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"content": "\u003cp>Gig workers in San Francisco Thursday joined the ongoing protests against what they say are unfair labor practices at the app-based service providers who contract them.\u003c/p>\n\u003cp>The protesters who gathered were part of the \u003ca href=\"https://payup.wtf/\">#PayUp\u003c/a> campaign, which advocates for: a $15 an hour minimum pay, plus reimbursements for expenses incurred on-the-job, “tips on top,” meaning tips aren’t just used to fill gaps in wages but truly supplement income, and for companies to provide transparent, line-item breakdown of earnings and expenses.\u003c/p>\n\u003cp>Protests began at the headquarters of the grocery delivery company, Instacart, at 50 Beale St., a high-rise on the border of the Financial District. The participants spoke about their experiences trying to make ends meet in the Bay Area working both full-time and part-time in the gig economy.\u003c/p>\n\u003cfigure id=\"attachment_11772535\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772535\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0034-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“There is nothing flexible about being trapped in cyclical poverty and earning poverty wages. There is nothing flexible about working 60 plus hours a week and still not making ends meet. There is nothing flexible about absorbing your operating costs and risks. There is nothing flexible about having to return to work against medical advice because you can’t afford to take time off. And, lastly, flexibility does not pay my bills,” said Vanessa Bain of Menlo Park. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Vanessa Bain, one of the speakers, delivers for Instacart, DoorDash and Caviar. She says she slipped and split her head open out on a delivery and was back to work within an hour. \u003c/p>\n\u003cp>“I was bleeding, and I had to drive myself to the emergency room. I was in shock. I was in pain. And all I could think about [was] how I would ever be able to pay for the bill,” Bain said.\u003c/p>\n\u003cfigure id=\"attachment_11772510\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772510\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0087-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Schana Cummings (right) describes her experience as a gig worker: “Me, personally, I can’t hold a traditional job… I used to be able to support myself with [gig] jobs but no longer can.” She explains that she works gig jobs because she suffers from mental illness and now the stress of gig jobs is exacerbating that illness. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Schana Cummings said she used to be able to support herself working gig jobs for companies like Instacart, DoorDash and Amazon Flex, but can no longer meet her living expenses with what she earns. She says she can’t hold down a traditional job because she struggles with mental illness and the instability of gig work is adding to her anxiety.\u003c/p>\n\u003cfigure id=\"attachment_11772554\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772554\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0111-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Bags full of peanuts reading “Pay Up” in front of Instacart headquarters. Protesters were unable to bring them up to the office in San Francisco on September 5, 2019. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The protesters came armed with bags of peanuts to deliver to the headquarters because, they say, \u003cem>that’s what these companies are paying us\u003c/em>. They were unable to get through security to deliver the bags directly to Instacart’s office, so they left them outside and continued their march to Postmates and then DoorDash.\u003c/p>\n\u003cp>KQED reached out to Instacart, Postmates and DoorDash for comment. In a statement, Instacart said, “We respect the voices of all Instacart [workers], including those here today, and will continue to work closely with local legislators as we push to modernize laws in a way that allows [workers] to reach their personal and financial goals, while maintaining the flexibility they enjoy as part of the Instacart platform.”\u003c/p>\n\u003cp>https://twitter.com/workingwa/status/1169754518390599680?s=20\u003c/p>\n\u003cp>Postmates wrote they are committed to higher earnings for their fleet and say on job pay-out averages in San Francisco have increased to $21.50 an hour before tips. They also said that, since Labor Day, more than 6,000 delivery gig workers have reached out to lawmakers asking to preserve the flexibility they have through their work.\u003c/p>\n\u003cp>DoorDash and Postmates also said they are working with lawmakers and a DoorDash spokesperson said that it is the first national gig economy company to offer occupational accident insurance at no cost to their delivery staff.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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The participants spoke about their experiences trying to make ends meet in the Bay Area working both full-time and part-time in the gig economy.\u003c/p>\n\u003cfigure id=\"attachment_11772535\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772535\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0034-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“There is nothing flexible about being trapped in cyclical poverty and earning poverty wages. There is nothing flexible about working 60 plus hours a week and still not making ends meet. There is nothing flexible about absorbing your operating costs and risks. There is nothing flexible about having to return to work against medical advice because you can’t afford to take time off. And, lastly, flexibility does not pay my bills,” said Vanessa Bain of Menlo Park. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Vanessa Bain, one of the speakers, delivers for Instacart, DoorDash and Caviar. She says she slipped and split her head open out on a delivery and was back to work within an hour. \u003c/p>\n\u003cp>“I was bleeding, and I had to drive myself to the emergency room. I was in shock. I was in pain. And all I could think about [was] how I would ever be able to pay for the bill,” Bain said.\u003c/p>\n\u003cfigure id=\"attachment_11772510\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772510\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0087-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Schana Cummings (right) describes her experience as a gig worker: “Me, personally, I can’t hold a traditional job… I used to be able to support myself with [gig] jobs but no longer can.” She explains that she works gig jobs because she suffers from mental illness and now the stress of gig jobs is exacerbating that illness. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Schana Cummings said she used to be able to support herself working gig jobs for companies like Instacart, DoorDash and Amazon Flex, but can no longer meet her living expenses with what she earns. She says she can’t hold down a traditional job because she struggles with mental illness and the instability of gig work is adding to her anxiety.\u003c/p>\n\u003cfigure id=\"attachment_11772554\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772554\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0111-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Bags full of peanuts reading “Pay Up” in front of Instacart headquarters. 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"content": "\u003cp>Hackers like to say internet-connected cars are like smartphones on wheels. These days, some of them even update software “over the air,” like your phones do. But phones don’t weigh thousands of pounds or travel at potentially lethal speeds on the regular. By 2022, it’s estimated that two-thirds of all new cars will feature such connected systems.\u003c/p>\n\u003cp>Already, a cottage industry has sprung up to meet burgeoning demand for white hat hackers — game for a price — to help automakers identify vulnerabilities before black hats do.\u003c/p>\n\u003cp>“A very good defense is a good offense, right?” asked David Baker, chief security officer and VP of operations for \u003ca href=\"https://www.bugcrowd.com\" target=\"_blank\" rel=\"noopener\">Bugcrowd\u003c/a> in San Francisco. Like the name suggests, Bugcrowd helps curate auto industry crowdsource solutions from a relatively small number of hackers who know how to help.\u003c/p>\n\u003cp>Automakers cover the cost of Bugcrowd’s listing management as well as the rewards for identifying bugs. Payouts range from $5,000 for identifying a relatively minor bug to many multiples of that for something critical.\u003c/p>\n\u003cp>It might give you some comfort to know Baker says car hacking is relatively complicated and expensive compared to other forms of hacking, because it involves access to and familiarity with car parts.\u003c/p>\n\u003cp>“That’s a little bit more of an attack surface than typically you would have just from electronic or wireless access. We have researchers that have the dashboard of a Tesla sitting in their living room,” he says.\u003c/p>\n\u003cfigure id=\"attachment_11772286\" class=\"wp-caption aligncenter\" style=\"max-width: 1536px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11772286 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg\" alt=\"Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019.\" width=\"1536\" height=\"2048\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1920x2560.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1122x1496.jpg 1122w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-840x1120.jpg 840w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-687x916.jpg 687w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-414x552.jpg 414w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-354x472.jpg 354w\" sizes=\"(max-width: 1536px) 100vw, 1536px\">\u003cfigcaption class=\"wp-caption-text\">Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019. \u003ccite>(Courtesy of Bugcrowd)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it doesn’t take a paranoid person to imagine it’s just a matter of time before cheat sheets are available for sale on the dark web.\u003c/p>\n\u003cp>At a press conference ahead of several major cybersecurity confabs this past summer, Jamie Court with the Los Angeles-based \u003ca href=\"https://www.consumerwatchdog.org/privacy-technology/report-finds-hacking-internet-connected-cars-big-national-security-threat\" target=\"_blank\" rel=\"noopener\">Consumer Watchdog\u003c/a> warned, “Hackers tell us it’s just a matter of money. It could be hundreds of thousands of dollars. It could be millions. But you know what? A hostile government has that kind of money.”\u003c/p>\n\u003cp>[youtube https://www.youtube.com/watch?v=6sWmEasw18o]In an effort to force a more public conversation about automotive cybersecurity, the non-profit released a report called “\u003ca href=\"https://www.consumerwatchdog.org/sites/default/files/2019-07/KILL%20SWITCH%20%207-29-19_0.pdf\" target=\"_blank\" rel=\"noopener\">Kill Switch: Why Connected Cars Can Be Killing Machines and How to Turn Them Off\u003c/a>.”\u003c/p>\n\u003cp>“Car companies are selling connected cars on the basis that you can turn your car on with your cellphone and get the air conditioning running on a hot day. Well, if you can turn your car on and get the air conditioning running with your smartphone, someone else can access your smartphone and shut your car down in the middle of the highway at rush hour,” Court said.\u003c/p>\n\u003cp>Nothing like that has happened (that we know of), but since \u003ca href=\"https://www.wired.com/2015/07/hackers-remotely-kill-jeep-highway/\" target=\"_blank\" rel=\"noopener\">Wired\u003c/a> magazine first detailed a spine-tingling Jeep hack in 2015, killing the engine while the reporter was in the vehicle on a freeway, there has been a steady dribble of similar headlines showing the progress hackers are making.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"cybersecurity\"]Just a few days ago, Wired published an article about another exploit: \u003ca href=\"https://www.wired.com/story/hackers-steal-tesla-model-s-key-fob-encryption/\" target=\"_blank\" rel=\"noopener\">Hackers Could Steal a Tesla Model S by Cloning Its Key Fob—Again\u003c/a>. Tesla quickly fixed the problem with an over-the-air software update. Techno cognoscenti point out that’s faster and cheaper than a recall involving a physical trip to your local dealership. But they add the phone/car comparison has its limits.\u003c/p>\n\u003cp>“In a smartphone, we have maybe two, three, four CPUs. In a vehicle, we have 100 different electronic control units manufactured by dozens of manufacturers,” said Assaf Harel, chief scientist at \u003ca href=\"https://www.karambasecurity.com\" target=\"_blank\" rel=\"noopener\">Karamba Security\u003c/a>, an Israeli company with offices in Germany and the U.S.\u003c/p>\n\u003cp>“It’s like the Babylon Tower, with different vendor competitors,” Harel added, referring to the Bible story in the book of Genesis that functions as an origin myth explaining why the world’s people speak different languages, unable to understand each other.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The \u003ca href=\"https://autoalliance.org\" target=\"_blank\" rel=\"noopener\">Alliance of Automobile Manufacturers\u003c/a>, which represents 12 of the majors worldwide, says the companies are all partnering with public and private researchers to share tips and codify standards. Regardless of whether and how \u003ca href=\"https://www.nhtsa.gov/technology-innovation/vehicle-cybersecurity\" target=\"_blank\" rel=\"noopener\">regulators\u003c/a> step in to direct that conversation, Harel said automakers have simply joined a growing number of industries forced to see up-to-the-minute cybersecurity as the cost of doing business.\u003c/p>\n\u003cp>“That will elevate the level of cybersecurity in the vehicles, in airplanes, in medical devices, in many other deployments, to a state where it just doesn’t make sense for cybercriminals to look that way,” Harel said. “They have much easier low hanging fruits to tackle.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Hackers like to say internet-connected cars are like smartphones on wheels. These days, some of them even update software “over the air,” like your phones do. But phones don’t weigh thousands of pounds or travel at potentially lethal speeds on the regular. By 2022, it’s estimated that two-thirds of all new cars will feature such connected systems.\u003c/p>\n\u003cp>Already, a cottage industry has sprung up to meet burgeoning demand for white hat hackers — game for a price — to help automakers identify vulnerabilities before black hats do.\u003c/p>\n\u003cp>“A very good defense is a good offense, right?” asked David Baker, chief security officer and VP of operations for \u003ca href=\"https://www.bugcrowd.com\" target=\"_blank\" rel=\"noopener\">Bugcrowd\u003c/a> in San Francisco. Like the name suggests, Bugcrowd helps curate auto industry crowdsource solutions from a relatively small number of hackers who know how to help.\u003c/p>\n\u003cp>Automakers cover the cost of Bugcrowd’s listing management as well as the rewards for identifying bugs. Payouts range from $5,000 for identifying a relatively minor bug to many multiples of that for something critical.\u003c/p>\n\u003cp>It might give you some comfort to know Baker says car hacking is relatively complicated and expensive compared to other forms of hacking, because it involves access to and familiarity with car parts.\u003c/p>\n\u003cp>“That’s a little bit more of an attack surface than typically you would have just from electronic or wireless access. We have researchers that have the dashboard of a Tesla sitting in their living room,” he says.\u003c/p>\n\u003cfigure id=\"attachment_11772286\" class=\"wp-caption aligncenter\" style=\"max-width: 1536px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11772286 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg\" alt=\"Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019.\" width=\"1536\" height=\"2048\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1920x2560.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1122x1496.jpg 1122w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-840x1120.jpg 840w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-687x916.jpg 687w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-414x552.jpg 414w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-354x472.jpg 354w\" sizes=\"(max-width: 1536px) 100vw, 1536px\">\u003cfigcaption class=\"wp-caption-text\">Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019. \u003ccite>(Courtesy of Bugcrowd)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it doesn’t take a paranoid person to imagine it’s just a matter of time before cheat sheets are available for sale on the dark web.\u003c/p>\n\u003cp>At a press conference ahead of several major cybersecurity confabs this past summer, Jamie Court with the Los Angeles-based \u003ca href=\"https://www.consumerwatchdog.org/privacy-technology/report-finds-hacking-internet-connected-cars-big-national-security-threat\" target=\"_blank\" rel=\"noopener\">Consumer Watchdog\u003c/a> warned, “Hackers tell us it’s just a matter of money. It could be hundreds of thousands of dollars. It could be millions. But you know what? A hostile government has that kind of money.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/6sWmEasw18o'\n title='//www.youtube.com/embed/6sWmEasw18o'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>In an effort to force a more public conversation about automotive cybersecurity, the non-profit released a report called “\u003ca href=\"https://www.consumerwatchdog.org/sites/default/files/2019-07/KILL%20SWITCH%20%207-29-19_0.pdf\" target=\"_blank\" rel=\"noopener\">Kill Switch: Why Connected Cars Can Be Killing Machines and How to Turn Them Off\u003c/a>.”\u003c/p>\n\u003cp>“Car companies are selling connected cars on the basis that you can turn your car on with your cellphone and get the air conditioning running on a hot day. Well, if you can turn your car on and get the air conditioning running with your smartphone, someone else can access your smartphone and shut your car down in the middle of the highway at rush hour,” Court said.\u003c/p>\n\u003cp>Nothing like that has happened (that we know of), but since \u003ca href=\"https://www.wired.com/2015/07/hackers-remotely-kill-jeep-highway/\" target=\"_blank\" rel=\"noopener\">Wired\u003c/a> magazine first detailed a spine-tingling Jeep hack in 2015, killing the engine while the reporter was in the vehicle on a freeway, there has been a steady dribble of similar headlines showing the progress hackers are making.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Just a few days ago, Wired published an article about another exploit: \u003ca href=\"https://www.wired.com/story/hackers-steal-tesla-model-s-key-fob-encryption/\" target=\"_blank\" rel=\"noopener\">Hackers Could Steal a Tesla Model S by Cloning Its Key Fob—Again\u003c/a>. Tesla quickly fixed the problem with an over-the-air software update. Techno cognoscenti point out that’s faster and cheaper than a recall involving a physical trip to your local dealership. But they add the phone/car comparison has its limits.\u003c/p>\n\u003cp>“In a smartphone, we have maybe two, three, four CPUs. In a vehicle, we have 100 different electronic control units manufactured by dozens of manufacturers,” said Assaf Harel, chief scientist at \u003ca href=\"https://www.karambasecurity.com\" target=\"_blank\" rel=\"noopener\">Karamba Security\u003c/a>, an Israeli company with offices in Germany and the U.S.\u003c/p>\n\u003cp>“It’s like the Babylon Tower, with different vendor competitors,” Harel added, referring to the Bible story in the book of Genesis that functions as an origin myth explaining why the world’s people speak different languages, unable to understand each other.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"https://autoalliance.org\" target=\"_blank\" rel=\"noopener\">Alliance of Automobile Manufacturers\u003c/a>, which represents 12 of the majors worldwide, says the companies are all partnering with public and private researchers to share tips and codify standards. Regardless of whether and how \u003ca href=\"https://www.nhtsa.gov/technology-innovation/vehicle-cybersecurity\" target=\"_blank\" rel=\"noopener\">regulators\u003c/a> step in to direct that conversation, Harel said automakers have simply joined a growing number of industries forced to see up-to-the-minute cybersecurity as the cost of doing business.\u003c/p>\n\u003cp>“That will elevate the level of cybersecurity in the vehicles, in airplanes, in medical devices, in many other deployments, to a state where it just doesn’t make sense for cybercriminals to look that way,” Harel said. “They have much easier low hanging fruits to tackle.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Anthony Levandowski: 'Going All the Way' and the Lessons of Real Mistakes",
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"content": "\u003cp>[dropcap]S[/dropcap]peeding is the least of Anthony Levandowski’s troubles. We’ll get to that in a minute.\u003c/p>\n\u003cp>Levandowski is the former \u003ca href=\"https://www.newyorker.com/magazine/2013/11/25/auto-correct\" target=\"_blank\" rel=\"noopener\">star Google engineer\u003c/a> who left the company’s self-driving car program to launch \u003ca href=\"https://www.theverge.com/2016/10/25/13381246/otto-self-driving-truck-budweiser-first-shipment-uber\" target=\"_blank\" rel=\"noopener\">a self-driving truck startup\u003c/a> which was, in very short order, \u003ca href=\"https://www.uber.com/newsroom/rethinking-transportation-2\" target=\"_blank\" rel=\"noopener\">acquired by Uber\u003c/a> for $680 million.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If it is your job to advance technology, safety cannot be your No. 1 concern. If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.’\u003ccite>Anthony Levandowski\u003c/cite>\u003c/aside>\n\u003cp>The engineer’s move from one of the world’s most powerful companies to one determined to dominate the field of transportation triggered a chain of ugly consequences: Google’s Waymo autonomous vehicle unit, alleging that Levandowski had absconded with digital files key to the company’s technology, sued Uber for stealing trade secrets; Uber fired Levandowski before settling the case; and now, a federal grand jury \u003ca href=\"https://www.kqed.org/news/11770294/ex-google-engineer-charged-in-uber-self-driving-theft-case\" target=\"_blank\" rel=\"noopener\">has indicted\u003c/a> Levandowski on criminal charges of stealing Google’s secrets.\u003c/p>\n\u003cp>Levandowski, due back in court as early as Wednesday, has pleaded not guilty. His lawyers have assured the world he will beat the rap.\u003c/p>\n\u003cp>But what if he can’t find his way past the fix he’s in, one that could lead to prison time, millions of dollars in financial penalties and loss of his sizable fortune?\u003c/p>\n\u003cp>In a way, Levandowski seems to have anticipated the question in interviews and in less direct pronouncements. Mistakes — even big mistakes — are part of the price of technological progress. You just keep going.\u003c/p>\n\u003cp>[dropcap]R[/dropcap]eporter Charles Duhigg, in \u003ca href=\"https://www.newyorker.com/magazine/2018/10/22/did-uber-steal-googles-intellectual-property\" target=\"_blank\" rel=\"noopener\">a piece for The New Yorker\u003c/a> last year, examined Levandowski’s career and the Google/Waymo trade secrets lawsuit against Uber.\u003c/p>\n\u003cp>The story portrays Levandowski as an iconoclast and out-on-the-edge risk-taker, just the type that Google leadership was looking for to take on the challenge of building its self-driving vehicle program.\u003c/p>\n\u003cp>“If it is your job to advance technology, safety cannot be your No. 1 concern,” Levandowski says in the article. “If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.”\u003c/p>\n\u003cp>As an example of that attitude at work, Duhigg relates a story in which Levandowski is said to have been at the wheel of a self-driving Google vehicle involved in a near-crash with another car. The second car spun out and ended up in a freeway median, Duhigg writes, and Levandowski’s passenger suffered a serious back injury.\u003c/p>\n\u003cp>“Levandowski, rather than being cowed by the incident, later defended it as an invaluable source of data, an opportunity to learn how to avoid similar mistakes,” Duhigg reports. “He sent colleagues an email with video of the near-collision. Its subject line was ‘Prius vs. Camry.’ ”\u003c/p>\n\u003cp>Levandowski, who launched several startups before and during his tenure at Google, left the company in early 2016 and started Otto, which focused on self-driving technology for the long-haul trucking industry. Uber \u003ca href=\"https://techcrunch.com/2016/08/18/uber-acquires-otto-to-lead-ubers-self-driving-car-effort-report-says/\" target=\"_blank\" rel=\"noopener\">bought the company\u003c/a> months later, and the newly acquired firm made a splash in October 2016 with the announcement that its technology had enabled a self-driving semi loaded with beer to \u003ca href=\"https://www.kqed.org/news/11146649/beer-run-self-driving-truck-goes-120-plus-miles-on-colorado-delivery\" target=\"_blank\" rel=\"noopener\">safely navigate\u003c/a> a 120-mile route on Interstate 25 in Colorado.\u003c/p>\n\u003cp>Then came the Google/Waymo lawsuit, Uber’s dismissal of Levandowski and last week’s criminal charges.\u003c/p>\n\u003cp>[dropcap]B[/dropcap]ut sometime between the day in 2017 when Uber fired him and the day he appeared in San Jose federal court to enter a plea of not guilty, Levandowski took a long drive. The journey was a first of sorts, and under other circumstances, it might have drawn more attention.\u003c/p>\n\u003cp>Last October, almost exactly two years after Otto’s highly publicized \u003ca href=\"https://www.wired.com/2016/10/ubers-self-driving-truck-makes-first-delivery-50000-beers/\" target=\"_blank\" rel=\"noopener\">Colorado beer run\u003c/a>, Levandowski climbed into the driver’s seat of a Toyota Prius in San Francisco, headed north across the Golden Gate Bridge, then kept going all the way across the country, ending at New York City’s George Washington Bridge less than four days later.\u003c/p>\n\u003cp>It wasn’t an all-time speed record, and it wasn’t the first time someone made a mind-numbing cross-country drive.\u003c/p>\n\u003cp>The unique part of the trip, which wasn’t disclosed until December, was that Levandowski’s vehicle was outfitted with advanced driver-assist technology developed by his latest startup, \u003ca href=\"https://pronto.ai/\" target=\"_blank\" rel=\"noopener\">Pronto\u003c/a>. Levandowski and the company say the vehicle made the entire trip “without any human intervention,” save for refueling and rest breaks. The trip, \u003ca href=\"https://medium.com/pronto-ai/pronto-means-ready-e885bc8ec9e9\" target=\"_blank\" rel=\"noopener\">Levandowski explained\u003c/a>, was part of realizing “my life’s passion to make the life-saving potential of autonomous vehicles a reality.”\u003c/p>\n\u003cp>Pronto, which like Levandowski’s Otto is marketing a self-driving system for the trucking industry, published \u003ca href=\"https://vimeo.com/306969319\" target=\"_blank\" rel=\"noopener\">a time-lapse video\u003c/a> of the trip. After downloading it and watching it frame by frame, a few interesting patterns emerge:\u003c/p>\n\u003cp>\u003cstrong>The Pronto system, or at least the version used for Levandowski’s drive, has a lead foot.\u003c/strong>\u003c/p>\n\u003cp>As Levandowski sets out across the Golden Gate Bridge, which has a highly publicized 45 mph speed limit due to a history of deadly crashes, his vehicle quickly accelerates to 55 mph.\u003c/p>\n\u003cp>Alan Dunton, a Pronto spokesman, said in an email last week “the vehicle’s speed was set by the system and was based on the surrounding traffic flow and posted speed limit, among other things using Pronto’s proprietary technology.”On the Golden Gate Bridge, he said in essence, that by exceeding the speed limit by 10 mph, the car’s software was just keeping up with faster traffic and trying to stay safe and legal. Dunton points out the video shows Levandowski’s Prius is passed repeatedly by faster traffic in the three northbound lanes.\u003c/p>\n\u003cp>“If they were going 10 mph slower, they would have impeded traffic, which is against California’s basic speed law,” Dunton said.\u003c/p>\n\u003cp>Does that argument hold water with the California Highway Patrol, responsible for enforcing the speed limit on the bridge?\u003c/p>\n\u003cp>“No. Absolutely not,” said CHP Officer Andrew Barclay, with the CHP’s Marin County unit. “They could be pulled over for speeding at that point.”\u003c/p>\n\u003cp>Barclay said the state’s “\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=VEH§ionNum=22350\" target=\"_blank\" rel=\"noopener\">basic speed law\u003c/a>” — “no person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property” — would not apply in the situation Dunton described.\u003c/p>\n\u003cp>Dunton didn’t address the numerous other occasions the Prius is seen speeding as it crossed the country, except to say “they generally drove with the flow of traffic.”\u003c/p>\n\u003cp>\u003cstrong>Pronto — Italian for “road boulder”?\u003c/strong>\u003c/p>\n\u003cp>The company’s video shows Levandowski and his Prius hanging out in the left lane, aka the “fast” lane, for inordinately long stretches.\u003c/p>\n\u003cp>For instance, at mile 151 of the trip, on Interstate 80 near the Sierra foothills town of Colfax, the vehicle takes to the left lane. And stays there. And stays there. And stays there. All the way across the mountains, through Reno and well beyond, even as faster vehicles pass on the right. The car finally returns to the right lane just east of the town of Fernley.\u003c/p>\n\u003cp>Asked about why the Pronto system didn’t return the vehicle to the right lane to allow passing, as courtesy and the vehicle code would dictate, spokesman Dunton explained that the software was set to avoid possible conflicts with traffic entering the roadway from the right.\u003c/p>\n\u003cp>“For the purposes of this early demo, (the team) wanted to maximize the chances of achieving this amazing milestone and therefore decided to have the car drive in left lane for a significant portion of the trip to reduce the number of merges with traffic,” Dunton said.Why reduce the number of merges? Read on.\u003c/p>\n\u003cp>\u003cstrong>Houston, we have a problem. With merging.\u003c/strong>\u003c/p>\n\u003cp>Last December, after announcing Pronto’s successful cross-country road trip, Levandowski took The Guardian’s Mark Harris for \u003ca href=\"https://www.theguardian.com/technology/2018/dec/18/controversial-engineer-i-travelled-over-3000-miles-in-a-self-driving-car\" target=\"_blank\" rel=\"noopener\">a 48-mile ride-along\u003c/a>. Harris said the system performed “safely and competently,” though Levandowski was forced to take control of the self-driving Prius at one point because it “failed to merge into busy traffic.”\u003c/p>\n\u003cp>What can go wrong in a merge?\u003c/p>\n\u003cp>The Pronto video, brief as it is, shows one harrowing example, a little more than 40 minutes into the trip, as Levandowski and his Prius attempt to merge onto eastbound Interstate 80 off of Highway 37 in Vallejo.\u003c/p>\n\u003cp>As the Prius heads up the ramp – and up a moderately steep grade where entering vehicles are required to merge left as the number of freeway lanes is reduced gradually from six to four – the vehicle briefly accelerates to 72 mph. However, the Prius remains in the far right lane to the point where it ends and the vehicle is forced to move to the left. By that time, the vehicle is rapidly overtaking a much-slower-moving dump truck.\u003c/p>\n\u003cp>One imagines this was an “oh, shit” moment for Levandowski, who was at the outset of a 3,100-mile trip in which he hoped not to touch the vehicle’s controls except when he needed to gas up, pee or sleep.\u003c/p>\n\u003cp>What the car did, apparently with no input from him, was brake dramatically on the freeway – slowing to just 17 mph, according to the video – to avoid rear-ending the truck. The video doesn’t show whether there was traffic immediately behind the Prius or whether other vehicles were also required to slow down. Eventually, the merge was completed and the Prius went on its way.\u003c/p>\n\u003cp>[dropcap]B[/dropcap]eyond depicting the apparently successful road trip, the Pronto video carries another message that may be relevant to Levandowski’s current situation and his attitude toward it.\u003c/p>\n\u003cp>The message comes in the video’s sonorous voiceover. An unidentified, uncredited voice intones words identified at the end only as “poetry by Charles Bukowski.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"vimeo-player\" src=\"https://player.vimeo.com/video/306969319\" width=\"800\" height=\"450\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>In fact, the audio of the reading is borrowed from \u003ca href=\"https://www.youtube.com/user/SpokenVerse\" target=\"_blank\" rel=\"noopener\">Tom O’Bedlam\u003c/a>, a sort of YouTube \u003ca href=\"https://www.rogerebert.com/rogers-journal/youtube-and-the-cinnamon-peeler\" target=\"_blank\" rel=\"noopener\">cult figure\u003c/a> known for his taste in verse and his memorable reading style.\u003c/p>\n\u003cp>The “poetry by Charles Bukowski” is a mash-up of two well-known pieces, “\u003ca href=\"https://thebestamericanpoetry.typepad.com/the_best_american_poetry/2008/11/the-laughing-he.html\" target=\"_blank\" rel=\"noopener\">The Laughing Heart\u003c/a>” and “\u003ca href=\"https://wordsfortheyear.com/2014/04/08/roll-the-dice/\" target=\"_blank\" rel=\"noopener\">Roll the Dice\u003c/a>,” by the late Los Angeles poet. Both poems speak of the necessity of seizing the day and making one’s life count for something. The latter piece, too, talks about pursuing dreams regardless of the cost.\u003c/p>\n\u003cp>We’re guessing the poetry was chosen and hacked together because of the line “if you’re going to try, go all the way” — you know, like the Prius in the video as it completes its cross-country ramble in the unromantic morass of a morning commute into New York City.\u003c/p>\n\u003cp>But the lines that get your attention, read in funereal tones over video images of Levandowski’s vehicle racing across the United States in frantically sped-up motion, are a little farther down:\u003c/p>\n\u003cp>“… go all the way.\u003cbr>\nthis could mean losing girlfriends,\u003cbr>\nwives, relatives, jobs and\u003cbr>\nmaybe your mind.\u003cbr>\ngo all the way.\u003cbr>\nit could mean not eating for 3 or 4 days.\u003cbr>\nit could mean freezing on a\u003cbr>\npark bench.\u003cbr>\nit could mean jail,\u003cbr>\nit could mean derision,\u003cbr>\nmockery,\u003cbr>\nisolation. …”\u003c/p>\n\u003cp>Really? Jail? Homelessness? This vision of building a self-driving vehicle could mean losing your family, livelihood, sanity and freedom?\u003c/p>\n\u003cp>You wonder if that’s where Anthony Levandowski really saw his career and life heading.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The former Google and Uber autonomous vehicle engineer, now facing criminal charges for alleged theft of trade secrets, had a history of pushing limits. He even taught a car to speed. ",
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"title": "Anthony Levandowski: 'Going All the Way' and the Lessons of Real Mistakes | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">S\u003c/span>\u003c/p>\u003cp>peeding is the least of Anthony Levandowski’s troubles. We’ll get to that in a minute.\u003c/p>\n\u003cp>Levandowski is the former \u003ca href=\"https://www.newyorker.com/magazine/2013/11/25/auto-correct\" target=\"_blank\" rel=\"noopener\">star Google engineer\u003c/a> who left the company’s self-driving car program to launch \u003ca href=\"https://www.theverge.com/2016/10/25/13381246/otto-self-driving-truck-budweiser-first-shipment-uber\" target=\"_blank\" rel=\"noopener\">a self-driving truck startup\u003c/a> which was, in very short order, \u003ca href=\"https://www.uber.com/newsroom/rethinking-transportation-2\" target=\"_blank\" rel=\"noopener\">acquired by Uber\u003c/a> for $680 million.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If it is your job to advance technology, safety cannot be your No. 1 concern. If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.’\u003ccite>Anthony Levandowski\u003c/cite>\u003c/aside>\n\u003cp>The engineer’s move from one of the world’s most powerful companies to one determined to dominate the field of transportation triggered a chain of ugly consequences: Google’s Waymo autonomous vehicle unit, alleging that Levandowski had absconded with digital files key to the company’s technology, sued Uber for stealing trade secrets; Uber fired Levandowski before settling the case; and now, a federal grand jury \u003ca href=\"https://www.kqed.org/news/11770294/ex-google-engineer-charged-in-uber-self-driving-theft-case\" target=\"_blank\" rel=\"noopener\">has indicted\u003c/a> Levandowski on criminal charges of stealing Google’s secrets.\u003c/p>\n\u003cp>Levandowski, due back in court as early as Wednesday, has pleaded not guilty. His lawyers have assured the world he will beat the rap.\u003c/p>\n\u003cp>But what if he can’t find his way past the fix he’s in, one that could lead to prison time, millions of dollars in financial penalties and loss of his sizable fortune?\u003c/p>\n\u003cp>In a way, Levandowski seems to have anticipated the question in interviews and in less direct pronouncements. Mistakes — even big mistakes — are part of the price of technological progress. You just keep going.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">R\u003c/span>\u003c/p>\u003cp>eporter Charles Duhigg, in \u003ca href=\"https://www.newyorker.com/magazine/2018/10/22/did-uber-steal-googles-intellectual-property\" target=\"_blank\" rel=\"noopener\">a piece for The New Yorker\u003c/a> last year, examined Levandowski’s career and the Google/Waymo trade secrets lawsuit against Uber.\u003c/p>\n\u003cp>The story portrays Levandowski as an iconoclast and out-on-the-edge risk-taker, just the type that Google leadership was looking for to take on the challenge of building its self-driving vehicle program.\u003c/p>\n\u003cp>“If it is your job to advance technology, safety cannot be your No. 1 concern,” Levandowski says in the article. “If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.”\u003c/p>\n\u003cp>As an example of that attitude at work, Duhigg relates a story in which Levandowski is said to have been at the wheel of a self-driving Google vehicle involved in a near-crash with another car. The second car spun out and ended up in a freeway median, Duhigg writes, and Levandowski’s passenger suffered a serious back injury.\u003c/p>\n\u003cp>“Levandowski, rather than being cowed by the incident, later defended it as an invaluable source of data, an opportunity to learn how to avoid similar mistakes,” Duhigg reports. “He sent colleagues an email with video of the near-collision. Its subject line was ‘Prius vs. Camry.’ ”\u003c/p>\n\u003cp>Levandowski, who launched several startups before and during his tenure at Google, left the company in early 2016 and started Otto, which focused on self-driving technology for the long-haul trucking industry. Uber \u003ca href=\"https://techcrunch.com/2016/08/18/uber-acquires-otto-to-lead-ubers-self-driving-car-effort-report-says/\" target=\"_blank\" rel=\"noopener\">bought the company\u003c/a> months later, and the newly acquired firm made a splash in October 2016 with the announcement that its technology had enabled a self-driving semi loaded with beer to \u003ca href=\"https://www.kqed.org/news/11146649/beer-run-self-driving-truck-goes-120-plus-miles-on-colorado-delivery\" target=\"_blank\" rel=\"noopener\">safely navigate\u003c/a> a 120-mile route on Interstate 25 in Colorado.\u003c/p>\n\u003cp>Then came the Google/Waymo lawsuit, Uber’s dismissal of Levandowski and last week’s criminal charges.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">B\u003c/span>\u003c/p>\u003cp>ut sometime between the day in 2017 when Uber fired him and the day he appeared in San Jose federal court to enter a plea of not guilty, Levandowski took a long drive. The journey was a first of sorts, and under other circumstances, it might have drawn more attention.\u003c/p>\n\u003cp>Last October, almost exactly two years after Otto’s highly publicized \u003ca href=\"https://www.wired.com/2016/10/ubers-self-driving-truck-makes-first-delivery-50000-beers/\" target=\"_blank\" rel=\"noopener\">Colorado beer run\u003c/a>, Levandowski climbed into the driver’s seat of a Toyota Prius in San Francisco, headed north across the Golden Gate Bridge, then kept going all the way across the country, ending at New York City’s George Washington Bridge less than four days later.\u003c/p>\n\u003cp>It wasn’t an all-time speed record, and it wasn’t the first time someone made a mind-numbing cross-country drive.\u003c/p>\n\u003cp>The unique part of the trip, which wasn’t disclosed until December, was that Levandowski’s vehicle was outfitted with advanced driver-assist technology developed by his latest startup, \u003ca href=\"https://pronto.ai/\" target=\"_blank\" rel=\"noopener\">Pronto\u003c/a>. Levandowski and the company say the vehicle made the entire trip “without any human intervention,” save for refueling and rest breaks. The trip, \u003ca href=\"https://medium.com/pronto-ai/pronto-means-ready-e885bc8ec9e9\" target=\"_blank\" rel=\"noopener\">Levandowski explained\u003c/a>, was part of realizing “my life’s passion to make the life-saving potential of autonomous vehicles a reality.”\u003c/p>\n\u003cp>Pronto, which like Levandowski’s Otto is marketing a self-driving system for the trucking industry, published \u003ca href=\"https://vimeo.com/306969319\" target=\"_blank\" rel=\"noopener\">a time-lapse video\u003c/a> of the trip. After downloading it and watching it frame by frame, a few interesting patterns emerge:\u003c/p>\n\u003cp>\u003cstrong>The Pronto system, or at least the version used for Levandowski’s drive, has a lead foot.\u003c/strong>\u003c/p>\n\u003cp>As Levandowski sets out across the Golden Gate Bridge, which has a highly publicized 45 mph speed limit due to a history of deadly crashes, his vehicle quickly accelerates to 55 mph.\u003c/p>\n\u003cp>Alan Dunton, a Pronto spokesman, said in an email last week “the vehicle’s speed was set by the system and was based on the surrounding traffic flow and posted speed limit, among other things using Pronto’s proprietary technology.”On the Golden Gate Bridge, he said in essence, that by exceeding the speed limit by 10 mph, the car’s software was just keeping up with faster traffic and trying to stay safe and legal. Dunton points out the video shows Levandowski’s Prius is passed repeatedly by faster traffic in the three northbound lanes.\u003c/p>\n\u003cp>“If they were going 10 mph slower, they would have impeded traffic, which is against California’s basic speed law,” Dunton said.\u003c/p>\n\u003cp>Does that argument hold water with the California Highway Patrol, responsible for enforcing the speed limit on the bridge?\u003c/p>\n\u003cp>“No. Absolutely not,” said CHP Officer Andrew Barclay, with the CHP’s Marin County unit. “They could be pulled over for speeding at that point.”\u003c/p>\n\u003cp>Barclay said the state’s “\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=VEH§ionNum=22350\" target=\"_blank\" rel=\"noopener\">basic speed law\u003c/a>” — “no person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property” — would not apply in the situation Dunton described.\u003c/p>\n\u003cp>Dunton didn’t address the numerous other occasions the Prius is seen speeding as it crossed the country, except to say “they generally drove with the flow of traffic.”\u003c/p>\n\u003cp>\u003cstrong>Pronto — Italian for “road boulder”?\u003c/strong>\u003c/p>\n\u003cp>The company’s video shows Levandowski and his Prius hanging out in the left lane, aka the “fast” lane, for inordinately long stretches.\u003c/p>\n\u003cp>For instance, at mile 151 of the trip, on Interstate 80 near the Sierra foothills town of Colfax, the vehicle takes to the left lane. And stays there. And stays there. And stays there. All the way across the mountains, through Reno and well beyond, even as faster vehicles pass on the right. The car finally returns to the right lane just east of the town of Fernley.\u003c/p>\n\u003cp>Asked about why the Pronto system didn’t return the vehicle to the right lane to allow passing, as courtesy and the vehicle code would dictate, spokesman Dunton explained that the software was set to avoid possible conflicts with traffic entering the roadway from the right.\u003c/p>\n\u003cp>“For the purposes of this early demo, (the team) wanted to maximize the chances of achieving this amazing milestone and therefore decided to have the car drive in left lane for a significant portion of the trip to reduce the number of merges with traffic,” Dunton said.Why reduce the number of merges? Read on.\u003c/p>\n\u003cp>\u003cstrong>Houston, we have a problem. With merging.\u003c/strong>\u003c/p>\n\u003cp>Last December, after announcing Pronto’s successful cross-country road trip, Levandowski took The Guardian’s Mark Harris for \u003ca href=\"https://www.theguardian.com/technology/2018/dec/18/controversial-engineer-i-travelled-over-3000-miles-in-a-self-driving-car\" target=\"_blank\" rel=\"noopener\">a 48-mile ride-along\u003c/a>. Harris said the system performed “safely and competently,” though Levandowski was forced to take control of the self-driving Prius at one point because it “failed to merge into busy traffic.”\u003c/p>\n\u003cp>What can go wrong in a merge?\u003c/p>\n\u003cp>The Pronto video, brief as it is, shows one harrowing example, a little more than 40 minutes into the trip, as Levandowski and his Prius attempt to merge onto eastbound Interstate 80 off of Highway 37 in Vallejo.\u003c/p>\n\u003cp>As the Prius heads up the ramp – and up a moderately steep grade where entering vehicles are required to merge left as the number of freeway lanes is reduced gradually from six to four – the vehicle briefly accelerates to 72 mph. However, the Prius remains in the far right lane to the point where it ends and the vehicle is forced to move to the left. By that time, the vehicle is rapidly overtaking a much-slower-moving dump truck.\u003c/p>\n\u003cp>One imagines this was an “oh, shit” moment for Levandowski, who was at the outset of a 3,100-mile trip in which he hoped not to touch the vehicle’s controls except when he needed to gas up, pee or sleep.\u003c/p>\n\u003cp>What the car did, apparently with no input from him, was brake dramatically on the freeway – slowing to just 17 mph, according to the video – to avoid rear-ending the truck. The video doesn’t show whether there was traffic immediately behind the Prius or whether other vehicles were also required to slow down. Eventually, the merge was completed and the Prius went on its way.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">B\u003c/span>\u003c/p>\u003cp>eyond depicting the apparently successful road trip, the Pronto video carries another message that may be relevant to Levandowski’s current situation and his attitude toward it.\u003c/p>\n\u003cp>The message comes in the video’s sonorous voiceover. An unidentified, uncredited voice intones words identified at the end only as “poetry by Charles Bukowski.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"vimeo-player\" src=\"https://player.vimeo.com/video/306969319\" width=\"800\" height=\"450\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>In fact, the audio of the reading is borrowed from \u003ca href=\"https://www.youtube.com/user/SpokenVerse\" target=\"_blank\" rel=\"noopener\">Tom O’Bedlam\u003c/a>, a sort of YouTube \u003ca href=\"https://www.rogerebert.com/rogers-journal/youtube-and-the-cinnamon-peeler\" target=\"_blank\" rel=\"noopener\">cult figure\u003c/a> known for his taste in verse and his memorable reading style.\u003c/p>\n\u003cp>The “poetry by Charles Bukowski” is a mash-up of two well-known pieces, “\u003ca href=\"https://thebestamericanpoetry.typepad.com/the_best_american_poetry/2008/11/the-laughing-he.html\" target=\"_blank\" rel=\"noopener\">The Laughing Heart\u003c/a>” and “\u003ca href=\"https://wordsfortheyear.com/2014/04/08/roll-the-dice/\" target=\"_blank\" rel=\"noopener\">Roll the Dice\u003c/a>,” by the late Los Angeles poet. Both poems speak of the necessity of seizing the day and making one’s life count for something. The latter piece, too, talks about pursuing dreams regardless of the cost.\u003c/p>\n\u003cp>We’re guessing the poetry was chosen and hacked together because of the line “if you’re going to try, go all the way” — you know, like the Prius in the video as it completes its cross-country ramble in the unromantic morass of a morning commute into New York City.\u003c/p>\n\u003cp>But the lines that get your attention, read in funereal tones over video images of Levandowski’s vehicle racing across the United States in frantically sped-up motion, are a little farther down:\u003c/p>\n\u003cp>“… go all the way.\u003cbr>\nthis could mean losing girlfriends,\u003cbr>\nwives, relatives, jobs and\u003cbr>\nmaybe your mind.\u003cbr>\ngo all the way.\u003cbr>\nit could mean not eating for 3 or 4 days.\u003cbr>\nit could mean freezing on a\u003cbr>\npark bench.\u003cbr>\nit could mean jail,\u003cbr>\nit could mean derision,\u003cbr>\nmockery,\u003cbr>\nisolation. …”\u003c/p>\n\u003cp>Really? Jail? Homelessness? This vision of building a self-driving vehicle could mean losing your family, livelihood, sanity and freedom?\u003c/p>\n\u003cp>You wonder if that’s where Anthony Levandowski really saw his career and life heading.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The San Francisco Planning Commission on Thursday unanimously approved a proposal to open a lot near the Balboa Park BART Station as a safe place for people to park and sleep in their vehicles.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\" District 11 Supervisor Ahsha Safaí\"]‘One of the challenges of getting people out of their vehicles is this is their only asset. So if we have a space where they can store and then transition … into more permanent housing options, this provides that gateway.’[/pullquote]\u003c/p>\n\u003cp>The pilot program would provide space for 33 vehicles, bathrooms, showers, laundry facilities, a kitchen and eating areas. The facility would also have 24-hour security and office space for on-site services.\u003c/p>\n\u003cp>“One of the challenges of getting people out of their vehicles is this is their only asset,” said San Francisco Supervisor Ahsha Safaí, who introduced the legislation. “So if we have a space where they can store it and then transition them into more permanent housing options, this provides that gateway.”\u003c/p>\n\u003cp>Safaí said people would need to be referred by the Homeless Outreach Team to get a parking spot. Residents would be allowed to stay for up to 90 days, with the potential for an extension at the director’s discretion.\u003c/p>\n\u003cp>Mayor London Breed allocated $1 million to fund the project, and the \u003ca href=\"https://sfbos.org/sites/default/files/Proposed_37M_Spending_Plan.pdf\" target=\"_blank\" rel=\"noopener\">Board of Supervisors appropriated $200,000\u003c/a> as well.\u003c/p>\n\u003cp>It will cost the city an estimated $500,000 to get the site ready for use by the end of this year.\u003c/p>\n\u003cfigure id=\"attachment_11771302\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771302\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Balboa_Park_BART_station_platform_1-800x600.jpg\" alt=\"The San Francisco Board of Supervisors will vote next month on whether to approve a safe parking lot near the Balboa Park BART Station.\" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Board of Supervisors will vote next month on whether to approve a safe parking lot near the Balboa Park BART Station. \u003ccite>(BrokenSphere/Wikimedia Commons)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the space would serve only as a temporary spot. According to the plan, the center would be located at the future site of Balboa Upper Yards, a 138-unit affordable housing complex slated to begin construction in October 2020.\u003c/p>\n\u003cp>[aside postID=\"news_11761759,forum_2010101872238,news_11689446\" label=\"RELATED COVERAGE\"]\u003c/p>\n\u003cp>The city’s 2019 homeless \u003ca href=\"http://hsh.sfgov.org/wp-content/uploads/FINAL-PIT-Report-2019-San-Francisco.pdf\" target=\"_blank\" rel=\"noopener\">point-in-time count\u003c/a> found 7% of unsheltered homeless people reported their usual place to sleep was a vehicle, but 35% were currently sleeping in vehicles at the time of the survey. This number has increased by more than 20% since 2015.\u003c/p>\n\u003cp>Although the center would allow camping, Safaí said the goal of the program is to ultimately get people living in their vehicles into permanent housing.\u003c/p>\n\u003cp>“Given this crisis, given the growing number of people living in their vehicles, not just RVs but vans and cars as well, we felt like this would be an appropriate time now more than ever,” he said.\u003c/p>\n\u003cp>The ordinance to amend the planning code still needs the approval of the Board of Supervisors next month.\u003c/p>\n\u003cp>If approved, the center could open as early as November.\u003c/p>\n\u003cp>\u003cem>KQED’s Peter Jon Shuler contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The pilot program would provide space for 33 vehicles, bathrooms, showers, laundry facilities, a kitchen and eating areas. The facility would also have 24-hour security and office space for on-site services.\u003c/p>\n\u003cp>“One of the challenges of getting people out of their vehicles is this is their only asset,” said San Francisco Supervisor Ahsha Safaí, who introduced the legislation. “So if we have a space where they can store it and then transition them into more permanent housing options, this provides that gateway.”\u003c/p>\n\u003cp>Safaí said people would need to be referred by the Homeless Outreach Team to get a parking spot. Residents would be allowed to stay for up to 90 days, with the potential for an extension at the director’s discretion.\u003c/p>\n\u003cp>Mayor London Breed allocated $1 million to fund the project, and the \u003ca href=\"https://sfbos.org/sites/default/files/Proposed_37M_Spending_Plan.pdf\" target=\"_blank\" rel=\"noopener\">Board of Supervisors appropriated $200,000\u003c/a> as well.\u003c/p>\n\u003cp>It will cost the city an estimated $500,000 to get the site ready for use by the end of this year.\u003c/p>\n\u003cfigure id=\"attachment_11771302\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771302\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Balboa_Park_BART_station_platform_1-800x600.jpg\" alt=\"The San Francisco Board of Supervisors will vote next month on whether to approve a safe parking lot near the Balboa Park BART Station.\" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Board of Supervisors will vote next month on whether to approve a safe parking lot near the Balboa Park BART Station. \u003ccite>(BrokenSphere/Wikimedia Commons)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the space would serve only as a temporary spot. According to the plan, the center would be located at the future site of Balboa Upper Yards, a 138-unit affordable housing complex slated to begin construction in October 2020.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The city’s 2019 homeless \u003ca href=\"http://hsh.sfgov.org/wp-content/uploads/FINAL-PIT-Report-2019-San-Francisco.pdf\" target=\"_blank\" rel=\"noopener\">point-in-time count\u003c/a> found 7% of unsheltered homeless people reported their usual place to sleep was a vehicle, but 35% were currently sleeping in vehicles at the time of the survey. This number has increased by more than 20% since 2015.\u003c/p>\n\u003cp>Although the center would allow camping, Safaí said the goal of the program is to ultimately get people living in their vehicles into permanent housing.\u003c/p>\n\u003cp>“Given this crisis, given the growing number of people living in their vehicles, not just RVs but vans and cars as well, we felt like this would be an appropriate time now more than ever,” he said.\u003c/p>\n\u003cp>The ordinance to amend the planning code still needs the approval of the Board of Supervisors next month.\u003c/p>\n\u003cp>If approved, the center could open as early as November.\u003c/p>\n\u003cp>\u003cem>KQED’s Peter Jon Shuler contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Ride-hailing companies Uber and Lyft on Thursday announced they are putting $30 million each into a campaign account for a possible 2020 California ballot initiative to regulate so-called gig economy workers.\u003c/p>\n\u003cp>Uber Chief Legal Officer Tony West said the companies will pursue a ballot measure if the Legislature doesn’t take action on its own — but he said the ballot measure isn’t the company’s first preference.\u003c/p>\n\u003cp>“That is a reluctant second choice,” he said. “We don’t think that is the best use of funds. We don’t think that is the best alternative. We think negotiating a historic deal with the right stakeholders around the table in this legislative session is the best path forward.”\u003c/p>\n\u003cp>DoorDash also announced a $30 million “initial commitment” later on Thursday afternoon.\u003c/p>\n\u003cp>[aside label=\"Is the 'Gig' Up?\" link1=\"https://www.kqed.org/news/11769741/is-the-gig-up-what-dynamex-means-for-the-future-of-contracting-in-california,What Dynamex Means for the Future of Contracting in California\" hero=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/AB-5-Dynamex-1020x690.jpg\"]\u003c/p>\n\u003cp>Gig economy companies are facing pressure to update their employment model after the 2018 \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\">California Supreme Court Dynamex decision\u003c/a> that changes who can be classified as an employee versus a contractor. \u003c/p>\n\u003cp>That decision stated that if a worker performs a core function for a business — like driving for Uber — that worker must be classified as an employee.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a>, currently in the Legislature, would codify that ruling. The Senate Appropriations Committee is expected to decide on Friday whether the bill will advance further through the Legislature and face a vote on the Senate floor.\u003c/p>\n\u003cp>AB 5 author Lorena Gonzalez (D, San Diego) said tech companies shouldn’t get to create their own rules for workers.\u003c/p>\n\u003cp>“No company, no corporation, no type of employment is so special that they get to absolve themselves of basic labor laws,” she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>However, ride-hailing advocates point out AB 5 does contain numerous exemptions for industries that use a contractor model. Uber and Lyft have been negotiating with Gov. Gavin Newsom’s administration for legislation outside of AB 5 that would clarify their industry regulations. \u003c/p>\n\u003cp>West said the state can provide a new model for gig workers.\u003c/p>\n\u003cp>“We have the opportunity in California to modernize the legal framework on how independent workers in the gig economy are treated,” he said.\u003c/p>\n\u003cp>Any new bill that would give ride-hailing companies what they want in this legislative session would need to be fast-tracked. The session ends for the year in two weeks.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Gig economy companies are facing pressure to update their employment model after the 2018 \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\">California Supreme Court Dynamex decision\u003c/a> that changes who can be classified as an employee versus a contractor. \u003c/p>\n\u003cp>That decision stated that if a worker performs a core function for a business — like driving for Uber — that worker must be classified as an employee.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a>, currently in the Legislature, would codify that ruling. The Senate Appropriations Committee is expected to decide on Friday whether the bill will advance further through the Legislature and face a vote on the Senate floor.\u003c/p>\n\u003cp>AB 5 author Lorena Gonzalez (D, San Diego) said tech companies shouldn’t get to create their own rules for workers.\u003c/p>\n\u003cp>“No company, no corporation, no type of employment is so special that they get to absolve themselves of basic labor laws,” she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, ride-hailing advocates point out AB 5 does contain numerous exemptions for industries that use a contractor model. Uber and Lyft have been negotiating with Gov. Gavin Newsom’s administration for legislation outside of AB 5 that would clarify their industry regulations. \u003c/p>\n\u003cp>West said the state can provide a new model for gig workers.\u003c/p>\n\u003cp>“We have the opportunity in California to modernize the legal framework on how independent workers in the gig economy are treated,” he said.\u003c/p>\n\u003cp>Any new bill that would give ride-hailing companies what they want in this legislative session would need to be fast-tracked. The session ends for the year in two weeks.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber, Lyft Drivers Rally in S.F. in Support of Controversial Gig Employee Bill",
"title": "Uber, Lyft Drivers Rally in S.F. in Support of Controversial Gig Employee Bill",
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"content": "\u003cp>Dozens of ride-service drivers rallied outside Uber headquarters in downtown San Francisco on Tuesday, urging lawmakers to pass controversial legislation that would classify them as employees.\u003c/p>\n\u003cp>[aside label=\"More on Dynamex\" tag=\"dynamex\"]\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">Assembly Bill 5\u003c/a> bill would make it hard for companies to classify workers as independent contractors and force them to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare. The so-called Dynamex bill, supported by organized labor and named for the court case, has made headlines for threatening on-demand business models made popular by the likes of Uber, Lyft, DoorDash and Postmates, \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">CalMatters reported\u003c/a>.\u003c/p>\n\u003cp>Some of the protesters included Uber and Lyft drivers caravaning from Los Angeles to Sacramento, where the bill's fate will be decided on Friday.\u003c/p>\n\u003cp>One of them is Erica Mighetto, who drove down from Sacramento to join the caravan on its way up to the state Capitol. The pay for drivers on both platforms has gotten worse, she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Most of us can't afford to take a day off. We just want equal protections,\" Mighetto said. \"We're so isolated in our cars and part of the reason I'm here today is it's nice to see that there are people that are experiencing some of the hardships I'm experiencing.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are some more voices from the protests.\u003c/p>\n\u003cfigure id=\"attachment_11770522\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770522\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Jasmin Rosas, 20, drove from Azusa in Southern California to demand benefits for her mother, Ruby Villareal, who has been driving for Uber for two years. \"She's a single mother and works 12 hours a day and has to miss family things because she's working really hard,\" she said. \"She helps me pay for college and it's just right for her to get benefits.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770531\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770531\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">For ride-share drivers Erica Mighetto (left), Wayne Anderson (center) and Joe Maienschein (right), the rally was also about bringing together the working community. \"We're so isolated in our cars and part of the reason I'm here today is that it's nice to see that there are people who are experiencing some of the hardships I'm experiencing,\" Mighetto said. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770538\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770538\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gary Branson works full time 60 hours a week and has been living out of his car for over a year because he can't afford to pay rent due to student loan debt. \"The caravan coming up here, I'm tearing up even now, just the fact that we're not alone. There's other people out here and maybe something good can come of this.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770515\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770515\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg\" alt=\"\" width=\"800\" height=\"607\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1020x774.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1200x911.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers came from around California to rally at Uber headquarters in San Francisco before heading to Sacramento to push for controversial legislation that would classify them as employees. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770566\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770566\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers rally outside Uber headquarters in support of Assembly Bill 5 to become classified employees and receive basic worker protections. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"excerpt": "The so-called Dynamex bill has made headlines for threatening on-demand business models made popular by the likes of Uber, Lyft, DoorDash and Postmates.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">Assembly Bill 5\u003c/a> bill would make it hard for companies to classify workers as independent contractors and force them to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare. The so-called Dynamex bill, supported by organized labor and named for the court case, has made headlines for threatening on-demand business models made popular by the likes of Uber, Lyft, DoorDash and Postmates, \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">CalMatters reported\u003c/a>.\u003c/p>\n\u003cp>Some of the protesters included Uber and Lyft drivers caravaning from Los Angeles to Sacramento, where the bill's fate will be decided on Friday.\u003c/p>\n\u003cp>One of them is Erica Mighetto, who drove down from Sacramento to join the caravan on its way up to the state Capitol. The pay for drivers on both platforms has gotten worse, she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Most of us can't afford to take a day off. We just want equal protections,\" Mighetto said. \"We're so isolated in our cars and part of the reason I'm here today is it's nice to see that there are people that are experiencing some of the hardships I'm experiencing.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are some more voices from the protests.\u003c/p>\n\u003cfigure id=\"attachment_11770522\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770522\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Jasmin Rosas, 20, drove from Azusa in Southern California to demand benefits for her mother, Ruby Villareal, who has been driving for Uber for two years. \"She's a single mother and works 12 hours a day and has to miss family things because she's working really hard,\" she said. \"She helps me pay for college and it's just right for her to get benefits.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770531\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770531\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">For ride-share drivers Erica Mighetto (left), Wayne Anderson (center) and Joe Maienschein (right), the rally was also about bringing together the working community. \"We're so isolated in our cars and part of the reason I'm here today is that it's nice to see that there are people who are experiencing some of the hardships I'm experiencing,\" Mighetto said. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770538\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770538\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gary Branson works full time 60 hours a week and has been living out of his car for over a year because he can't afford to pay rent due to student loan debt. \"The caravan coming up here, I'm tearing up even now, just the fact that we're not alone. There's other people out here and maybe something good can come of this.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770515\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770515\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg\" alt=\"\" width=\"800\" height=\"607\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1020x774.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1200x911.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers came from around California to rally at Uber headquarters in San Francisco before heading to Sacramento to push for controversial legislation that would classify them as employees. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770566\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770566\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers rally outside Uber headquarters in support of Assembly Bill 5 to become classified employees and receive basic worker protections. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>An oil spill that may have spewed out \u003ca href=\"http://bit.ly/fiorechevronspill50mill\" target=\"_blank\" rel=\"noopener\">more than 50 million gallons of crude\u003c/a> has been flowing near Chevron wells in Kern County since 2003.\u003c/p>\n\u003cp>State oil and gas regulators are investigating.\u003c/p>\n\u003cp>In May, during another Chevron “\u003ca href=\"https://www.kqed.org/news/11761697/the-language-of-oops\" target=\"_blank\" rel=\"noopener\">surface expression\u003c/a>,” the long-running spill was flowing at a rate of 3,000 barrels of oil a day.\u003c/p>\n\u003cp>It sure seems like an awful long time for Chevron and the state Division of Oil, Gas and Geothermal Resources to do something about an oil spill.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>The pilot who was forced to \u003ca href=\"https://twitter.com/i/status/1164023164428439552\" target=\"_blank\" rel=\"noopener\">ditch\u003c/a> his newly purchased aircraft in the ocean off the coast of Half Moon Bay on Tuesday said he believes bad gasoline caused the plane to malfunction.\u003c/p>\n\u003cp>The Federal Aviation Administration and the National Transportation Safety Board are investigating. FAA spokesman Ian Gregor said investigators had not yet spoken to pilot David Lesh.\u003c/p>\n\u003cp>Lesh told The Associated Press he had siphoned particulate matter out of the gasoline but doesn’t think he got all of it. “This definitely was more stuff than I was used to seeing,” he said.\u003c/p>\n\u003cp>Lesh, 34, said he had taken his single-engine Beechcraft Bonanza propeller plane out Tuesday for an aerial photo shoot over Half Moon Bay, south of San Francisco, when the plane lost power.\u003c/p>\n\u003cp>“I just did everything I could to get the motor going again,” Lesh said. “Nothing was working.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>https://twitter.com/AmandaABC7/status/1164023164428439552\u003c/p>\n\u003cp>Lesh eased the plane into the water and he and his passenger, a friend, grabbed anything they could to float.\u003c/p>\n\u003cp>“We skipped along the water for a few hundred feet,” he said. “There wasn’t much of an impact.”\u003c/p>\n\u003cp>A second plane, piloted by Owen Leipelt, had been taking photos of his friend’s aircraft when it went down.\u003c/p>\n\u003cp>“David radios to me that he’s lost engine power,” Leipelt said. “When you hear that, you think ‘Woah, woah woah, what did I just hear, say that again.’ ”\u003c/p>\n\u003cp>Leipelt, 20, of San Jose, called air traffic control for a “mayday” response and circled over the duo. Meanwhile, Lesh \u003ca href=\"https://twitter.com/i/status/1164057367354281985\">filmed\u003c/a> himself and his friend on his water-resistant cellphone as their plane quickly sank.\u003c/p>\n\u003cp>“We got lucky with the conditions,” he said. “The seas were very calm, it was daytime.”\u003c/p>\n\u003cp>The Coast Guard dispatched two aircraft, a cutter and a patrol boat, and hoisted Lesh and his friend out of the chilly waters by helicopter.\u003c/p>\n\u003cp>“The second pilot’s quick response to report the downed plane and remain on scene greatly aided the Coast Guard’s prompt response and ability to save two lives,” Lt. Cmdr. Joshua Murphy, the helicopter pilot, said in a statement.\u003c/p>\n\u003cp>Lesh, founder of Denver-based outerwear company Virtika, said he bought the plane nearly three months ago for more than $200,000 and spent about $40,000 for upgrades. He said Tuesday’s flight was its first real voyage.\u003c/p>\n\u003cp>Addressing online speculation that he had staged the water landing, Lesh said anyone who believed he would spend about a quarter-million dollars on a plane only to sink it has “lost their mind.”\u003c/p>\n\u003cp>Lesh said he plans to leave Friday on a cross-country flight to deliver his other plane to a buyer on the East Coast and is not worried about the trip.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I’ll always fly,” he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The pilot who was forced to \u003ca href=\"https://twitter.com/i/status/1164023164428439552\" target=\"_blank\" rel=\"noopener\">ditch\u003c/a> his newly purchased aircraft in the ocean off the coast of Half Moon Bay on Tuesday said he believes bad gasoline caused the plane to malfunction.\u003c/p>\n\u003cp>The Federal Aviation Administration and the National Transportation Safety Board are investigating. FAA spokesman Ian Gregor said investigators had not yet spoken to pilot David Lesh.\u003c/p>\n\u003cp>Lesh told The Associated Press he had siphoned particulate matter out of the gasoline but doesn’t think he got all of it. “This definitely was more stuff than I was used to seeing,” he said.\u003c/p>\n\u003cp>Lesh, 34, said he had taken his single-engine Beechcraft Bonanza propeller plane out Tuesday for an aerial photo shoot over Half Moon Bay, south of San Francisco, when the plane lost power.\u003c/p>\n\u003cp>“I just did everything I could to get the motor going again,” Lesh said. “Nothing was working.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Big BART Project in Lafayette Promises Major Weekend Delays for Riders – and Drivers",
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"content": "\u003cp>BART is giving riders a heads-up that a major reconstruction project on its Antioch-Millbrae line will have a major impact on weekend trips in Contra Costa County starting this Friday night. \u003c/p>\n\u003cp>But the project — which will replace a mile of nearly 50-year-old rails, electrical equipment and other trackside gear near the Lafayette Station — includes a major wrinkle: two lanes of the adjacent freeway, Highway 24, will also be shut down for six separate weekends between now and late October. \u003c/p>\n\u003cp>And that means that drivers headed eastbound from Oakland through the Caldecott Tunnel into Contra Costa County may see some major delays on their weekend trips during the project, which begins at 11 p.m. this Friday night.\u003c/p>\n\u003cp>[aside label=\"More BART Coverage\" tag=\"bart\"]\u003c/p>\n\u003cp>The weekend lane closures are necessary because BART needs to use a 265-ton crane to facilitate the work, which will involve lifting hundreds of 80-foot rail sections, each weighing thousands of pounds, into place. The only place to put the crane: in two left-hand lanes of eastbound Highway 24. \u003c/p>\n\u003cp>Both BART and Caltrans are trying to get the word out that travelers, and especially drivers, should prepare for the delays and avoid the area if they can. \u003c/p>\n\u003cp>\"We do expect that if motorists don't take other routes, we're going to very quickly get to a 30-minute backup that will be 3 miles or more long, almost all the way back to the Caldecott Tunnel,\" Bart Ney, spokesman for Caltrans District 4, said Tuesday. \"That's what we saw when there was a trial run of the work a couple weekends ago.\"\u003c/p>\n\u003cp>Ney said Caltrans will monitor the backup and has worked out a plan with BART if it's worse than expected. \u003c/p>\n\u003cp>\"If we see that type of backup again, we can call into them and have them pick up half the closure\" — one lane — and restore the traffic through the area,\" Ney said. \u003c/p>\n\u003cp>BART spokesman Chris Filippi said that having to reduce the closure from two lanes to one will affect the project's work schedule.\u003c/p>\n\u003cp>\"If that happens, it will slow down the work, because we'll have to restage some of the equipment, we'll have to move things around,\" Filippi said. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART riders on the Antioch-Millbrae line can also expect long delays getting through Contra Costa County.\u003c/p>\n\u003cp> On the six weekends where tracks will be completely shut down, no trains will run between the Orinda and Walnut Creek stations. BART will provide buses between those points -- but the buses from Orinda will be forced to go through whatever traffic jam forms on eastbound Highway 24. \u003c/p>\n\u003cp>\"The buses are free, but they're going to get stuck in traffic,\" Filippi said. \"When we've done past track shutdowns, we've told folks on BART to expect delays of about 20 minutes. But in this case we're more than doubling it — we're going to 40 minutes and telling people that it could even go above that, to 40 minutes or more.\" \u003c/p>\n\u003cp>BART says the six weekends on which the tracks will be completely shut down are: \u003c/p>\n\u003cul>\n\u003cli>This weekend, Aug. 17-18\u003c/li>\n\u003cli>Labor Day weekend, Aug. 31-Sept. 2\u003c/li>\n\u003cli>Sept. 14-15\u003c/li>\n\u003cli>Sept. 28-29\u003c/li>\n\u003cli>Oct. 12-13\u003c/li>\n\u003cli>Oct. 26-27\u003c/li>\n\u003c/ul>\n\u003cp>On each shutdown weekend, BART plans to begin work and close two eastbound Highway 24 lanes at 11 p.m. on Friday evenings. The two lanes — the No. 1 and 2 lanes, or those on the left of the roadway — will remain closed until Monday mornings, when one lane will reopen at 6 a.m. and the second at 7 a.m. \u003c/p>\n\u003cp>The project will also affect Highway 24 traffic and BART service on four other weekends, with the agency single-tracking trains on four upcoming Saturdays: Aug. 24, Sept. 7, Sept. 21 and Oct. 19. Overnight shutdowns of two of the freeway's eastbound lanes will occur on those dates, too, running from 11 p.m. on Friday evenings to 7 a.m. Saturday mornings and 11 p.m. Saturday evenings through 9 a.m. Sunday mornings. \u003c/p>\n\u003cp>BART is paying for the work with funds from 2016's $3.5 Measure RR. That $3.5 billion measure will also pay for the next round of BART track replacement, scheduled sometime next year near the Orinda Station. \u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The weekend lane closures are necessary because BART needs to use a 265-ton crane to facilitate the work, which will involve lifting hundreds of 80-foot rail sections, each weighing thousands of pounds, into place. The only place to put the crane: in two left-hand lanes of eastbound Highway 24. \u003c/p>\n\u003cp>Both BART and Caltrans are trying to get the word out that travelers, and especially drivers, should prepare for the delays and avoid the area if they can. \u003c/p>\n\u003cp>\"We do expect that if motorists don't take other routes, we're going to very quickly get to a 30-minute backup that will be 3 miles or more long, almost all the way back to the Caldecott Tunnel,\" Bart Ney, spokesman for Caltrans District 4, said Tuesday. \"That's what we saw when there was a trial run of the work a couple weekends ago.\"\u003c/p>\n\u003cp>Ney said Caltrans will monitor the backup and has worked out a plan with BART if it's worse than expected. \u003c/p>\n\u003cp>\"If we see that type of backup again, we can call into them and have them pick up half the closure\" — one lane — and restore the traffic through the area,\" Ney said. \u003c/p>\n\u003cp>BART spokesman Chris Filippi said that having to reduce the closure from two lanes to one will affect the project's work schedule.\u003c/p>\n\u003cp>\"If that happens, it will slow down the work, because we'll have to restage some of the equipment, we'll have to move things around,\" Filippi said. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART riders on the Antioch-Millbrae line can also expect long delays getting through Contra Costa County.\u003c/p>\n\u003cp> On the six weekends where tracks will be completely shut down, no trains will run between the Orinda and Walnut Creek stations. BART will provide buses between those points -- but the buses from Orinda will be forced to go through whatever traffic jam forms on eastbound Highway 24. \u003c/p>\n\u003cp>\"The buses are free, but they're going to get stuck in traffic,\" Filippi said. \"When we've done past track shutdowns, we've told folks on BART to expect delays of about 20 minutes. But in this case we're more than doubling it — we're going to 40 minutes and telling people that it could even go above that, to 40 minutes or more.\" \u003c/p>\n\u003cp>BART says the six weekends on which the tracks will be completely shut down are: \u003c/p>\n\u003cul>\n\u003cli>This weekend, Aug. 17-18\u003c/li>\n\u003cli>Labor Day weekend, Aug. 31-Sept. 2\u003c/li>\n\u003cli>Sept. 14-15\u003c/li>\n\u003cli>Sept. 28-29\u003c/li>\n\u003cli>Oct. 12-13\u003c/li>\n\u003cli>Oct. 26-27\u003c/li>\n\u003c/ul>\n\u003cp>On each shutdown weekend, BART plans to begin work and close two eastbound Highway 24 lanes at 11 p.m. on Friday evenings. The two lanes — the No. 1 and 2 lanes, or those on the left of the roadway — will remain closed until Monday mornings, when one lane will reopen at 6 a.m. and the second at 7 a.m. \u003c/p>\n\u003cp>The project will also affect Highway 24 traffic and BART service on four other weekends, with the agency single-tracking trains on four upcoming Saturdays: Aug. 24, Sept. 7, Sept. 21 and Oct. 19. Overnight shutdowns of two of the freeway's eastbound lanes will occur on those dates, too, running from 11 p.m. on Friday evenings to 7 a.m. Saturday mornings and 11 p.m. Saturday evenings through 9 a.m. Sunday mornings. \u003c/p>\n\u003cp>BART is paying for the work with funds from 2016's $3.5 Measure RR. That $3.5 billion measure will also pay for the next round of BART track replacement, scheduled sometime next year near the Orinda Station. \u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "A Predawn Bus Ride, a Reopened Terminal, and a Slice of Bay Area Transit History",
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"content": "\u003cp>[dropcap]C[/dropcap]hris Peeples is not just a long-time member of the AC Transit board of directors. In his sixth elected term, he's a real bus-riding enthusiast with a feel for Bay Area transportation history. \u003c/p>\n\u003cp>So a year ago today, when the Transbay Transit Center opened for bus service for the first time, he was out at a boarding island at the Fruitvale BART station well before first light on a Sunday morning. He waited with a couple of dozen others, including several agency executives, for the 5 a.m. run of AC Transit's O line, which was scheduled to be the first bus to cruise into the transit center's pristine bus deck. \u003c/p>\n\u003cp>That ride last Aug. 12 was a sort of bookend trip. Peeples had been on the last bus out of the old Transbay Terminal, which was torn down to make way for the new center and Salesforce Tower. \u003c/p>\n\u003cp>[aside postID=\"news_11758146,news_11716500,news_11686760,news_11685506\" label=\"Opening & Reopening the Transit Center\"]\u003c/p>\n\u003cp>\"The last bus out on August 7, 2010, was an O bus at seven minutes after midnight,\" Peeples \u003ca href=\"https://www.kqed.org/news/11686760/ac-transit-riders-salesforce-transit-center-and-transbay-terminal\" rel=\"noopener\" target=\"_blank\">recalled\u003c/a> last year. \"I was on that one, too.\"\u003c/p>\n\u003cp>There was one hiccup in the plan that morning: The O was held up by heavy traffic because of an accident on the Nimitz Freeway. But it still arrived in time to be the first bus into the transit center, beating a run of the F bus from Berkeley by 5 minutes or so. A crowd of AC Transit officials and employees was on hand to cheer, pictures were snapped and everyone swarmed the coffee and pastries the agency had provided for the occasion. \u003c/p>\n\u003cp>Six weeks later, last Sept. 25, workers doing some finishing work on the center's bus deck discovered cracks in a massive girder supporting the facility's rooftop park. \u003c/p>\n\u003cp>That started a long process of investigation and repair — complete with a panel of engineering experts to consider what went wrong with the girder and study whether other parts of the $2.2 billion facility were vulnerable to a similar catastrophic failure.\u003c/p>\n\u003cp>That history was on Peeples' mind when he once again arrived at Fruitvale Station on Sunday morning to catch the 5 a.m. O bus. Like last year, that run was scheduled to be the very first into the reopened transit center. \u003c/p>\n\u003cp>\"One of my colleagues reminded me this week that I did this last year — I came in on the first bus — and the Salesforce Transit Center broke,\" Peeples said. \"And he wondered whether I wasn't maybe bad luck for the center. My take on it is that if it breaks again, I will never come back into the center.\" \u003c/p>\n\u003cp>But Peeples also said he feels reassured by the deliberate approach that the facility's owner, the Transbay Joint Powers Authority, had taken to repairing the fractured steel and addressing other potential issues in the building. \u003c/p>\n\u003cp>\"I think there are a whole lot of people with very impressive resumes who sat on the expert panel, and they will be very embarrassed if it breaks again, so I think they’ve made sure that it won’t,\" he said. \u003c/p>\n\u003cp>If the freshly reopened transit center lives up to its name — if commuters can get in and out of the place with no untoward delays and maybe steal a few minutes at the beginning or end of the day to contemplate the steel-and-glass jungle that encircles the beautiful rooftop park — people will come to take it for granted. \u003c/p>\n\u003cp>[dropcap]B[/dropcap]ut of course, the facility is a work in progress. It was never intended to be just a bus station at any price tag, much less one that reads in the billions of dollars. \u003c/p>\n\u003cp>Last week's meeting of the Transbay Joint Powers Authority board heard a couple of presentations on what the agency calls \"Phase 2\" of the transit center project: extending rail service 1.3 miles across downtown from the current Caltrain terminal at 4th and Townsend streets to an underground complex beneath the center. \u003c/p>\n\u003cp>One presentation focused on how the project, called the Downtown Extension, or DTX, will be managed. The other came from the California High-Speed Rail Authority, which talked about how it has refined its plan to bring the bullet train into the Bay Area from the San Joaquin Valley. (Yes, high-speed rail is in a kind of limbo right now, mainly because of questions about funding. But planning continues.)\u003c/p>\n\u003cp>Serious discussions about the extension have gone on for decades — at least since the late 1980s — without rail service having gotten an inch closer to downtown. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The current estimated completion date for the project is 2029. The earliest the bullet train might arrive, by most projections, is in the early 2030s. Dates like that have some people starting to measure the likelihood they'll see the vision become reality by their anticipated lifespans. Peeples, who's in his early 70s, is one of those. \u003c/p>\n\u003cp>Today, he said, the transit center's importance is that it serves as a hub for transit operations. Maybe in a far-off August, it will be more.\u003c/p>\n\u003cp>\"Right now, it's AC Transit, it's Muni, it's Golden Gate Transit, it's SamTrans, all coming into one place in downtown San Francisco. \"Hopefully, within my lifetime, it will be Caltrain coming in here. Maybe sometime after I've passed away it will be high-speed rail.\" \u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The last bus out on August 7, 2010, was an O bus at seven minutes after midnight,\" Peeples \u003ca href=\"https://www.kqed.org/news/11686760/ac-transit-riders-salesforce-transit-center-and-transbay-terminal\" rel=\"noopener\" target=\"_blank\">recalled\u003c/a> last year. \"I was on that one, too.\"\u003c/p>\n\u003cp>There was one hiccup in the plan that morning: The O was held up by heavy traffic because of an accident on the Nimitz Freeway. But it still arrived in time to be the first bus into the transit center, beating a run of the F bus from Berkeley by 5 minutes or so. A crowd of AC Transit officials and employees was on hand to cheer, pictures were snapped and everyone swarmed the coffee and pastries the agency had provided for the occasion. \u003c/p>\n\u003cp>Six weeks later, last Sept. 25, workers doing some finishing work on the center's bus deck discovered cracks in a massive girder supporting the facility's rooftop park. \u003c/p>\n\u003cp>That started a long process of investigation and repair — complete with a panel of engineering experts to consider what went wrong with the girder and study whether other parts of the $2.2 billion facility were vulnerable to a similar catastrophic failure.\u003c/p>\n\u003cp>That history was on Peeples' mind when he once again arrived at Fruitvale Station on Sunday morning to catch the 5 a.m. O bus. Like last year, that run was scheduled to be the very first into the reopened transit center. \u003c/p>\n\u003cp>\"One of my colleagues reminded me this week that I did this last year — I came in on the first bus — and the Salesforce Transit Center broke,\" Peeples said. \"And he wondered whether I wasn't maybe bad luck for the center. My take on it is that if it breaks again, I will never come back into the center.\" \u003c/p>\n\u003cp>But Peeples also said he feels reassured by the deliberate approach that the facility's owner, the Transbay Joint Powers Authority, had taken to repairing the fractured steel and addressing other potential issues in the building. \u003c/p>\n\u003cp>\"I think there are a whole lot of people with very impressive resumes who sat on the expert panel, and they will be very embarrassed if it breaks again, so I think they’ve made sure that it won’t,\" he said. \u003c/p>\n\u003cp>If the freshly reopened transit center lives up to its name — if commuters can get in and out of the place with no untoward delays and maybe steal a few minutes at the beginning or end of the day to contemplate the steel-and-glass jungle that encircles the beautiful rooftop park — people will come to take it for granted. \u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">B\u003c/span>\u003c/p>\u003cp>ut of course, the facility is a work in progress. It was never intended to be just a bus station at any price tag, much less one that reads in the billions of dollars. \u003c/p>\n\u003cp>Last week's meeting of the Transbay Joint Powers Authority board heard a couple of presentations on what the agency calls \"Phase 2\" of the transit center project: extending rail service 1.3 miles across downtown from the current Caltrain terminal at 4th and Townsend streets to an underground complex beneath the center. \u003c/p>\n\u003cp>One presentation focused on how the project, called the Downtown Extension, or DTX, will be managed. The other came from the California High-Speed Rail Authority, which talked about how it has refined its plan to bring the bullet train into the Bay Area from the San Joaquin Valley. (Yes, high-speed rail is in a kind of limbo right now, mainly because of questions about funding. But planning continues.)\u003c/p>\n\u003cp>Serious discussions about the extension have gone on for decades — at least since the late 1980s — without rail service having gotten an inch closer to downtown. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The current estimated completion date for the project is 2029. The earliest the bullet train might arrive, by most projections, is in the early 2030s. Dates like that have some people starting to measure the likelihood they'll see the vision become reality by their anticipated lifespans. Peeples, who's in his early 70s, is one of those. \u003c/p>\n\u003cp>Today, he said, the transit center's importance is that it serves as a hub for transit operations. Maybe in a far-off August, it will be more.\u003c/p>\n\u003cp>\"Right now, it's AC Transit, it's Muni, it's Golden Gate Transit, it's SamTrans, all coming into one place in downtown San Francisco. \"Hopefully, within my lifetime, it will be Caltrain coming in here. Maybe sometime after I've passed away it will be high-speed rail.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "Take a Ride Through Gold Country Aboard The Amador Central Railroad",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>Ione is a small Gold Rush town in Amador County, 30 miles east of Sacramento. Tourists come here for the wineries and casinos, but on the \u003ca href=\"http://www.amadorcentralrailroad.com/Amador-Central-Railroad-events\" target=\"_blank\" rel=\"noopener\">second Saturday\u003c/a> of most months, you can take a trip back in time.\u003c/p>\n\u003cp>For $10, anyone can ride a 3-mile stretch of the \u003ca href=\"http://www.amadorcentralrailroad.com/\">Amador Central Railroad\u003c/a>. In 1904, the railroad was the only way to bring supplies up the hills of California’s Mother Lode. Today, a burly crew of railroad enthusiasts help keep it alive.\u003c/p>\n\u003cp>I meet some of the railroaders at 6:45 a.m. one Saturday at Ione's Rich Bryant Station, where the crew starts preparing for the day's excursion.\u003c/p>\n\u003cp>“They say, inside every man’s breast beats the heart of a steam locomotive,\" says Larry Bowler, Vice President of the Recreational Railroad Coalition Historical Society (RRCHS), which works to preserve the Amador Central Railroad for educational and recreational activities.\u003c/p>\n\u003cfigure id=\"attachment_11765019\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765019 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-800x520.jpg\" alt=\"\" width=\"800\" height=\"520\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-800x520.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-160x104.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-1020x663.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut.jpg 1028w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Larry Bowler is the co-founder and former president of the Recreational Railroad Coalition Historical Society, which owns and aims to preserve the Amador Central Railroad. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>After retirement, Bowler was on the hunt for a new hobby and opted to join his family's lineage of railroaders. Bowler and RRCHS initially began leasing the railroad from Sierra Pacific Industries as a way to explore and preserve the tracks. But in 2010, RRCHS joined forces with the \u003ca href=\"https://amadorcountyhistoricalsociety.org/\">Amador County Historical Society\u003c/a> to buy a 10-mile stretch of tracks for $1.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Everybody that’s a member [of the RRCHS] becomes an owner of the railroad,\" says Bowler. \"That gives you bragging rights.\"\u003c/p>\n\u003cp>The group's members are also bonded by their love of restoring vintage motorcars, small rail cars that seat just four passengers during public rides.\u003c/p>\n\u003cp>\"The noble part of it is that we are preserving history,\" says Bowler. \"Not only the railroad tracks, but these cars are historical. They don’t make these anymore.\"\u003c/p>\n\u003cfigure id=\"attachment_11765484\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765484 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-800x514.jpg\" alt=\"\" width=\"800\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-800x514.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-1020x655.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1.jpg 1053w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Railroad hobbyists come together to preserve the tracks and ride their restored motorcars, some of which date back to the 1930's. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many of the railroaders own their very own motorcars, which they've brought to the yard from their homes. They start the day's preparation by unloading their cars onto the tracks, manually aligning the older ones using giant metal turning skis, called a \"turntable.\"\u003c/p>\n\u003cp>“Little more, little more,\" they call out while working together to adjust the cars. \"That’s good.”\u003c/p>\n\u003cp>Then, the railroaders test the breaks, load the cars with fuel, and check the radios.\u003c/p>\n\u003cp>“Other than the radios this car is 100 percent original,\" says Mark Demler, the Amador Central's excursion coordinator.\u003c/p>\n\u003cfigure id=\"attachment_11765472\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765472 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-800x606.jpg\" alt=\"\" width=\"800\" height=\"606\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-800x606.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut.jpg 896w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mark Demler is the Amador Central Railroad's \"excursion coordinator.\" He wakes up at 4am and drives his motorcar two hours from his home in Martinez on days when the group hosts public rides. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once preparations are complete, I hop aboard Demler's motorcar — one of six he owns. Demler spent part of his college days living in a caboose during a railroad restoration program. A fan of anything that \"flies, floats or rolls,\" he ultimately calls the railroad his \"touchstone.\"\u003c/p>\n\u003cp>As we drive to pick up passengers at Lane's Station, Demler explains that we're surrounded by clay quarries, which the city of Ione mined to make bricks during the Gold Rush. He also points out patches of tracks that the group restored themselves, explaining how they even built railroad crossings with the support of the local community. He says the town sees the Amador Central as a piece of the town's local history worth preserving.\u003c/p>\n\u003cp>\"We’re not your normal railroad buffs,\" says Demler. \"We’re historians. Keepers of the history.\"\u003c/p>\n\u003cp>The sun is already blazing by the time we arrive at at Lane's Station, but that doesn’t stop the line of people snaking around a shaded tent to buy their tickets. Demler explains that regular passengers arrive an hourly early to reserve their seats, since it's common for rides to sell out.\u003c/p>\n\u003cfigure id=\"attachment_11765452\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765452 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-800x580.jpg\" alt=\"\" width=\"800\" height=\"580\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-800x580.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1.jpg 912w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Excursions with the Amador Central Railroad run three times a day on the second Saturday of most months. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"Many of the views you see today can only be seen from the rails here,\" Demler explains. \"It’s the idea of doing something exclusive, seeing a little piece of history you can’t see any other way. It's a down in the weeds experience riding close to the rails with the smell, the sounds, the noise, the vibrations of a real working railroad.\"\u003c/p>\n\u003cp>After a quick safety demo, Demler welcomes the passengers with a brief history of the railroad.\u003c/p>\n\u003cp>\"We want to welcome you to the Amador Central Railroad,\" Demler announces. \"We are the owners, and operators, and volunteers that make this operation occur. And we do it solely for you.\"\u003c/p>\n\u003cp>The passengers hop aboard the the motorcars, riding at a steady 10 mph. Along the way, Demler explains our surroundings with boyish enthusiasm.\u003c/p>\n\u003cp>\"This is anything but a straight line railroad,\" says Demler. \"We're snaking through curves constantly. You don't like the view. Wait a minute we'll see something else.\"\u003c/p>\n\u003cfigure id=\"attachment_11765023\" class=\"wp-caption alignleft\" style=\"max-width: 859px\">\u003cimg class=\"size-full wp-image-11765023\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut.jpg\" alt=\"\" width=\"859\" height=\"608\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut.jpg 859w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut-800x566.jpg 800w\" sizes=\"(max-width: 859px) 100vw, 859px\">\u003cfigcaption class=\"wp-caption-text\">Cars wind their way along the tracks at about 10 mph. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As we twist and turn upward, the landscape alternates sun-drenched open valleys and patches of shade where horses can lounge. Demler points out some sites that the 49ers would have seen.\u003c/p>\n\u003cp>\"That's the original water ditch [from the 1870s] bringing water down to the city of Ione from the lakes up in the mountains,\" he yells over the sound of the motorcar. \"Interesting old barn down there,\" he continues. \"That round top goes back to the 1920s. One of the older buildings left out here.\"\u003c/p>\n\u003cp>Then, we turn into Bovine Meadow, where cattle stare us down as they block our path.\u003c/p>\n\u003cp>\"And they don’t always clear, they just keep running,\" Demler says.\u003c/p>\n\u003cp>Red-tailed hawks fly above us and gold-speckled quartz, elderberry plants, and oak trees dot the terrain. In the spring, I’m told these meadows become a sea of red, yellow and purple flowers. But today, golden thistle plants wave around in the wind, which grows stronger as the train rides higher.\u003c/p>\n\u003cp>\"We're about twelve hundred feet up the hillside,\" explains Demler. \"We're about fourteen hundred feet above sea level. And as we snake around through these hills we occasionally get glimpses of the Sacramento Valley. We can see Lodi from here.\"\u003c/p>\n\u003cfigure id=\"attachment_11765029\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765029 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-800x487.jpg\" alt=\"\" width=\"800\" height=\"487\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-800x487.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-160x97.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-1020x621.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-1104x673.jpg 1104w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut.jpg 1106w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">\"This is the only railroad in the United States — as far as we know — thats dedicated to recreation and preservation,\" says Larry Bowler. \"There are not a lot of abandoned railroad tracks that are available for this.\" \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once we reach the top of the hill, we spot Mount Diablo, more than 100 miles away.\u003c/p>\n\u003cp>For Demler, it’s not just about the views or the history. It’s about the people he gets to share it with.\u003c/p>\n\u003cp>\"When the railroad was just us, it wasn’t nearly as fun as the last couple of years when we opened it up to the public,\" says Demler. \"To know you’re bringing an adventure to somebody’s day is really what it’s all about.\"\u003c/p>\n\u003cp>A half hour after the ride began, we hop off so the railroaders can turn the cars around, using the same turntables they used at the start of the day.\u003c/p>\n\u003cp>“Breaks on,\" they call out, aligning the cars once again. \"Clockwise.”\u003c/p>\n\u003cp>\"Guys, this is exactly the way it was done on the railroad,\" Demler explains to the crowd of passengers.\u003c/p>\n\u003cp>When the railroaders finish turning the cars, we begin our journey back to Lane’s Station, where operators will get ready for the next ride of the day.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"All aboard!\" the conductors call out.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ione is a small Gold Rush town in Amador County, 30 miles east of Sacramento. Tourists come here for the wineries and casinos, but on the \u003ca href=\"http://www.amadorcentralrailroad.com/Amador-Central-Railroad-events\" target=\"_blank\" rel=\"noopener\">second Saturday\u003c/a> of most months, you can take a trip back in time.\u003c/p>\n\u003cp>For $10, anyone can ride a 3-mile stretch of the \u003ca href=\"http://www.amadorcentralrailroad.com/\">Amador Central Railroad\u003c/a>. In 1904, the railroad was the only way to bring supplies up the hills of California’s Mother Lode. Today, a burly crew of railroad enthusiasts help keep it alive.\u003c/p>\n\u003cp>I meet some of the railroaders at 6:45 a.m. one Saturday at Ione's Rich Bryant Station, where the crew starts preparing for the day's excursion.\u003c/p>\n\u003cp>“They say, inside every man’s breast beats the heart of a steam locomotive,\" says Larry Bowler, Vice President of the Recreational Railroad Coalition Historical Society (RRCHS), which works to preserve the Amador Central Railroad for educational and recreational activities.\u003c/p>\n\u003cfigure id=\"attachment_11765019\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765019 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-800x520.jpg\" alt=\"\" width=\"800\" height=\"520\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-800x520.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-160x104.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-1020x663.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut.jpg 1028w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Larry Bowler is the co-founder and former president of the Recreational Railroad Coalition Historical Society, which owns and aims to preserve the Amador Central Railroad. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>After retirement, Bowler was on the hunt for a new hobby and opted to join his family's lineage of railroaders. Bowler and RRCHS initially began leasing the railroad from Sierra Pacific Industries as a way to explore and preserve the tracks. But in 2010, RRCHS joined forces with the \u003ca href=\"https://amadorcountyhistoricalsociety.org/\">Amador County Historical Society\u003c/a> to buy a 10-mile stretch of tracks for $1.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Everybody that’s a member [of the RRCHS] becomes an owner of the railroad,\" says Bowler. \"That gives you bragging rights.\"\u003c/p>\n\u003cp>The group's members are also bonded by their love of restoring vintage motorcars, small rail cars that seat just four passengers during public rides.\u003c/p>\n\u003cp>\"The noble part of it is that we are preserving history,\" says Bowler. \"Not only the railroad tracks, but these cars are historical. They don’t make these anymore.\"\u003c/p>\n\u003cfigure id=\"attachment_11765484\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765484 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-800x514.jpg\" alt=\"\" width=\"800\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-800x514.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-1020x655.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1.jpg 1053w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Railroad hobbyists come together to preserve the tracks and ride their restored motorcars, some of which date back to the 1930's. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many of the railroaders own their very own motorcars, which they've brought to the yard from their homes. They start the day's preparation by unloading their cars onto the tracks, manually aligning the older ones using giant metal turning skis, called a \"turntable.\"\u003c/p>\n\u003cp>“Little more, little more,\" they call out while working together to adjust the cars. \"That’s good.”\u003c/p>\n\u003cp>Then, the railroaders test the breaks, load the cars with fuel, and check the radios.\u003c/p>\n\u003cp>“Other than the radios this car is 100 percent original,\" says Mark Demler, the Amador Central's excursion coordinator.\u003c/p>\n\u003cfigure id=\"attachment_11765472\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765472 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-800x606.jpg\" alt=\"\" width=\"800\" height=\"606\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-800x606.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut.jpg 896w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mark Demler is the Amador Central Railroad's \"excursion coordinator.\" He wakes up at 4am and drives his motorcar two hours from his home in Martinez on days when the group hosts public rides. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once preparations are complete, I hop aboard Demler's motorcar — one of six he owns. Demler spent part of his college days living in a caboose during a railroad restoration program. A fan of anything that \"flies, floats or rolls,\" he ultimately calls the railroad his \"touchstone.\"\u003c/p>\n\u003cp>As we drive to pick up passengers at Lane's Station, Demler explains that we're surrounded by clay quarries, which the city of Ione mined to make bricks during the Gold Rush. He also points out patches of tracks that the group restored themselves, explaining how they even built railroad crossings with the support of the local community. He says the town sees the Amador Central as a piece of the town's local history worth preserving.\u003c/p>\n\u003cp>\"We’re not your normal railroad buffs,\" says Demler. \"We’re historians. Keepers of the history.\"\u003c/p>\n\u003cp>The sun is already blazing by the time we arrive at at Lane's Station, but that doesn’t stop the line of people snaking around a shaded tent to buy their tickets. Demler explains that regular passengers arrive an hourly early to reserve their seats, since it's common for rides to sell out.\u003c/p>\n\u003cfigure id=\"attachment_11765452\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765452 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-800x580.jpg\" alt=\"\" width=\"800\" height=\"580\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-800x580.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1.jpg 912w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Excursions with the Amador Central Railroad run three times a day on the second Saturday of most months. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"Many of the views you see today can only be seen from the rails here,\" Demler explains. \"It’s the idea of doing something exclusive, seeing a little piece of history you can’t see any other way. It's a down in the weeds experience riding close to the rails with the smell, the sounds, the noise, the vibrations of a real working railroad.\"\u003c/p>\n\u003cp>After a quick safety demo, Demler welcomes the passengers with a brief history of the railroad.\u003c/p>\n\u003cp>\"We want to welcome you to the Amador Central Railroad,\" Demler announces. \"We are the owners, and operators, and volunteers that make this operation occur. And we do it solely for you.\"\u003c/p>\n\u003cp>The passengers hop aboard the the motorcars, riding at a steady 10 mph. Along the way, Demler explains our surroundings with boyish enthusiasm.\u003c/p>\n\u003cp>\"This is anything but a straight line railroad,\" says Demler. \"We're snaking through curves constantly. You don't like the view. Wait a minute we'll see something else.\"\u003c/p>\n\u003cfigure id=\"attachment_11765023\" class=\"wp-caption alignleft\" style=\"max-width: 859px\">\u003cimg class=\"size-full wp-image-11765023\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut.jpg\" alt=\"\" width=\"859\" height=\"608\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut.jpg 859w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut-800x566.jpg 800w\" sizes=\"(max-width: 859px) 100vw, 859px\">\u003cfigcaption class=\"wp-caption-text\">Cars wind their way along the tracks at about 10 mph. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As we twist and turn upward, the landscape alternates sun-drenched open valleys and patches of shade where horses can lounge. Demler points out some sites that the 49ers would have seen.\u003c/p>\n\u003cp>\"That's the original water ditch [from the 1870s] bringing water down to the city of Ione from the lakes up in the mountains,\" he yells over the sound of the motorcar. \"Interesting old barn down there,\" he continues. \"That round top goes back to the 1920s. One of the older buildings left out here.\"\u003c/p>\n\u003cp>Then, we turn into Bovine Meadow, where cattle stare us down as they block our path.\u003c/p>\n\u003cp>\"And they don’t always clear, they just keep running,\" Demler says.\u003c/p>\n\u003cp>Red-tailed hawks fly above us and gold-speckled quartz, elderberry plants, and oak trees dot the terrain. In the spring, I’m told these meadows become a sea of red, yellow and purple flowers. But today, golden thistle plants wave around in the wind, which grows stronger as the train rides higher.\u003c/p>\n\u003cp>\"We're about twelve hundred feet up the hillside,\" explains Demler. \"We're about fourteen hundred feet above sea level. And as we snake around through these hills we occasionally get glimpses of the Sacramento Valley. We can see Lodi from here.\"\u003c/p>\n\u003cfigure id=\"attachment_11765029\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765029 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-800x487.jpg\" alt=\"\" width=\"800\" height=\"487\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-800x487.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-160x97.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-1020x621.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-1104x673.jpg 1104w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut.jpg 1106w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">\"This is the only railroad in the United States — as far as we know — thats dedicated to recreation and preservation,\" says Larry Bowler. \"There are not a lot of abandoned railroad tracks that are available for this.\" \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once we reach the top of the hill, we spot Mount Diablo, more than 100 miles away.\u003c/p>\n\u003cp>For Demler, it’s not just about the views or the history. It’s about the people he gets to share it with.\u003c/p>\n\u003cp>\"When the railroad was just us, it wasn’t nearly as fun as the last couple of years when we opened it up to the public,\" says Demler. \"To know you’re bringing an adventure to somebody’s day is really what it’s all about.\"\u003c/p>\n\u003cp>A half hour after the ride began, we hop off so the railroaders can turn the cars around, using the same turntables they used at the start of the day.\u003c/p>\n\u003cp>“Breaks on,\" they call out, aligning the cars once again. \"Clockwise.”\u003c/p>\n\u003cp>\"Guys, this is exactly the way it was done on the railroad,\" Demler explains to the crowd of passengers.\u003c/p>\n\u003cp>When the railroaders finish turning the cars, we begin our journey back to Lane’s Station, where operators will get ready for the next ride of the day.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cb>Reflecting on Mass Shootings\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">America has spent the week in mourning after mass shootings in El Paso and Dayton claimed 31 lives in less than a day’s time. The town of Gilroy was already reeling from a shooting at its Garlic Festival a week earlier that claimed three lives. The FBI has opened domestic terrorism investigations into the Dayton and Gilroy shootings, saying that the suspected gunmen had explored “violent ideologies.” In El Paso, minutes before the gunman there opened fire in a crowded Walmart, killing 22 people, he had posted online a manifesto railing against immigrants and Mexicans. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">We hear from a retired military member who hails from Gilroy, one of the communities that is recovering from a deadly mass shooting. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Richard Ruiz, Major, USMC (Ret.)\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Bike-Sharing Program Hits Bumps\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, the Metropolitan Transportation Commission said it will fine ride-hailing company Lyft $200,000 for not having enough of its shared bikes available to riders. Lyft is supposed to have a fleet of about 2,000 bikes at docking stations throughout San Francisco. But lately, riders have had a tough time getting their hands on the two-wheelers. In April, the company removed about half of its fleet after complaints over braking problems. And just last week, Lyft pulled its new electric-assist bikes off the streets after reports of some catching on fire. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Dan Brekke, reporter, KQED News\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>San Jose Jazz Summer Fest\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This Friday, the San Jose Jazz Summer Fest kicks off performances by more than 100 acts spread over 14 stages. Headliners include R&B trio En Vogue and Grammy Award-winning vocalist Gregory Porter. Celebrating its 30th anniversary, the festival also highlights the global appeal of jazz, with artists hailing from Colombia, Japan and Sweden. And for the first time this year, festivalgoers can flock to a stage dedicated to up-and-coming artists redefining jazz with hip-hop, funk and soul rhythms and grooves. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>Guests:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Brendan Rawson, executive director, San Jose Jazz \u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Marcus Shelby, bassist and composer \u003c/span>\u003c/li>\n\u003c/ul>\n\n",
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"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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},
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"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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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",
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"meta": {
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"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",
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"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/",
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},
"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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"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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"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.",
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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"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",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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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)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"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",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"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": {
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"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": {
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