. This area is the busiest section of the airport's runway system, and more than 68% of flights crossed over it in 2018, according to \u003ca href=\"https://www.flysfo.com/28l-reconstruction-faqs\" target=\"_blank\" rel=\"noopener\">SFO's website\u003c/a>.\u003c/p>\n\u003ch3>Moving More Quickly Than Expected\u003c/h3>\n\u003cp>In the project’s first phase, crews repaired the area where Runway 28L intersects with Runway 1R. Runway 1R will be completed and reopen on Saturday, and crews will transition to working on the intersection of Runway 28L and Runway 1L.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Crews have been working 24 hours a day since the project’s start, according to SFO spokesman Doug Yakel.\u003c/p>\n\u003cp>The team planned cushion time for the project, anticipating that they would have to reinforce the soil beneath the base layer, which hasn't been excavated for decades. But the soil below is stable.\u003c/p>\n\u003cp>\"We've got a similar contingency in place for the second phase in recognition of the fact that again we're going into an area that really hasn't been touched for about 50 to 60 years,\" Yakel said.\u003c/p>\n\u003cfigure id=\"attachment_11773994\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11773994\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/GettyImages-1173446702-1-e1568328016889.jpg\" alt=\"\" width=\"1920\" height=\"1289\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines customer talks to a ticket agent at San Francisco International Airport on Sept. 9, 2019. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Phase Two: What to Expect\u003c/h3>\n\u003cp>Runway 1R will reopen for aircraft use on Saturday. This intersection of the runway is larger than the section crews will work on next, so SFO expects improvement in the efficiency of operating runways.\u003c/p>\n\u003cp>\"Keep in mind that this project has always been where 28L intersects with two other runways,\" Yakel said. \"So at any given time at our airport, we've always had two runways closed during this project.\"\u003c/p>\n\u003cp>Short-haul flights are expected to be the most impacted, but domestic and international flights may continue to be affected as well.\u003c/p>\n\u003cp>It's a good idea to check with your airline if you're planning a flight during this time, because most cancellations have been announced in advance, according to Yakel.\u003c/p>\n\u003cp>\"Obviously, there are still some flights that are being canceled on the day of, but upwards of 75 to 80% of all the scheduled reductions happened in advance,\" Yakel said.\u003c/p>\n\u003cp>But if possible, SFO still recommends travelers book an early-morning flight before 9 a.m. for the best chance at avoiding long delays.\u003c/p>\n\u003cp>It also might be a good idea to consider flying out of another major Bay Area airport, such as Oakland or San Jose.\u003c/p>\n\u003ch3>Phase One: A Repair Recap\u003c/h3>\n\u003cp>This isn't the first time SFO has repaired this runway in recent years. In 2017, the airport repaved its entire top layer and discovered problems with the base layer.\u003c/p>\n\u003cp>After additional investigation, airport staff decided the best solution would be to excavate a 1,900-foot section of the runway. The federally funded project is expected to cost $16.2 million.\u003c/p>\n\u003cp>As of Thursday afternoon, \u003ca href=\"https://flightaware.com/live/cancelled/today/kSFO\" target=\"_blank\" rel=\"noopener\">Flight Aware\u003c/a> said 1,970 flights have been delayed and 670 canceled during the project's first six days, and the numbers keep rising.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Flight delays during the first week of reconstruction were also impacted by high winds, according to Yakel. Wind conditions for the next week are expected to improve, but SFO said it still anticipates delays and potential cancellations due to the reconstruction.\u003c/p>\n\u003cp>The project team stated it selected the original three-week time period of Sept. 7-27 after input from airlines at SFO, hoping to avoid busy summer and holiday travel seasons. The time period also has a low probability for rain, which could affect the asphalt paving.\u003c/p>\n\u003cp>\"For starters there is never a good time to close a runway at such a critical piece of infrastructure for an airport,\" Yakel said. \"There's really never an optimum time. It's usually the lesser of evils.\"\u003c/p>\n\u003cp>But some industry analysts are still critical of the chosen time period.\u003c/p>\n\u003cp>\"This is a terrible time for SFO to do this work. It is the start of the business travel season,\" said Henry Harteveldt, travel industry analyst at \u003ca href=\"https://atmosphereresearch.com/\" target=\"_blank\" rel=\"noopener\">Atmosphere Research Group\u003c/a> in San Francisco. \"I am concerned that there could be a long negative hangover in terms of how people view San Francisco International Airport and San Francisco itself.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Nina Thorsen and Angela Corral contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated, 7:25 p.m. Thursday, Sept. 12\u003c/em>\u003c/p>\n\u003cp>BART train operators are warning that the way the agency is deploying one type of car in its new fleet poses a serious safety hazard for riders — and they’re calling on the district’s board of directors to do something about it.\u003c/p>\n\u003cp>The operators say that locked doors on some of the new cars could make it much more difficult to evacuate trains in an emergency and pose a potentially deadly hazard for passengers, first responders and transit staff.\u003c/p>\n\u003cp>Responding to those concerns, first raised publicly in July and brought up again at the district’s board of directors meeting on Thursday, BART said both the cars and its emergency procedures are safe.\u003c/p>\n\u003cp>The issue involves how BART is using new cars that can be operated either as cabs, placed at each end of a train, or as standard cars positioned in the middle of a train’s lineup.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But those new hybrid cab cars — called “D” cars — differ from BART’s legacy rolling stock and other new Fleet of the Future vehicles, called “E” cars, in several key respects.\u003c/p>\n\u003cp>The door at the car’s cab end is locked and thus prevents movement to the next car on the train unless an operator or other employee manually releases it. The D cars also lack a covered passage between cars, and to move from one D car to another involves stepping across the steel coupler that connects the vehicles.\u003c/p>\n\u003cp>Members of Amalgamated Transit Union Local 1555 told the board on July 25 that BART’s practice of placing the D cars in the middle of the trains poses a grave safety risk.\u003c/p>\n\u003cp>Michael Granat, a 29-year BART train operator, told the board in his July presentation the dangers range from the difficulty of opening the locked doors quickly in an emergency, to police officers being unable to easily move from car to car to respond to onboard incidents, to the possibility of smoke infiltrating the D cars during a fire because of their lack of a covered passage between vehicles.\u003c/p>\n\u003cp>Granat said the consequences could be dire.\u003c/p>\n\u003cp>“My fellow safety-sensitive workers and myself are here to warn you that if trains continue to run with D cars in the middle, someone will eventually die as a result,” Granat told the board. “When this happens, I think you’ll have to ask yourselves what you did to prevent it. You have the power to stop this right now.”\u003c/p>\n\u003cp>On Thursday, seven weeks after his first presentation, Granat appeared before the board again, presenting a picture of what he called “the dramatic gap” between D cars positioned in the middle of a train.\u003c/p>\n\u003cp>The quick fix the union has suggested — and that Granat reiterated Thursday — is for BART to use the D cars only on the ends of trains, at least until the agency can explore the issue and whether there are safety workarounds.\u003c/p>\n\u003cp>“There is a non-engineering solution, which is just to use D cars as end cars and E cars as pass-through cars until we have all that in place,” Granat told the board. “Otherwise, what I think we’re really doing is testing equipment with passengers on board. I don’t think anyone here should feel comfortable with that.”\u003c/p>\n\u003cp>At July’s meeting, board member Mark Foley, joined by directors Rebecca Saltzman and Debora Allen, made a formal request for a staff report on the issue. BART General Manager Robert Powers said the report will be presented sometime in November.\u003c/p>\n\u003cp>“We need this report back so we can figure out what’s being done, how this is being studied, how the decision were made — get more details on it,” Saltzman said in an interview after Thursday’s meeting.\u003c/p>\n\u003cp>Foley said after the session he asked for a management report because train operators had raised “a legitimate issue that we need to sort of nip in the bud. We’re at the beginning of the Fleet of the Future trains arriving, and if there’s a design or a configuration change we need to make, then we should really be doing that proactively and not waiting for something to go wrong.”\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said that the ATU and its members have “partnered with us on the design of the new cars from the very beginning.”\u003c/p>\n\u003cp>“The cars are safe, and our current emergency procedures are safe,” she said. Trost also pointed out that the one end of the D cars remains unlocked when the vehicles are positioned in the middle of the train and added that the cars’ side doors can also be used when passengers need be be evacuated. \u003c/p>\n\u003cp>But she acknowledged that trains configured with D cars positioned in the middle of the lineup “requires different evacuation procedures and we continue to work with the union to refine these procedures.”\u003c/p>\n\u003cp>BART introduced the new cars, manufactured by Montreal-based Bombardier, early last year. So far, the agency has taken delivery of 105 of the vehicles, with 48 in service. It plans to purchase as many as 1,200 new cars over the next decade.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Updates\u003c/strong>\u003cbr>\n\u003cem>7:25 p.m. Thursday: \u003c/em>\u003cbr>\n\u003cstrong>*\u003c/strong>Headline changed from “BART Train Operators Sound Alarm About New ‘No Exit’ Cars” to “BART Train Operators Sound Alarm About Locked Doors on New Cars.”\u003cbr>\n\u003cstrong>*\u003c/strong>Story revised to add new statement from BART about the exits available on the new D cars. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But those new hybrid cab cars — called “D” cars — differ from BART’s legacy rolling stock and other new Fleet of the Future vehicles, called “E” cars, in several key respects.\u003c/p>\n\u003cp>The door at the car’s cab end is locked and thus prevents movement to the next car on the train unless an operator or other employee manually releases it. The D cars also lack a covered passage between cars, and to move from one D car to another involves stepping across the steel coupler that connects the vehicles.\u003c/p>\n\u003cp>Members of Amalgamated Transit Union Local 1555 told the board on July 25 that BART’s practice of placing the D cars in the middle of the trains poses a grave safety risk.\u003c/p>\n\u003cp>Michael Granat, a 29-year BART train operator, told the board in his July presentation the dangers range from the difficulty of opening the locked doors quickly in an emergency, to police officers being unable to easily move from car to car to respond to onboard incidents, to the possibility of smoke infiltrating the D cars during a fire because of their lack of a covered passage between vehicles.\u003c/p>\n\u003cp>Granat said the consequences could be dire.\u003c/p>\n\u003cp>“My fellow safety-sensitive workers and myself are here to warn you that if trains continue to run with D cars in the middle, someone will eventually die as a result,” Granat told the board. “When this happens, I think you’ll have to ask yourselves what you did to prevent it. You have the power to stop this right now.”\u003c/p>\n\u003cp>On Thursday, seven weeks after his first presentation, Granat appeared before the board again, presenting a picture of what he called “the dramatic gap” between D cars positioned in the middle of a train.\u003c/p>\n\u003cp>The quick fix the union has suggested — and that Granat reiterated Thursday — is for BART to use the D cars only on the ends of trains, at least until the agency can explore the issue and whether there are safety workarounds.\u003c/p>\n\u003cp>“There is a non-engineering solution, which is just to use D cars as end cars and E cars as pass-through cars until we have all that in place,” Granat told the board. “Otherwise, what I think we’re really doing is testing equipment with passengers on board. I don’t think anyone here should feel comfortable with that.”\u003c/p>\n\u003cp>At July’s meeting, board member Mark Foley, joined by directors Rebecca Saltzman and Debora Allen, made a formal request for a staff report on the issue. BART General Manager Robert Powers said the report will be presented sometime in November.\u003c/p>\n\u003cp>“We need this report back so we can figure out what’s being done, how this is being studied, how the decision were made — get more details on it,” Saltzman said in an interview after Thursday’s meeting.\u003c/p>\n\u003cp>Foley said after the session he asked for a management report because train operators had raised “a legitimate issue that we need to sort of nip in the bud. We’re at the beginning of the Fleet of the Future trains arriving, and if there’s a design or a configuration change we need to make, then we should really be doing that proactively and not waiting for something to go wrong.”\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said that the ATU and its members have “partnered with us on the design of the new cars from the very beginning.”\u003c/p>\n\u003cp>“The cars are safe, and our current emergency procedures are safe,” she said. Trost also pointed out that the one end of the D cars remains unlocked when the vehicles are positioned in the middle of the train and added that the cars’ side doors can also be used when passengers need be be evacuated. \u003c/p>\n\u003cp>But she acknowledged that trains configured with D cars positioned in the middle of the lineup “requires different evacuation procedures and we continue to work with the union to refine these procedures.”\u003c/p>\n\u003cp>BART introduced the new cars, manufactured by Montreal-based Bombardier, early last year. So far, the agency has taken delivery of 105 of the vehicles, with 48 in service. It plans to purchase as many as 1,200 new cars over the next decade.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Updates\u003c/strong>\u003cbr>\n\u003cem>7:25 p.m. Thursday: \u003c/em>\u003cbr>\n\u003cstrong>*\u003c/strong>Headline changed from “BART Train Operators Sound Alarm About New ‘No Exit’ Cars” to “BART Train Operators Sound Alarm About Locked Doors on New Cars.”\u003cbr>\n\u003cstrong>*\u003c/strong>Story revised to add new statement from BART about the exits available on the new D cars. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>All six crew members were asleep aboard a scuba diving boat off the Southern California coast when a fire broke out in the middle of the night, killing 34 people who were trapped in a bunkroom below the main deck, federal investigators said Thursday.\u003c/p>\n\u003cp>Boats like the Conception, which caught fire around 3 a.m. on Sept. 2 and sank, are required to have a crew member keep watch at night.\u003c/p>\n\u003cp>The National Transportation Safety Board has been investigating the tragedy and released a two-page preliminary report that said five crew members were sleeping in their quarters behind the wheelhouse on the second deck and another below deck when the fire broke out.\u003c/p>\n\u003cp>[aside tag='the-conception' label='More Coverage']The report comes as investigators seek to determine the cause and try to recover the wreckage of the Conception from the bottom of the sea amid an ongoing criminal probe conducted by the FBI, Coast Guard and the U.S. Attorney’s Office.\u003c/p>\n\u003cp>Divers on Wednesday recovered the remains of the last victim — one of dozens who died of smoke inhalation as they were trapped below a raging fire.\u003c/p>\n\u003cp>The Coast Guard has issued additional safety recommendations in the wake of the tragedy, such as limiting the unsupervised charging of lithium-ion batteries and the use of power strips and extension cords.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The recommendations also suggest owners and operators of vessels review emergency duties with the crew, identify emergency escapes, check all firefighting and lifesaving equipment onboard, and look at the condition of passenger accommodation spaces for “unsafe practices or other hazardous arrangements.”\u003c/p>\n\u003cp>Coast Guard records show the Conception passed its two most recent inspections with no safety violations. Previous customers said the company that owns the vessel, Truth Aquatics, and the captains of its three boats were very safety conscious.\u003c/p>\n\u003cp>James Hall, a former NTSB chairman, told The Associated Press that a preliminary report is generally a summary of the early findings that relies on interviews, inspection documents and other records, and a review of current maritime rules and regulations.\u003c/p>\n\u003cp>[documentcloud url=\"https://www.documentcloud.org/documents/6403980-NTSB-Preliminary-Report-on-the-Conception.html\" responsive=true text=false]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>It might seem like everyone thinks their local airport is the worst of them all: the longest security lines, the worst food, the most delays.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>But we in the Bay Area have good reason to complain. According to the \u003ca href=\"https://www.bts.gov/\">Bureau of Transportation Statistics\u003c/a>, in 2018 \u003ca href=\"https://www.bts.gov/node/224131\">SFO was the third-most-delayed major airport in the U.S. in terms of arrivals\u003c/a>, with about 26 percent of arriving flights delayed. And that’s not unique to last year. Since 2010, SFO has consistently ranked in the top four of the most delayed airports, some years dipping as low as 69 percent of flights arriving on time.\u003c/p>\n\u003cp>So what is it about SFO? It all boils down to three things: fog, runways and air traffic.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch3>Curse you, Karl!\u003c/h3>\n\u003cp>While San Francisco might not have blizzards or hurricanes, it turns out a little bit of fog can go a long way to hinder operations at SFO.\u003c/p>\n\u003cp>“On a clear day, aircraft at SFO can land side by side, because the two pilots on each aircraft are able to look out the window, see each other and maintain separation,” says SFO spokesman Doug Yakel. “The problem is when it becomes foggy, and those two aircraft can no longer see one another.”\u003c/p>\n\u003cp>When pilots can’t visually maintain distance from other planes, they must rely on instruments. According to the Federal Aviation Administration (FAA), aircraft must maintain a distance of 4,300 feet when landing side by side in periods of low visibility. However, the two runways primarily used for landings at SFO are only 750 feet apart.\u003c/p>\n\u003cfigure id=\"attachment_11772413\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11772413 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS3592_IMG_4264-800x600.jpg\" alt=\"A scenic view of SFO.\" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">A scenic view of SFO. \u003ccite>(Molly Samuel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>So when it’s too foggy, aircraft can’t land side by side at SFO anymore. Instead of landing 60 planes in 60 minutes, like SFO can do on a clear day, they can land about half that number.\u003c/p>\n\u003cp>The FAA also employs a\u003ca href=\"https://www.fly.faa.gov/Products/AIS_ORIGINAL/shortmessage.html\"> Ground Delay Program,\u003c/a> where flights destined for SFO are held at their originating airports until they are given clearance to take off.\u003c/p>\n\u003cp>“Think about metering lights going on to a bridge, for example, where you need to meter the traffic that’s going into that area, because there’s more demand than there is space,” says Yakel. “That’s essentially what happens in bad weather at SFO.”\u003c/p>\n\u003cp>SFO’s runways were built so close together because they were constructed in the 1940s, when there was much less air traffic. As air travel has become more popular, the distance between runways has made weather more of a limiting factor.\u003c/p>\n\u003ch3>Busiest in the Bay\u003c/h3>\n\u003cp>The fog doesn’t delay planes at other local airports nearly as much. In 2018, San Jose International Airport’s (SJC) arrivals were 82 percent on time, while those at Oakland International Airport were 81 percent on time.\u003c/p>\n\u003cp>SFO is the seventh-busiest airport in the United States, \u003ca href=\"https://www.bts.gov/airport-rankings-2018\">boarding almost 28 million passengers\u003c/a>. According to Yakel, two-thirds of the Bay Area’s air traffic goes through SFO, with OAK and SJC essentially splitting the remaining third.\u003c/p>\n\u003cp>“If SFO had the same level of flight activity as [the Oakland or San Jose airports], weather probably won’t be as much of a factor,” he says.\u003c/p>\n\u003ch3>The Deal with Departures\u003c/h3>\n\u003cp>While Yakel says fog doesn’t directly affect departures, its effect on arrivals does trickle down. At the very beginning of the day, all of the planes departing SFO have been kept there overnight. So even if it’s foggy, their departures shouldn’t be affected.\u003c/p>\n\u003cp>But for the rest of the day, most departing planes depend on an arriving plane, so it can load up passengers and head to the next destination. If the arriving flight is delayed, perhaps by fog, then the departing flight will be delayed as well.\u003c/p>\n\u003ch3>Improvements on the Horizon\u003c/h3>\n\u003cp>Yakel says that SFO is working with the FAA to address the delays and they are already seeing improvements. On low-visibility days SFO could once land only 27 planes per hour. Recently they’ve gotten that number into the high 30s.\u003c/p>\n\u003cp>“Twenty years ago it would have taken additional runways,” he says. “In the years to come, technology is going to address this issue.”\u003c/p>\n\u003cp>The FAA has been\u003ca href=\"https://www.faa.gov/nextgen/\"> overhauling the nation’s air transportation system\u003c/a> in an attempt to make air travel more efficient and precise.\u003c/p>\n\u003ch3>Fun Facts\u003c/h3>\n\u003cul>\n\u003cli style=\"font-weight: 400;\">\u003cspan style=\"font-weight: 400;\">Consider doing carry-on when flying American Airlines. It currently rakes in \u003c/span>\u003ca href=\"https://www.bts.gov/node/221236\">\u003cspan style=\"font-weight: 400;\">the most revenue from baggage fees\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> and has one of the \u003c/span>\u003ca href=\"https://www.transportation.gov/sites/dot.gov/files/docs/resources/individuals/aviation-consumer-protection/346301/august-2019-atcrr.pdf\">\u003cspan style=\"font-weight: 400;\">highest rates of mishandled baggage.\u003c/span>\u003c/a>\u003c/li>\n\u003cli style=\"font-weight: 400;\">\u003cspan style=\"font-weight: 400;\">Trying to be on time? You might not want to fly Frontier Airlines. It was\u003c/span>\u003ca href=\"https://www.transtats.bts.gov/Oneway.asp?Display_Flag=0&Percent_Flag=0\">\u003cspan style=\"font-weight: 400;\"> the most delayed airline in 2018\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\">.\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400;\">\u003cspan style=\"font-weight: 400;\">The busiest airport in the world is \u003c/span>\u003cspan style=\"font-weight: 400;\">Hartsfield-Jackson Atlanta Airport (ATL), \u003c/span>\u003ca href=\"https://aci.aero/news/2019/03/13/preliminary-world-airport-traffic-rankings-released/\">\u003cspan style=\"font-weight: 400;\">handling over 107 million passengers\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\">\u003cspan style=\"font-weight: 400;\">.\u003c/span>\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "In 2018 SFO was the third-most-delayed major airport in the U.S. in terms of arrivals. Find out if Karl the Fog has anything to do with it.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It might seem like everyone thinks their local airport is the worst of them all: the longest security lines, the worst food, the most delays.\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>But we in the Bay Area have good reason to complain. According to the \u003ca href=\"https://www.bts.gov/\">Bureau of Transportation Statistics\u003c/a>, in 2018 \u003ca href=\"https://www.bts.gov/node/224131\">SFO was the third-most-delayed major airport in the U.S. in terms of arrivals\u003c/a>, with about 26 percent of arriving flights delayed. And that’s not unique to last year. Since 2010, SFO has consistently ranked in the top four of the most delayed airports, some years dipping as low as 69 percent of flights arriving on time.\u003c/p>\n\u003cp>So what is it about SFO? It all boils down to three things: fog, runways and air traffic.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>Curse you, Karl!\u003c/h3>\n\u003cp>While San Francisco might not have blizzards or hurricanes, it turns out a little bit of fog can go a long way to hinder operations at SFO.\u003c/p>\n\u003cp>“On a clear day, aircraft at SFO can land side by side, because the two pilots on each aircraft are able to look out the window, see each other and maintain separation,” says SFO spokesman Doug Yakel. “The problem is when it becomes foggy, and those two aircraft can no longer see one another.”\u003c/p>\n\u003cp>When pilots can’t visually maintain distance from other planes, they must rely on instruments. According to the Federal Aviation Administration (FAA), aircraft must maintain a distance of 4,300 feet when landing side by side in periods of low visibility. However, the two runways primarily used for landings at SFO are only 750 feet apart.\u003c/p>\n\u003cfigure id=\"attachment_11772413\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11772413 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS3592_IMG_4264-800x600.jpg\" alt=\"A scenic view of SFO.\" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">A scenic view of SFO. \u003ccite>(Molly Samuel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>So when it’s too foggy, aircraft can’t land side by side at SFO anymore. Instead of landing 60 planes in 60 minutes, like SFO can do on a clear day, they can land about half that number.\u003c/p>\n\u003cp>The FAA also employs a\u003ca href=\"https://www.fly.faa.gov/Products/AIS_ORIGINAL/shortmessage.html\"> Ground Delay Program,\u003c/a> where flights destined for SFO are held at their originating airports until they are given clearance to take off.\u003c/p>\n\u003cp>“Think about metering lights going on to a bridge, for example, where you need to meter the traffic that’s going into that area, because there’s more demand than there is space,” says Yakel. “That’s essentially what happens in bad weather at SFO.”\u003c/p>\n\u003cp>SFO’s runways were built so close together because they were constructed in the 1940s, when there was much less air traffic. As air travel has become more popular, the distance between runways has made weather more of a limiting factor.\u003c/p>\n\u003ch3>Busiest in the Bay\u003c/h3>\n\u003cp>The fog doesn’t delay planes at other local airports nearly as much. In 2018, San Jose International Airport’s (SJC) arrivals were 82 percent on time, while those at Oakland International Airport were 81 percent on time.\u003c/p>\n\u003cp>SFO is the seventh-busiest airport in the United States, \u003ca href=\"https://www.bts.gov/airport-rankings-2018\">boarding almost 28 million passengers\u003c/a>. According to Yakel, two-thirds of the Bay Area’s air traffic goes through SFO, with OAK and SJC essentially splitting the remaining third.\u003c/p>\n\u003cp>“If SFO had the same level of flight activity as [the Oakland or San Jose airports], weather probably won’t be as much of a factor,” he says.\u003c/p>\n\u003ch3>The Deal with Departures\u003c/h3>\n\u003cp>While Yakel says fog doesn’t directly affect departures, its effect on arrivals does trickle down. At the very beginning of the day, all of the planes departing SFO have been kept there overnight. So even if it’s foggy, their departures shouldn’t be affected.\u003c/p>\n\u003cp>But for the rest of the day, most departing planes depend on an arriving plane, so it can load up passengers and head to the next destination. If the arriving flight is delayed, perhaps by fog, then the departing flight will be delayed as well.\u003c/p>\n\u003ch3>Improvements on the Horizon\u003c/h3>\n\u003cp>Yakel says that SFO is working with the FAA to address the delays and they are already seeing improvements. On low-visibility days SFO could once land only 27 planes per hour. Recently they’ve gotten that number into the high 30s.\u003c/p>\n\u003cp>“Twenty years ago it would have taken additional runways,” he says. “In the years to come, technology is going to address this issue.”\u003c/p>\n\u003cp>The FAA has been\u003ca href=\"https://www.faa.gov/nextgen/\"> overhauling the nation’s air transportation system\u003c/a> in an attempt to make air travel more efficient and precise.\u003c/p>\n\u003ch3>Fun Facts\u003c/h3>\n\u003cul>\n\u003cli style=\"font-weight: 400;\">\u003cspan style=\"font-weight: 400;\">Consider doing carry-on when flying American Airlines. It currently rakes in \u003c/span>\u003ca href=\"https://www.bts.gov/node/221236\">\u003cspan style=\"font-weight: 400;\">the most revenue from baggage fees\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\"> and has one of the \u003c/span>\u003ca href=\"https://www.transportation.gov/sites/dot.gov/files/docs/resources/individuals/aviation-consumer-protection/346301/august-2019-atcrr.pdf\">\u003cspan style=\"font-weight: 400;\">highest rates of mishandled baggage.\u003c/span>\u003c/a>\u003c/li>\n\u003cli style=\"font-weight: 400;\">\u003cspan style=\"font-weight: 400;\">Trying to be on time? You might not want to fly Frontier Airlines. It was\u003c/span>\u003ca href=\"https://www.transtats.bts.gov/Oneway.asp?Display_Flag=0&Percent_Flag=0\">\u003cspan style=\"font-weight: 400;\"> the most delayed airline in 2018\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\">.\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400;\">\u003cspan style=\"font-weight: 400;\">The busiest airport in the world is \u003c/span>\u003cspan style=\"font-weight: 400;\">Hartsfield-Jackson Atlanta Airport (ATL), \u003c/span>\u003ca href=\"https://aci.aero/news/2019/03/13/preliminary-world-airport-traffic-rankings-released/\">\u003cspan style=\"font-weight: 400;\">handling over 107 million passengers\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400;\">\u003cspan style=\"font-weight: 400;\">.\u003c/span>\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>In a direct challenge to the gig worker bill that \u003ca href=\"http://bit.ly/fioreubergigbill\" target=\"_blank\" rel=\"noopener\">passed in the state Assembly on Wednesday\u003c/a>, Uber said its drivers are not a core part of the company's \"technology platform.\"\u003c/p>\n\u003cp>Why does Uber say that drivers aren't a core part of its business?\u003c/p>\n\u003cp>Because Assembly Bill 5 codifies a 2018 state Supreme Court decision that says if workers perform core functions for the business, they have to be classified as employees, not contractors.\u003c/p>\n\u003cp>I wonder if now that Uber says the drivers aren't performing a core function, it'll classify those cars as self-driving?\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a direct challenge to the gig worker bill that \u003ca href=\"http://bit.ly/fioreubergigbill\" target=\"_blank\" rel=\"noopener\">passed in the state Assembly on Wednesday\u003c/a>, Uber said its drivers are not a core part of the company's \"technology platform.\"\u003c/p>\n\u003cp>Why does Uber say that drivers aren't a core part of its business?\u003c/p>\n\u003cp>Because Assembly Bill 5 codifies a 2018 state Supreme Court decision that says if workers perform core functions for the business, they have to be classified as employees, not contractors.\u003c/p>\n\u003cp>I wonder if now that Uber says the drivers aren't performing a core function, it'll classify those cars as self-driving?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Lyft has announced that the company will release new safety features on its app Tuesday, less than a week after it was \u003ca href=\"https://www.kqed.org/news/11772148/14-women-allegedly-assaulted-by-lyft-drivers-sue-the-company\">sued\u003c/a> by 14 women allegedly assaulted by drivers.\u003c/p>\n\u003cp>The changes include asking riders and drivers if they’re OK if their ride has unexplained delays, an in-app “Call 911” button and mandatory driver training.\u003c/p>\n\u003cp>A check-in feature will roll out later this year, according \u003ca href=\"https://blog.lyft.com/posts/reinforcing-lyfts-commitment-to-safety\">to Lyft\u003c/a>. If a ride has unexplained delays, a window will pop up on the app asking if the passenger or driver is all right. The passenger or driver will have the option to report an issue to Lyft or request emergency assistance from law enforcement. Lyft would not contact law enforcement on their behalf if the driver or rider don’t confirm they’re OK.\u003c/p>\n\u003cp>When calling 911 from the app, which Lyft said is available today, it will display the car’s current location and vehicle information to pass along to dispatchers.\u003c/p>\n\u003cfigure id=\"attachment_11773503\" class=\"wp-caption alignright\" style=\"max-width: 250px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/rider911_small.gif\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11773503\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/rider911_small.gif\" alt=\"An image of how riders can now call 911 through the Lyft app.\" width=\"250\" height=\"510\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Riders can now call 911 through the Lyft app. \u003ccite>(Courtesy Lyft)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lyft also announced all drivers will be required to participate in sexual assault prevention training through the app, according to a spokeswoman.\u003c/p>\n\u003cp>“The onus is on all of us to learn from any incident, whether it occurs on our platform or not, and then work to help prevent them,” Lyft president and co-founder John Zimmer said in a statement. “Today, we’re taking further action toward our goal of making Lyft the safest form of transportation for everyone.”\u003c/p>\n\u003cp>Attorneys who\u003ca href=\"https://www.kqed.org/news/11772148/14-women-allegedly-assaulted-by-lyft-drivers-sue-the-company\"> filed a lawsuit\u003c/a> last week on behalf of 14 women allegedly sexually assaulted by Lyft drivers say these changes are inadequate and a “cheap public relations stunt.”\u003c/p>\n\u003cp>Their lawsuit alleges Lyft is acting negligently by not doing enough to prevent assaults by its drivers and not cooperating with law enforcement. They argue Lyft does this because it has a financial incentive to recruit as many drivers as possible.\u003c/p>\n\u003cp>Attorney Michael Bomberger argues Lyft should be doing more, like video recording each ride.\u003c/p>\n\u003cp>“Nearly 100 percent of the responsibility for the safety measures is for the victim themself preventing their own assault,” Bomberger said. “How’s a woman gonna, once an assault starts, grab their phone and start to do these things, especially if they’re intoxicated and/or they’ve been sleeping? It’s just not gonna work.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Lyft has announced that the company will release new safety features on its app Tuesday, less than a week after it was \u003ca href=\"https://www.kqed.org/news/11772148/14-women-allegedly-assaulted-by-lyft-drivers-sue-the-company\">sued\u003c/a> by 14 women allegedly assaulted by drivers.\u003c/p>\n\u003cp>The changes include asking riders and drivers if they’re OK if their ride has unexplained delays, an in-app “Call 911” button and mandatory driver training.\u003c/p>\n\u003cp>A check-in feature will roll out later this year, according \u003ca href=\"https://blog.lyft.com/posts/reinforcing-lyfts-commitment-to-safety\">to Lyft\u003c/a>. If a ride has unexplained delays, a window will pop up on the app asking if the passenger or driver is all right. The passenger or driver will have the option to report an issue to Lyft or request emergency assistance from law enforcement. Lyft would not contact law enforcement on their behalf if the driver or rider don’t confirm they’re OK.\u003c/p>\n\u003cp>When calling 911 from the app, which Lyft said is available today, it will display the car’s current location and vehicle information to pass along to dispatchers.\u003c/p>\n\u003cfigure id=\"attachment_11773503\" class=\"wp-caption alignright\" style=\"max-width: 250px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/rider911_small.gif\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11773503\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/rider911_small.gif\" alt=\"An image of how riders can now call 911 through the Lyft app.\" width=\"250\" height=\"510\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Riders can now call 911 through the Lyft app. \u003ccite>(Courtesy Lyft)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lyft also announced all drivers will be required to participate in sexual assault prevention training through the app, according to a spokeswoman.\u003c/p>\n\u003cp>“The onus is on all of us to learn from any incident, whether it occurs on our platform or not, and then work to help prevent them,” Lyft president and co-founder John Zimmer said in a statement. “Today, we’re taking further action toward our goal of making Lyft the safest form of transportation for everyone.”\u003c/p>\n\u003cp>Attorneys who\u003ca href=\"https://www.kqed.org/news/11772148/14-women-allegedly-assaulted-by-lyft-drivers-sue-the-company\"> filed a lawsuit\u003c/a> last week on behalf of 14 women allegedly sexually assaulted by Lyft drivers say these changes are inadequate and a “cheap public relations stunt.”\u003c/p>\n\u003cp>Their lawsuit alleges Lyft is acting negligently by not doing enough to prevent assaults by its drivers and not cooperating with law enforcement. They argue Lyft does this because it has a financial incentive to recruit as many drivers as possible.\u003c/p>\n\u003cp>Attorney Michael Bomberger argues Lyft should be doing more, like video recording each ride.\u003c/p>\n\u003cp>“Nearly 100 percent of the responsibility for the safety measures is for the victim themself preventing their own assault,” Bomberger said. “How’s a woman gonna, once an assault starts, grab their phone and start to do these things, especially if they’re intoxicated and/or they’ve been sleeping? It’s just not gonna work.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>BART has decided to scrap a set of sometimes \u003ca href=\"https://www.kqed.org/arts/13861966/barts-fare-evasion-crackdown-exposes-the-deadly-elegance-of-hostile-design\" target=\"_blank\" rel=\"noopener\">criticized\u003c/a>, often \u003ca href=\"https://www.kqed.org/news/11763171/a-complete-joke-bart-riders-pan-new-pop-up-fare-gates-at-fruitvale-station\" target=\"_blank\" rel=\"noopener\">mocked\u003c/a> experimental fare gates at Oakland’s Fruitvale Station after encountering chronic maintenance problems with the devices.\u003c/p>\n\u003cp>The test mechanisms feature a fin that pops up from the top of the main gate barrier as it closes — thus, in theory, discouraging those who might be inclined to jump over them. They were installed in July as part of BART’s search for ways to reduce fare evasion on the system.\u003c/p>\n\u003cp>[aside postID=\"news_11763171,arts_13861966\" label=\"BART Takes on Fare Evasion\"]\u003c/p>\n\u003cp>Tamar Allen, the agency’s assistant director for operations, said in a memo to the BART board of directors last week that the gates appeared to have reduced fare evasion at Fruitvale by 17 percent.\u003c/p>\n\u003cp>But Allen said the pop-up mechanism was finicky and suggested it was hard for BART technicians to maintain the precise timing necessary for the fins to always retract properly.\u003c/p>\n\u003cp>The other major issue involved people who aren’t fazed by the fins and have no compunction about vaulting over them.\u003c/p>\n\u003cp>“The pop-up mechanisms are regularly kicked by individuals jumping over the barriers,” Allen told the board. “Although several steps have been taken to strengthen the mechanisms, considerable maintenance is still required to constantly fix damage.”\u003c/p>\n\u003cp>All in all, she said, the gates pose “an unreasonable maintenance burden” and thus are not viable for continued use.\u003c/p>\n\u003cp>However, a set of test gates installed in late June at Richmond Station remain in place. Those gates feature a different approach — essentially, a double stack of the conventional fare gates — to make it harder to enter or leave the station without paying.\u003c/p>\n\u003cp>In a report to the board on July 25, Allen said a preliminary review found that the fare evasion at Richmond had fallen 55 to 60 percent after installation of the stacked gates. \u003c/p>\n\u003cfigure id=\"attachment_11773416\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/richmondbart190703.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773416\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/richmondbart190703-800x588.jpg\" alt=\"\" width=\"800\" height=\"588\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703-800x588.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703-160x118.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703-1020x749.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703-1200x881.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Experimental double-decker fare gates installed at BART’s Richmond Station. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On social media and elsewhere, the Fruitvale gates were often ridiculed for their ineffectiveness. Some people easily jumped the fins, and other patrons were nonplussed when the barriers did not open as expected. A BART station agent called the gates “\u003ca href=\"https://www.kqed.org/news/11763171/a-complete-joke-bart-riders-pan-new-pop-up-fare-gates-at-fruitvale-station\" target=\"_blank\" rel=\"noopener\">a complete joke\u003c/a>.”\u003c/p>\n\u003cp>Some have also criticized the Fruitvale and Richmond gates as an example of “\u003ca href=\"https://www.kqed.org/arts/13861966/barts-fare-evasion-crackdown-exposes-the-deadly-elegance-of-hostile-design\" target=\"_blank\" rel=\"noopener\">hostile design\u003c/a>” – elements built into public amenities that often target homeless residents or others living in poverty.\u003c/p>\n\u003cp>BART staff is scheduled to deliver a report on the test gates to the agency’s elected board of directors on Sept. 26.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART has decided to scrap a set of sometimes \u003ca href=\"https://www.kqed.org/arts/13861966/barts-fare-evasion-crackdown-exposes-the-deadly-elegance-of-hostile-design\" target=\"_blank\" rel=\"noopener\">criticized\u003c/a>, often \u003ca href=\"https://www.kqed.org/news/11763171/a-complete-joke-bart-riders-pan-new-pop-up-fare-gates-at-fruitvale-station\" target=\"_blank\" rel=\"noopener\">mocked\u003c/a> experimental fare gates at Oakland’s Fruitvale Station after encountering chronic maintenance problems with the devices.\u003c/p>\n\u003cp>The test mechanisms feature a fin that pops up from the top of the main gate barrier as it closes — thus, in theory, discouraging those who might be inclined to jump over them. They were installed in July as part of BART’s search for ways to reduce fare evasion 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>Tamar Allen, the agency’s assistant director for operations, said in a memo to the BART board of directors last week that the gates appeared to have reduced fare evasion at Fruitvale by 17 percent.\u003c/p>\n\u003cp>But Allen said the pop-up mechanism was finicky and suggested it was hard for BART technicians to maintain the precise timing necessary for the fins to always retract properly.\u003c/p>\n\u003cp>The other major issue involved people who aren’t fazed by the fins and have no compunction about vaulting over them.\u003c/p>\n\u003cp>“The pop-up mechanisms are regularly kicked by individuals jumping over the barriers,” Allen told the board. “Although several steps have been taken to strengthen the mechanisms, considerable maintenance is still required to constantly fix damage.”\u003c/p>\n\u003cp>All in all, she said, the gates pose “an unreasonable maintenance burden” and thus are not viable for continued use.\u003c/p>\n\u003cp>However, a set of test gates installed in late June at Richmond Station remain in place. Those gates feature a different approach — essentially, a double stack of the conventional fare gates — to make it harder to enter or leave the station without paying.\u003c/p>\n\u003cp>In a report to the board on July 25, Allen said a preliminary review found that the fare evasion at Richmond had fallen 55 to 60 percent after installation of the stacked gates. \u003c/p>\n\u003cfigure id=\"attachment_11773416\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/richmondbart190703.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773416\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/richmondbart190703-800x588.jpg\" alt=\"\" width=\"800\" height=\"588\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703-800x588.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703-160x118.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703-1020x749.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703-1200x881.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/richmondbart190703.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Experimental double-decker fare gates installed at BART’s Richmond Station. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On social media and elsewhere, the Fruitvale gates were often ridiculed for their ineffectiveness. Some people easily jumped the fins, and other patrons were nonplussed when the barriers did not open as expected. A BART station agent called the gates “\u003ca href=\"https://www.kqed.org/news/11763171/a-complete-joke-bart-riders-pan-new-pop-up-fare-gates-at-fruitvale-station\" target=\"_blank\" rel=\"noopener\">a complete joke\u003c/a>.”\u003c/p>\n\u003cp>Some have also criticized the Fruitvale and Richmond gates as an example of “\u003ca href=\"https://www.kqed.org/arts/13861966/barts-fare-evasion-crackdown-exposes-the-deadly-elegance-of-hostile-design\" target=\"_blank\" rel=\"noopener\">hostile design\u003c/a>” – elements built into public amenities that often target homeless residents or others living in poverty.\u003c/p>\n\u003cp>BART staff is scheduled to deliver a report on the test gates to the agency’s elected board of directors on Sept. 26.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cem>Updated Thursday at 9:25 a.m.:\u003c/em>\u003c/p>\n\u003cp>More than 2,400 flights have been delayed or canceled at San Francisco International Airport since crews began repairing the base layer of a runway on Sept. 7.\u003c/p>\n\u003cp>As of Thursday morning, \u003ca href=\"https://flightaware.com/live/cancelled/today/KSFO\" target=\"_blank\" rel=\"noopener\">Flight Aware\u003c/a> said 1,765 flights have been delayed and 663 canceled during the six-day period, but the numbers continue to rise.\u003c/p>\n\u003cp>The Federal Aviation Administration’s \u003ca href=\"https://www.fly.faa.gov/flyfaa/flyfaaindex.jsp?ARPT=SFO&p=0\" target=\"_blank\" rel=\"noopener\">website reported\u003c/a> some arriving flights may “be delayed an average of two hours and 34 minutes,” which has decreased since earlier in the week.\u003c/p>\n\u003cp>“The project is on track, exactly where we expect to be at this stage,” SFO spokesman Doug Yakel wrote in an email to KQED.\u003c/p>\n\u003cp>But some industry analysts are critical of the number of travel disruptions.\u003c/p>\n\u003cp>“There is plenty of responsibility for the problems to go around,” said Henry Harteveldt, travel industry analyst at \u003ca href=\"https://atmosphereresearch.com\" target=\"_blank\" rel=\"noopener\">Atmosphere Research Group\u003c/a> in San Francisco. “The airport, I think was very clear in what was going to happen, but I think the challenge is either the airlines did not fully understand the impact that this might have, or that they chose not to understand.”\u003c/p>\n\u003cp>Other major airports that have undergone runway construction — such as John F. Kennedy International Airport, Fort Lauderdale-Hollywood International Airport and Los Angeles International Airport — “somehow managed these projects better,” Harteveldt said.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003c/p>\n\u003cp>Flight delays and cancellations at San Francisco International Airport continue this week after crews began repairing the base layer of a runway over the weekend.\u003c/p>\n\u003cp>Since Saturday, 800 flights have been delayed and 375 canceled, according to SFO spokesman Doug Yakel.\u003c/p>\n\u003cp>As of Monday morning, the Federal Aviation Administration’s \u003ca href=\"https://www.fly.faa.gov/flyfaa/flyfaaindex.jsp?ARPT=SFO&p=0\" target=\"_blank\" rel=\"noopener\">website reported\u003c/a> some arriving flights may “be delayed an average of 3 hours and 45 minutes” due to the ongoing reconstruction.\u003c/p>\n\u003cp>“The vast majority of those are flights that were canceled in advance of this closure,” Yakel said. “There are still some day-of cancellations that we’re seeing, but most of those occurred in advance, in anticipation of this project.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>Why is this happening?\u003c/h2>\n\u003cp>Runway 28L, SFO’s second-longest runway, has been showing signs of wear and tear where it intersects with two other runways. This area is the busiest section of the airport’s runway system, and more than 68% of flights crossed over it in 2018, according to \u003ca href=\"https://www.flysfo.com/28l-reconstruction-faqs\" target=\"_blank\" rel=\"noopener\">SFO’s website\u003c/a>.\u003c/p>\n\u003cp>Deep pavement repair requires two of the airport’s four runways to be closed at all times and is typically done only twice a century, according to Yakel.\u003c/p>\n\u003cp>But this isn’t the first time SFO has repaired this runway in recent years. In 2017, the airport repaved its entire top layer, which should last eight to 10 years, but discovered the base layer’s fatigue during the process.\u003c/p>\n\u003cp>After additional investigation, airport staff decided the best solution would be to excavate a 1,900-foot section of the runway to ensure long-term reliability. The federally-funded project is expected to cost $16.2 million.\u003c/p>\n\u003cp>The runway will be closed for 20 days, and the airport is expected to resume normal operations on Sept. 27.\u003c/p>\n\u003cp>“This is a terrible time for SFO to do this work. It is the start of the business travel season,” said Harteveldt, the travel industry analyst. “I am concerned that there could be a long negative hangover in terms of how people view San Francisco International Airport and San Francisco itself.”\u003c/p>\n\u003cp>But the project team stated it selected the three-week time period from Sept. 7-27 after input from airlines at SFO, hoping to avoid busy summer and holiday travel seasons. The time period also has a low probability for rain, which could affect the asphalt paving.\u003c/p>\n\u003cfigure id=\"attachment_11773273\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11773273\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/GettyImages-1173446765-e1568069919612.jpg\" alt=\"\" width=\"1920\" height=\"1283\">\u003cfigcaption class=\"wp-caption-text\">Travelers sit on a bench at San Francisco International Airport on Sept. 9, 2019. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>How can you avoid flight delays or cancellations?\u003c/h2>\n\u003cp>If you’ve already booked a flight at SFO during the next several weeks, you can ask your airline about a fee waiver to reschedule your flight.\u003c/p>\n\u003cp>United Airlines is already \u003ca href=\"https://www.united.com/CMS/en-US/travel/news/Pages/travelnotices.aspx\" target=\"_blank\" rel=\"noopener\">offering fee waivers\u003c/a> for travelers to change their flights or connect in a different city.\u003c/p>\n\u003cp>Naturally, travelers on Twitter started expressing their frustration within the first few days of the reconstruction.\u003c/p>\n\u003cp>https://twitter.com/zekyl314/status/1170397637515907073\u003c/p>\n\u003cp>https://twitter.com/Ketgirl123/status/1170842553022697472\u003c/p>\n\u003cp>https://twitter.com/oallenprice/status/1171100542925279232\u003c/p>\n\u003cp>If you can’t avoid a trip between now and Sept. 27, it might be a better idea to fly out of another major Bay Area airport, such as Oakland or San Jose.\u003c/p>\n\u003cp>For travelers who must fly out of SFO, the airport suggests you book an early-morning flight before 9 a.m. for the best chance at avoiding long delays.\u003c/p>\n\u003cp>\u003cem>KQED’s Sara Hossaini and Angela Corral contributed to this report.\u003c/em>\u003cbr>\n\u003cem>\u003cbr>\nCorrection: The article identified the number of delays as of Tuesday afternoon as 1,1154. It was 1,154. We regret the error.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Thursday at 9:25 a.m.:\u003c/em>\u003c/p>\n\u003cp>More than 2,400 flights have been delayed or canceled at San Francisco International Airport since crews began repairing the base layer of a runway on Sept. 7.\u003c/p>\n\u003cp>As of Thursday morning, \u003ca href=\"https://flightaware.com/live/cancelled/today/KSFO\" target=\"_blank\" rel=\"noopener\">Flight Aware\u003c/a> said 1,765 flights have been delayed and 663 canceled during the six-day period, but the numbers continue to rise.\u003c/p>\n\u003cp>The Federal Aviation Administration’s \u003ca href=\"https://www.fly.faa.gov/flyfaa/flyfaaindex.jsp?ARPT=SFO&p=0\" target=\"_blank\" rel=\"noopener\">website reported\u003c/a> some arriving flights may “be delayed an average of two hours and 34 minutes,” which has decreased since earlier in the week.\u003c/p>\n\u003cp>“The project is on track, exactly where we expect to be at this stage,” SFO spokesman Doug Yakel wrote in an email to KQED.\u003c/p>\n\u003cp>But some industry analysts are critical of the number of travel disruptions.\u003c/p>\n\u003cp>“There is plenty of responsibility for the problems to go around,” said Henry Harteveldt, travel industry analyst at \u003ca href=\"https://atmosphereresearch.com\" target=\"_blank\" rel=\"noopener\">Atmosphere Research Group\u003c/a> in San Francisco. “The airport, I think was very clear in what was going to happen, but I think the challenge is either the airlines did not fully understand the impact that this might have, or that they chose not to understand.”\u003c/p>\n\u003cp>Other major airports that have undergone runway construction — such as John F. Kennedy International Airport, Fort Lauderdale-Hollywood International Airport and Los Angeles International Airport — “somehow managed these projects better,” Harteveldt said.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003c/p>\n\u003cp>Flight delays and cancellations at San Francisco International Airport continue this week after crews began repairing the base layer of a runway over the weekend.\u003c/p>\n\u003cp>Since Saturday, 800 flights have been delayed and 375 canceled, according to SFO spokesman Doug Yakel.\u003c/p>\n\u003cp>As of Monday morning, the Federal Aviation Administration’s \u003ca href=\"https://www.fly.faa.gov/flyfaa/flyfaaindex.jsp?ARPT=SFO&p=0\" target=\"_blank\" rel=\"noopener\">website reported\u003c/a> some arriving flights may “be delayed an average of 3 hours and 45 minutes” due to the ongoing reconstruction.\u003c/p>\n\u003cp>“The vast majority of those are flights that were canceled in advance of this closure,” Yakel said. “There are still some day-of cancellations that we’re seeing, but most of those occurred in advance, in anticipation of this project.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>Why is this happening?\u003c/h2>\n\u003cp>Runway 28L, SFO’s second-longest runway, has been showing signs of wear and tear where it intersects with two other runways. This area is the busiest section of the airport’s runway system, and more than 68% of flights crossed over it in 2018, according to \u003ca href=\"https://www.flysfo.com/28l-reconstruction-faqs\" target=\"_blank\" rel=\"noopener\">SFO’s website\u003c/a>.\u003c/p>\n\u003cp>Deep pavement repair requires two of the airport’s four runways to be closed at all times and is typically done only twice a century, according to Yakel.\u003c/p>\n\u003cp>But this isn’t the first time SFO has repaired this runway in recent years. In 2017, the airport repaved its entire top layer, which should last eight to 10 years, but discovered the base layer’s fatigue during the process.\u003c/p>\n\u003cp>After additional investigation, airport staff decided the best solution would be to excavate a 1,900-foot section of the runway to ensure long-term reliability. The federally-funded project is expected to cost $16.2 million.\u003c/p>\n\u003cp>The runway will be closed for 20 days, and the airport is expected to resume normal operations on Sept. 27.\u003c/p>\n\u003cp>“This is a terrible time for SFO to do this work. It is the start of the business travel season,” said Harteveldt, the travel industry analyst. “I am concerned that there could be a long negative hangover in terms of how people view San Francisco International Airport and San Francisco itself.”\u003c/p>\n\u003cp>But the project team stated it selected the three-week time period from Sept. 7-27 after input from airlines at SFO, hoping to avoid busy summer and holiday travel seasons. The time period also has a low probability for rain, which could affect the asphalt paving.\u003c/p>\n\u003cfigure id=\"attachment_11773273\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11773273\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/GettyImages-1173446765-e1568069919612.jpg\" alt=\"\" width=\"1920\" height=\"1283\">\u003cfigcaption class=\"wp-caption-text\">Travelers sit on a bench at San Francisco International Airport on Sept. 9, 2019. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>How can you avoid flight delays or cancellations?\u003c/h2>\n\u003cp>If you’ve already booked a flight at SFO during the next several weeks, you can ask your airline about a fee waiver to reschedule your flight.\u003c/p>\n\u003cp>United Airlines is already \u003ca href=\"https://www.united.com/CMS/en-US/travel/news/Pages/travelnotices.aspx\" target=\"_blank\" rel=\"noopener\">offering fee waivers\u003c/a> for travelers to change their flights or connect in a different city.\u003c/p>\n\u003cp>Naturally, travelers on Twitter started expressing their frustration within the first few days of the reconstruction.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>If you can’t avoid a trip between now and Sept. 27, it might be a better idea to fly out of another major Bay Area airport, such as Oakland or San Jose.\u003c/p>\n\u003cp>For travelers who must fly out of SFO, the airport suggests you book an early-morning flight before 9 a.m. for the best chance at avoiding long delays.\u003c/p>\n\u003cp>\u003cem>KQED’s Sara Hossaini and Angela Corral contributed to this report.\u003c/em>\u003cbr>\n\u003cem>\u003cbr>\nCorrection: The article identified the number of delays as of Tuesday afternoon as 1,1154. It was 1,154. We regret the error.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Safety Board Says CHP, Caltrans Lapses Played Part in Delayed Repairs Before Fatal Tesla Crash",
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"content": "\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Over Labor Day, Gov. Gavin Newsom declared his \u003ca href=\"https://www.sacbee.com/opinion/article234624897.html\" target=\"_blank\" rel=\"noopener\">support\u003c/a> for a bill that would reclassify an estimated \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">2 million\u003c/a> California workers as employees instead of independent contractors.\u003c/p>\n\u003cp>Powerful unions view \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">AB 5\u003c/a> as the year’s signature labor achievement, and the bill is expected to pass the state Senate next week – its last stop before heading to the governor’s desk.\u003c/p>\n\u003cp>But while \u003ca href=\"https://calmatters.org/blogs/california-election-2020/2019/08/elizabeth-warren-dynamex-califronia-gig-economy-presidential-primary/\">Democratic presidential candidates\u003c/a> have seized on labor standards of gig workers as a campaign issue, many questions remain about the bill’s implications, particularly for Uber and Lyft drivers in California, who number in the hundreds of thousands. Will they become employees when AB 5 becomes law? Will their pay go up? Will they lose flexibility?\u003c/p>\n\u003cp>Much of this remains in flux. Uber and Lyft say today’s on-demand economy calls for a new, first-in-the-nation framework, and they want California to forge it. Last week, major gig employers seeded \u003ca href=\"https://calmatters.org/economy/2019/08/with-no-carveout-in-hand-uber-lyft-doordash-pledge-90-million-to-california-ballot-fight/\">$90 million\u003c/a> for a new ballot measure unless lawmakers find a way to protect their business model. At the same time, the companies acknowledged their drivers deserve better pay, more benefits and \u003ca href=\"https://medium.com/uber-under-the-hood/moving-work-forward-in-california-7de60b6827b4\">greater representation\u003c/a>.\u003c/p>\n\u003cp>Democrats and labor leaders are working their way through this issue, which means even if AB 5 passes, negotiations will continue. On Wednesday, \u003ca href=\"https://www.politicopro.com/\">Politico\u003c/a> reported California Labor Federation Chief Officer Art Pulaski has been sharing a road map for how unions might cut through legal uncertainty in order to unionize gig workers. Newsom also says he’d like to craft something new, which would burnish his reputation as a friend to both tech and labor.\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Harry Campbell\"]‘It doesn’t take a rocket scientist to realize that if drivers were guaranteed a minimum wage, you wouldn’t be able to just flip the app on anytime from 10 a.m. to 3 p.m. because there would be way too many drivers and not enough rides.’[/pullquote]\u003c/p>\n\u003cp>But with days left in the current legislative session, political rhetoric continues to build. Here is what we know (and don’t know) so far about where things stand:\u003c/p>\n\u003cp>\u003cstrong>What happens to Uber and Lyft drivers if they are categorized as employees?\u003c/strong>\u003c/p>\n\u003cp>Depends on whom you ask. The companies say it would fundamentally change the ride-service industry’s hiring practices, forcing them to move to “on demand employment,” which has never been done.\u003c/p>\n\u003cp>It would likely mean the companies would take on fewer drivers and assign shifts much as a restaurant or retailer might schedule workers. The companies say that drivers would lose a primary attraction of the gig – flexibility.\u003c/p>\n\u003cp>“We would likely have to exert more control over drivers, telling them where to work, how to work and who they can work for,” Uber \u003ca href=\"https://medium.com/uber-under-the-hood/moving-work-forward-in-california-7de60b6827b4\">wrote recently\u003c/a>. “Uber would likely hire far fewer drivers than we currently support, and we’d likely have to require a minimum number of hours per week. Scheduling and rigid shifts would become the norm, and Uber would likely prevent drivers from working for other ride-share companies.”\u003c/p>\n\u003cp>The company says it would block drivers from signing on when the number of drivers outstrips demand, for example in a quiet neighborhood during off-peak hours. Uber and Lyft warn that riders could see higher costs and longer wait times. Riders in transit deserts, they warn, could lose service entirely.\u003c/p>\n\u003cp>Steve Smith, a spokesman for the \u003ca href=\"https://calaborfed.org/\">California Labor Federation\u003c/a>, called these scenarios a “corporate scare tactic” and said nothing prevents companies from maintaining flexibility.\u003c/p>\n\u003cfigure id=\"attachment_11772796\" class=\"wp-caption alignnone\" style=\"max-width: 1382px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11772796\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg\" alt=\"\" width=\"1382\" height=\"922\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg 1382w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-1200x801.jpg 1200w\" sizes=\"(max-width: 1382px) 100vw, 1382px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A man holds up a sign that says, ‘I don’t need a job, I just need customers,’ during a rally on on July 9, 2019, in opposition to AB 5. The bill that would change the way independent contractors are classified by their employers. \u003ccite>(Anne Wernikoff/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In shifting to employee status, companies would have to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare, unemployment and disability insurance as well as workers’ compensation, sick leave and family leave. Workers could also get reimbursed for mileage and maintenance of their vehicles, which doesn’t currently happen.\u003c/p>\n\u003cp>Most likely there would be tradeoffs, wrote Harry Campbell, a Long Beach-based driver who authors \u003ca href=\"https://therideshareguy.com/ab5-end-of-rideshare/\">The Rideshare Guy\u003c/a> blog and podcast. Drivers, he predicts, will lose some flexibility and be prevented from driving more than 40 hours a week to avoid overtime, or even 30 hours a week to avoid healthcare benefits. There would be less incentive for Uber and Lyft to offer surge or dynamic pricing, which is now used as a financial incentive to encourage drivers to go where demand is high.\u003c/p>\n\u003cp>On the flip side, drivers would get at least the minimum wage plus mileage reimbursement. Another perk would be getting paid whether or not there’s a passenger in the vehicle, which doesn’t happen now.\u003c/p>\n\u003cp>“It doesn’t take a rocket scientist to realize that if drivers were guaranteed a minimum wage, you wouldn’t be able to just flip the app on anytime from 10 a.m. to 3 p.m.,” wrote Campbell, “because there would be way too many drivers and not enough rides.”\u003c/p>\n\u003cp>\u003cstrong>Remind me, what is the Dynamex decision?\u003c/strong>\u003c/p>\n\u003cp>Gig companies have been in a legal gray zone since the California Supreme Court issued the so-called \u003ca href=\"https://www.courts.ca.gov/opinions/archive/S222732.PDF\">Dynamex decision\u003c/a> last year making it harder to classify workers as independent contractors. The ruling established a three-part test, or ABC test, for certifying contractors, with the highest hurdle that the work performed must be outside the company’s core business.\u003c/p>\n\u003cp>AB 5 by Assemblywoman Lorena Gonzalez, a former labor organizer and a Democrat from San Diego, would codify the court’s decision into state law. From labor’s perspective, this forces gig companies to start paying their fair share of payroll taxes and contribute to disability and unemployment insurance funds for workers. If they don’t, AB 5 would allow state agencies, such as the Labor Commissioner, Franchise Tax Board and Employment Development Department, to enforce misclassification.\u003c/p>\n\u003cp>[aside label=\"related stories\" tag=\"dynamex\"]\u003c/p>\n\u003cp>Workers would also still be able to file their own lawsuits.\u003c/p>\n\u003cp>\u003cstrong>How soon might the shift happen?\u003c/strong>\u003c/p>\n\u003cp>Although AB 5 would take effect Jan. 1, 2020, don’t expect any immediate changes. Since the inception of Uber and Lyft, ride-hailing companies have spent millions in litigation and on settlements to try to keep drivers from being classified as employees. This fight is no different.\u003c/p>\n\u003cp>“If AB 5 passes, it’ll simply be a qualification of existing law,” \u003ca href=\"https://www.theverge.com/2019/9/2/20841070/uber-lyft-ab5-california-bill-drivers-labor\">said\u003c/a> Uber CEO Dara Khosrowshahi when asked during an earnings call about California’s effort to reclassify drivers. “It doesn’t immediately transform drivers into employees.”\u003c/p>\n\u003cp>In other words, expect the legal challenges and political haranguing to continue.\u003c/p>\n\u003cp>\u003cstrong>Is there a third way?\u003c/strong>\u003c/p>\n\u003cp>This is something to watch for. In the final week of session, Uber and Lyft are lobbying hard to get some kind of carve-out, and they are pitching a new construct as a win-win-win for the drivers, the gig employers and the state.\u003c/p>\n\u003cp>Letting gig workers remain independent contractors would end the costly legal battles Uber and Lyft have been waging for years over classification and let them work around AB 5. Allowing drivers the right to collective bargaining would, overnight, let unions add more than 200,000 members. And by crafting a third way, California would get to be a trailblazer in fighting for workers in the new economy.\u003c/p>\n\u003cp>\u003cstrong>How would gig workers unionize if they remain freelancers?\u003c/strong>\u003c/p>\n\u003cp>Good question. Right now there’s a discrepancy between the state’s Dynamex decision, which presumably would shift drivers from freelancers to employees, and the federal government’s treatment of gig workers as contractors, which makes them ineligible for the right to form a union.\u003c/p>\n\u003cp>In a confusing twist, Newsom says California could take advantage of this inconsistency.\u003c/p>\n\u003cp>“Only when the National Labor Relations Act does not cover workers may states act to provide the right to organize a union, allowing workers to bargain for better pay, benefits and working conditions,” he wrote.\u003c/p>\n\u003cp>Details are scarce but this follows the same logic Pulaski outlined, which calls for gig economy workers to be placed in a new category where they can remain freelancers but access collective bargaining powers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Would everyone go for this?\u003c/strong>\u003c/p>\n\u003cp>Unclear. Labor unions have been split over whether gig companies should even get a carve-out. On one side, the Service Employees International Union and Teamsters have been willing \u003ca href=\"https://www.latimes.com/business/technology/la-fi-tn-dynamex-contractors-ab5-20190623-story.html\">to negotiate\u003c/a> an alternative in addition to AB 5, an acknowledgement that unions have to evolve with the changing economy.\u003c/p>\n\u003cp>But the \u003ca href=\"https://cabuildingtrades.org/\">State Building and Construction Trades Council of California\u003c/a> is refusing any concessions. Its leader, Robbie Hunter, was \u003ca href=\"https://calmatters.org/newsletter/fair-pay-pge-lobby-fight-dim-disclosure-death-on-the-streets-and-delta-tunnel/\">removed\u003c/a> from Newsom’s Future of Work Commission over the disagreement.\u003c/p>\n\u003cp>It’s easy to see why: The building trades is an umbrella organization that represents electricians, roofers, painters and a host of other skilled construction workers who currently enjoy prevailing wage, training and job protections. If those companies were allowed a carve-out, it could threaten to turn those careers into gigs.\u003c/p>\n\u003cp>\u003cstrong>What about everyone else impacted by AB 5?\u003c/strong>\u003c/p>\n\u003cp>With so much talk about Uber and Lyft, it’s worth remembering that AB 5 impacts more than gig workers. The bill would \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\">sweep up\u003c/a> some workers across industries, from truck drivers and nail technicians to musicians and strippers.\u003c/p>\n\u003cp>Gonzalez has agreed to leave many workers out. Notably, she has granted exemptions to doctors, insurance agents, real estate agents, hair stylists, dentists, architects, engineers, accountants and barbers who hold booth rental permits.\u003c/p>\n\u003cp>She also has been making case-by-case concessions for travel agents, graphic designers, grant writers and marketing professionals. Newspaper publishers also have sought an industry exemption since many use freelance writers, photographers, editors and newspaper carriers. The latest version of AB 5 includes an exemption for freelancers as long as they contribute no more than 35 submissions a year.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://calmatters.org/\">CalMatters.org\u003c/a> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Over Labor Day, Gov. Gavin Newsom declared his \u003ca href=\"https://www.sacbee.com/opinion/article234624897.html\" target=\"_blank\" rel=\"noopener\">support\u003c/a> for a bill that would reclassify an estimated \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">2 million\u003c/a> California workers as employees instead of independent contractors.\u003c/p>\n\u003cp>Powerful unions view \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">AB 5\u003c/a> as the year’s signature labor achievement, and the bill is expected to pass the state Senate next week – its last stop before heading to the governor’s desk.\u003c/p>\n\u003cp>But while \u003ca href=\"https://calmatters.org/blogs/california-election-2020/2019/08/elizabeth-warren-dynamex-califronia-gig-economy-presidential-primary/\">Democratic presidential candidates\u003c/a> have seized on labor standards of gig workers as a campaign issue, many questions remain about the bill’s implications, particularly for Uber and Lyft drivers in California, who number in the hundreds of thousands. Will they become employees when AB 5 becomes law? Will their pay go up? Will they lose flexibility?\u003c/p>\n\u003cp>Much of this remains in flux. Uber and Lyft say today’s on-demand economy calls for a new, first-in-the-nation framework, and they want California to forge it. Last week, major gig employers seeded \u003ca href=\"https://calmatters.org/economy/2019/08/with-no-carveout-in-hand-uber-lyft-doordash-pledge-90-million-to-california-ballot-fight/\">$90 million\u003c/a> for a new ballot measure unless lawmakers find a way to protect their business model. At the same time, the companies acknowledged their drivers deserve better pay, more benefits and \u003ca href=\"https://medium.com/uber-under-the-hood/moving-work-forward-in-california-7de60b6827b4\">greater representation\u003c/a>.\u003c/p>\n\u003cp>Democrats and labor leaders are working their way through this issue, which means even if AB 5 passes, negotiations will continue. On Wednesday, \u003ca href=\"https://www.politicopro.com/\">Politico\u003c/a> reported California Labor Federation Chief Officer Art Pulaski has been sharing a road map for how unions might cut through legal uncertainty in order to unionize gig workers. Newsom also says he’d like to craft something new, which would burnish his reputation as a friend to both tech and labor.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘It doesn’t take a rocket scientist to realize that if drivers were guaranteed a minimum wage, you wouldn’t be able to just flip the app on anytime from 10 a.m. to 3 p.m. because there would be way too many drivers and not enough rides.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But with days left in the current legislative session, political rhetoric continues to build. Here is what we know (and don’t know) so far about where things stand:\u003c/p>\n\u003cp>\u003cstrong>What happens to Uber and Lyft drivers if they are categorized as employees?\u003c/strong>\u003c/p>\n\u003cp>Depends on whom you ask. The companies say it would fundamentally change the ride-service industry’s hiring practices, forcing them to move to “on demand employment,” which has never been done.\u003c/p>\n\u003cp>It would likely mean the companies would take on fewer drivers and assign shifts much as a restaurant or retailer might schedule workers. The companies say that drivers would lose a primary attraction of the gig – flexibility.\u003c/p>\n\u003cp>“We would likely have to exert more control over drivers, telling them where to work, how to work and who they can work for,” Uber \u003ca href=\"https://medium.com/uber-under-the-hood/moving-work-forward-in-california-7de60b6827b4\">wrote recently\u003c/a>. “Uber would likely hire far fewer drivers than we currently support, and we’d likely have to require a minimum number of hours per week. Scheduling and rigid shifts would become the norm, and Uber would likely prevent drivers from working for other ride-share companies.”\u003c/p>\n\u003cp>The company says it would block drivers from signing on when the number of drivers outstrips demand, for example in a quiet neighborhood during off-peak hours. Uber and Lyft warn that riders could see higher costs and longer wait times. Riders in transit deserts, they warn, could lose service entirely.\u003c/p>\n\u003cp>Steve Smith, a spokesman for the \u003ca href=\"https://calaborfed.org/\">California Labor Federation\u003c/a>, called these scenarios a “corporate scare tactic” and said nothing prevents companies from maintaining flexibility.\u003c/p>\n\u003cfigure id=\"attachment_11772796\" class=\"wp-caption alignnone\" style=\"max-width: 1382px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11772796\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg\" alt=\"\" width=\"1382\" height=\"922\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg 1382w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-1200x801.jpg 1200w\" sizes=\"(max-width: 1382px) 100vw, 1382px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A man holds up a sign that says, ‘I don’t need a job, I just need customers,’ during a rally on on July 9, 2019, in opposition to AB 5. The bill that would change the way independent contractors are classified by their employers. \u003ccite>(Anne Wernikoff/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In shifting to employee status, companies would have to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare, unemployment and disability insurance as well as workers’ compensation, sick leave and family leave. Workers could also get reimbursed for mileage and maintenance of their vehicles, which doesn’t currently happen.\u003c/p>\n\u003cp>Most likely there would be tradeoffs, wrote Harry Campbell, a Long Beach-based driver who authors \u003ca href=\"https://therideshareguy.com/ab5-end-of-rideshare/\">The Rideshare Guy\u003c/a> blog and podcast. Drivers, he predicts, will lose some flexibility and be prevented from driving more than 40 hours a week to avoid overtime, or even 30 hours a week to avoid healthcare benefits. There would be less incentive for Uber and Lyft to offer surge or dynamic pricing, which is now used as a financial incentive to encourage drivers to go where demand is high.\u003c/p>\n\u003cp>On the flip side, drivers would get at least the minimum wage plus mileage reimbursement. Another perk would be getting paid whether or not there’s a passenger in the vehicle, which doesn’t happen now.\u003c/p>\n\u003cp>“It doesn’t take a rocket scientist to realize that if drivers were guaranteed a minimum wage, you wouldn’t be able to just flip the app on anytime from 10 a.m. to 3 p.m.,” wrote Campbell, “because there would be way too many drivers and not enough rides.”\u003c/p>\n\u003cp>\u003cstrong>Remind me, what is the Dynamex decision?\u003c/strong>\u003c/p>\n\u003cp>Gig companies have been in a legal gray zone since the California Supreme Court issued the so-called \u003ca href=\"https://www.courts.ca.gov/opinions/archive/S222732.PDF\">Dynamex decision\u003c/a> last year making it harder to classify workers as independent contractors. The ruling established a three-part test, or ABC test, for certifying contractors, with the highest hurdle that the work performed must be outside the company’s core business.\u003c/p>\n\u003cp>AB 5 by Assemblywoman Lorena Gonzalez, a former labor organizer and a Democrat from San Diego, would codify the court’s decision into state law. From labor’s perspective, this forces gig companies to start paying their fair share of payroll taxes and contribute to disability and unemployment insurance funds for workers. If they don’t, AB 5 would allow state agencies, such as the Labor Commissioner, Franchise Tax Board and Employment Development Department, to enforce misclassification.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Workers would also still be able to file their own lawsuits.\u003c/p>\n\u003cp>\u003cstrong>How soon might the shift happen?\u003c/strong>\u003c/p>\n\u003cp>Although AB 5 would take effect Jan. 1, 2020, don’t expect any immediate changes. Since the inception of Uber and Lyft, ride-hailing companies have spent millions in litigation and on settlements to try to keep drivers from being classified as employees. This fight is no different.\u003c/p>\n\u003cp>“If AB 5 passes, it’ll simply be a qualification of existing law,” \u003ca href=\"https://www.theverge.com/2019/9/2/20841070/uber-lyft-ab5-california-bill-drivers-labor\">said\u003c/a> Uber CEO Dara Khosrowshahi when asked during an earnings call about California’s effort to reclassify drivers. “It doesn’t immediately transform drivers into employees.”\u003c/p>\n\u003cp>In other words, expect the legal challenges and political haranguing to continue.\u003c/p>\n\u003cp>\u003cstrong>Is there a third way?\u003c/strong>\u003c/p>\n\u003cp>This is something to watch for. In the final week of session, Uber and Lyft are lobbying hard to get some kind of carve-out, and they are pitching a new construct as a win-win-win for the drivers, the gig employers and the state.\u003c/p>\n\u003cp>Letting gig workers remain independent contractors would end the costly legal battles Uber and Lyft have been waging for years over classification and let them work around AB 5. Allowing drivers the right to collective bargaining would, overnight, let unions add more than 200,000 members. And by crafting a third way, California would get to be a trailblazer in fighting for workers in the new economy.\u003c/p>\n\u003cp>\u003cstrong>How would gig workers unionize if they remain freelancers?\u003c/strong>\u003c/p>\n\u003cp>Good question. Right now there’s a discrepancy between the state’s Dynamex decision, which presumably would shift drivers from freelancers to employees, and the federal government’s treatment of gig workers as contractors, which makes them ineligible for the right to form a union.\u003c/p>\n\u003cp>In a confusing twist, Newsom says California could take advantage of this inconsistency.\u003c/p>\n\u003cp>“Only when the National Labor Relations Act does not cover workers may states act to provide the right to organize a union, allowing workers to bargain for better pay, benefits and working conditions,” he wrote.\u003c/p>\n\u003cp>Details are scarce but this follows the same logic Pulaski outlined, which calls for gig economy workers to be placed in a new category where they can remain freelancers but access collective bargaining powers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Would everyone go for this?\u003c/strong>\u003c/p>\n\u003cp>Unclear. Labor unions have been split over whether gig companies should even get a carve-out. On one side, the Service Employees International Union and Teamsters have been willing \u003ca href=\"https://www.latimes.com/business/technology/la-fi-tn-dynamex-contractors-ab5-20190623-story.html\">to negotiate\u003c/a> an alternative in addition to AB 5, an acknowledgement that unions have to evolve with the changing economy.\u003c/p>\n\u003cp>But the \u003ca href=\"https://cabuildingtrades.org/\">State Building and Construction Trades Council of California\u003c/a> is refusing any concessions. Its leader, Robbie Hunter, was \u003ca href=\"https://calmatters.org/newsletter/fair-pay-pge-lobby-fight-dim-disclosure-death-on-the-streets-and-delta-tunnel/\">removed\u003c/a> from Newsom’s Future of Work Commission over the disagreement.\u003c/p>\n\u003cp>It’s easy to see why: The building trades is an umbrella organization that represents electricians, roofers, painters and a host of other skilled construction workers who currently enjoy prevailing wage, training and job protections. If those companies were allowed a carve-out, it could threaten to turn those careers into gigs.\u003c/p>\n\u003cp>\u003cstrong>What about everyone else impacted by AB 5?\u003c/strong>\u003c/p>\n\u003cp>With so much talk about Uber and Lyft, it’s worth remembering that AB 5 impacts more than gig workers. The bill would \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\">sweep up\u003c/a> some workers across industries, from truck drivers and nail technicians to musicians and strippers.\u003c/p>\n\u003cp>Gonzalez has agreed to leave many workers out. Notably, she has granted exemptions to doctors, insurance agents, real estate agents, hair stylists, dentists, architects, engineers, accountants and barbers who hold booth rental permits.\u003c/p>\n\u003cp>She also has been making case-by-case concessions for travel agents, graphic designers, grant writers and marketing professionals. Newspaper publishers also have sought an industry exemption since many use freelance writers, photographers, editors and newspaper carriers. The latest version of AB 5 includes an exemption for freelancers as long as they contribute no more than 35 submissions a year.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://calmatters.org/\">CalMatters.org\u003c/a> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
"airtime": "SUN 9pm-10pm",
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"meta": {
"site": "radio",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.commonwealthclub.org/podcasts",
"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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}
},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
}
},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"id": "here-and-now",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/hiddenbrain.jpg",
"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
"site": "news",
"source": "NPR"
},
"link": "/radio/program/hidden-brain",
"subscribe": {
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"tuneIn": "https://tunein.com/podcasts/Science-Podcasts/Hidden-Brain-p787503/",
"rss": "https://feeds.npr.org/510308/podcast.xml"
}
},
"how-i-built-this": {
"id": "how-i-built-this",
"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"rss": "https://feeds.npr.org/510313/podcast.xml"
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
"imageAlt": "KQED Hyphenación",
"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"amazon": "https://music.amazon.com/podcasts/6c3dd23c-93fb-4aab-97ba-1725fa6315f1/hyphenaci%C3%B3n",
"rss": "https://feeds.megaphone.fm/KQINC2275451163"
}
},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED The Political Mind of Jerry Brown",
"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/xtTd",
"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
"site": "news",
"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
"meta": {
"site": "news",
"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/id73801135",
"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/M4f5",
"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
"tuneIn": "https://tunein.com/podcasts/Business--Economics-Podcasts/Planet-Money-p164680/",
"rss": "https://feeds.npr.org/510289/podcast.xml"
}
},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Political Breakdown",
"officialWebsiteLink": "/podcasts/politicalbreakdown",
"meta": {
"site": "radio",
"source": "kqed",
"order": 5
},
"link": "/podcasts/politicalbreakdown",
"subscribe": {
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"amazon": "https://music.amazon.com/podcasts/e0c2d153-ad36-4c8d-901d-f1da6a724824/political-breakdown",
"npr": "https://www.npr.org/podcasts/572155894/political-breakdown",
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