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"content": "\u003cp>BART officials on Thursday voted overwhelmingly in favor of naming a street next to Oakland's Fruitvale Station in honor of Oscar Grant, a young black man killed by a police officer a decade ago.\u003c/p>\n\u003cp>All eight BART directors attending the board meeting approved the request from Grant’s family to name the side street \"Oscar Grant Way.” The currently unnamed roadway, located on BART property, between 33rd and 35th streets, sits in the shadow of the station where Grant was shot.\u003c/p>\n\u003cp>\"You can't continue to move forward until you atone,\" BART board Director Lateefah Simon told Grant's family members and other supporters who attended the meeting. \"I believe we want to and we are going to do that. Government is absolutely responsible for the safety and security of all folk, and it's difficult, and it's complicated, but the very least we can do is name this street 'Oscar Grant Way.' \"\u003c/p>\n\u003cp>Grant, a 22-year-old from Hayward, was unarmed when he was fatally shot in the back by a BART police officer as he lay face down on the station's platform in the early hours of New Year's Day 2009.\u003c/p>\n\u003cp>The shooting was caught on video from multiple angles and shared widely through social media and news outlets, fueling angry protests against police violence and racial profiling. The incident heightened demands for greater police accountability and became a precursor to the Black Lives Matter movement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"As we go forward, we have to come together to end police brutality in our city and our society,\" Wanda Johnson, Grant's mother, said at the meeting. \"My family and my life will never be the same again\"\u003c/p>\n\u003cp>Debora Allen, the only BART Director who did not attend Thursday’s meeting, stirred up controversy several months ago when she questioned, \u003ca href=\"https://www.kqed.org/news/11710770/honoring-oscar-grant-gets-political-at-bart-meeting\" target=\"_blank\" rel=\"noopener\">in a post on Facebook\u003c/a>, if BART should memorialize individuals. The post drew strong backlash and was subsequently removed.\u003c/p>\n\u003cp>BART's decision follows a unanimous vote by the Oakland City Council last month in support of the name change.\u003c/p>\n\u003cfigure id=\"attachment_140765\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/842911761-e1433179787952.jpg\">\u003cimg class=\"size-full wp-image-140765\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/842911761-e1433179787952.jpg\" alt=\"\" width=\"1920\" height=\"1308\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Demonstrators march in Oakland in January 2009 to protest the BART police killing of Oscar Grant. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Grant's shooting highlighted major shortcomings in BART’s Police Department, including insufficient training and lax oversight, and led to institutional reform efforts.\u003c/p>\n\u003cp>Johannes Mehserle, the officer who shot Grant, claimed he intended to use his taser but instead drew his gun accidentally. Grant was rushed to Highland Hospital in Oakland and pronounced dead later that day.\u003c/p>\n\u003cp>Mehserle, who was charged with murder and convicted of involuntary manslaughter, was sentenced to prison for two years and released in 2011 -- a punishment that protesters decried as far too lenient.\u003c/p>\n\u003cp>Thursday's BART meeting was also attended by local youth advocates who are pushing to create a \"youth empowerment zone\" near the station.\u003c/p>\n\u003cp>\"Naming the street 'Oscar Grant Way' is going to help us teach future generations that this can never happen again,\" said José Luis Pavón, an organizer with Communities United for Restorative Youth Justice.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Kate Wolffe contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART officials on Thursday voted overwhelmingly in favor of naming a street next to Oakland's Fruitvale Station in honor of Oscar Grant, a young black man killed by a police officer a decade ago.\u003c/p>\n\u003cp>All eight BART directors attending the board meeting approved the request from Grant’s family to name the side street \"Oscar Grant Way.” The currently unnamed roadway, located on BART property, between 33rd and 35th streets, sits in the shadow of the station where Grant was shot.\u003c/p>\n\u003cp>\"You can't continue to move forward until you atone,\" BART board Director Lateefah Simon told Grant's family members and other supporters who attended the meeting. \"I believe we want to and we are going to do that. Government is absolutely responsible for the safety and security of all folk, and it's difficult, and it's complicated, but the very least we can do is name this street 'Oscar Grant Way.' \"\u003c/p>\n\u003cp>Grant, a 22-year-old from Hayward, was unarmed when he was fatally shot in the back by a BART police officer as he lay face down on the station's platform in the early hours of New Year's Day 2009.\u003c/p>\n\u003cp>The shooting was caught on video from multiple angles and shared widely through social media and news outlets, fueling angry protests against police violence and racial profiling. The incident heightened demands for greater police accountability and became a precursor to the Black Lives Matter movement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"As we go forward, we have to come together to end police brutality in our city and our society,\" Wanda Johnson, Grant's mother, said at the meeting. \"My family and my life will never be the same again\"\u003c/p>\n\u003cp>Debora Allen, the only BART Director who did not attend Thursday’s meeting, stirred up controversy several months ago when she questioned, \u003ca href=\"https://www.kqed.org/news/11710770/honoring-oscar-grant-gets-political-at-bart-meeting\" target=\"_blank\" rel=\"noopener\">in a post on Facebook\u003c/a>, if BART should memorialize individuals. The post drew strong backlash and was subsequently removed.\u003c/p>\n\u003cp>BART's decision follows a unanimous vote by the Oakland City Council last month in support of the name change.\u003c/p>\n\u003cfigure id=\"attachment_140765\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/842911761-e1433179787952.jpg\">\u003cimg class=\"size-full wp-image-140765\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/842911761-e1433179787952.jpg\" alt=\"\" width=\"1920\" height=\"1308\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Demonstrators march in Oakland in January 2009 to protest the BART police killing of Oscar Grant. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Grant's shooting highlighted major shortcomings in BART’s Police Department, including insufficient training and lax oversight, and led to institutional reform efforts.\u003c/p>\n\u003cp>Johannes Mehserle, the officer who shot Grant, claimed he intended to use his taser but instead drew his gun accidentally. Grant was rushed to Highland Hospital in Oakland and pronounced dead later that day.\u003c/p>\n\u003cp>Mehserle, who was charged with murder and convicted of involuntary manslaughter, was sentenced to prison for two years and released in 2011 -- a punishment that protesters decried as far too lenient.\u003c/p>\n\u003cp>Thursday's BART meeting was also attended by local youth advocates who are pushing to create a \"youth empowerment zone\" near the station.\u003c/p>\n\u003cp>\"Naming the street 'Oscar Grant Way' is going to help us teach future generations that this can never happen again,\" said José Luis Pavón, an organizer with Communities United for Restorative Youth Justice.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Kate Wolffe contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Gov. Gavin Newsom \u003ca href=\"http://bit.ly/fiorenewsomrail\" target=\"_blank\" rel=\"noopener\">hit the brakes\u003c/a> on former Gov. Jerry Brown's signature high-speed rail project, saying \"the current project, as planned, would cost too much and respectfully take too long.\"\u003c/p>\n\u003cp>Though Newsom suggested it might happen someday, it looks like high-speed rail between San Francisco and Los Angeles is dead.\u003c/p>\n\u003cp>The governor said he plans to focus on the Central Valley portion of the rail project that is currently under construction, touting the \u003ca href=\"https://www.kqed.org/news/11725616/gov-gavin-newsom-gives-first-state-of-the-state-address\" target=\"_blank\" rel=\"noopener\">economic and environmental benefits\u003c/a> to residents who \"have suffered too many years of neglect from policymakers here in Sacramento.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"disqusTitle": "Newsom Pulls Plug, at Least for Now, on S.F. to L.A. High-Speed Rail Link",
"title": "Newsom Pulls Plug, at Least for Now, on S.F. to L.A. High-Speed Rail Link",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cem>Updated 3:55 p.m. Tuesday\u003c/em>\u003cbr>\n\u003cem>This report contains a clarification.\u003c/em>\u003c/p>\n\u003cp>Gov. Gavin Newsom announced Tuesday he's shelving a plan to build a high-speed rail line between Los Angeles and San Francisco -- while still suggesting a statewide bullet-train network could be completed someday.\u003c/p>\n\u003cp>\"Let's be real,\" Newsom said in \u003ca href=\"https://www.kqed.org/news/11725616/gov-gavin-newsom-gives-first-state-of-the-state-address\" target=\"_blank\" rel=\"noopener\">his first State of the State address\u003c/a>. \"The current project, as planned, would cost too much and respectfully take too long. There's been too little oversight and not enough transparency.\"\u003c/p>\n\u003cp>He added: \"Right now, there simply isn’t a path to get from Sacramento to San Diego, let alone from San Francisco to L.A. I wish there were.\"\u003c/p>\n\u003cp>The idea long championed by former Gov. Jerry Brown is years behind schedule. The latest estimate for completion of the project, now with a projected cost of $77 billion, is 2033.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Newsom said he wants to continue construction of a 150-mile high-speed link from Merced to Bakersfield in the San Joaquin Valley. He says completing the line, which broke ground several years ago, could bring economic and quality-of-life benefits to a region he said had \"suffered too many years of neglect from policymakers here in Sacramento.\"\u003c/p>\n\u003cp>Answering high-speed rail opponents, who have demanded the state simply cancel what they characterize as an expensive boondoggle, Newsom said simply walking away from the project would require the state to return $3.5 billion in federal dollars.\u003c/p>\n\u003cp>The governor did leave open the possibility that the Central Valley portion will someday be connected to destinations in Northern and Southern California.\u003c/p>\n\u003cp>\"Look, we will continue our regional projects north and south,\" Newsom said. \"We’ll finish Phase 1 environmental work. We’ll connect the revitalized Central Valley to other parts of the state, and continue to push for more federal funding and private dollars. But let’s just get something done.\"\u003c/p>\n\u003cp>Reaction to Newsom's announcement was mixed.\u003c/p>\n\u003cp>San Francisco state Sen. Scott Wiener, a high-speed rail and transit proponent, said on Twitter during the speech he believed Newsom had actually made a commitment to building the L.A.-S.F. rail link.\u003c/p>\n\u003cp>https://twitter.com/Scott_Wiener/status/1095403520117731328\u003c/p>\n\u003cp>But Rebecca Saltzman, a BART board member from Berkeley, called Newsom's announcement \"very concerning\" and that the governor's future intentions were \"unclear.\"\u003c/p>\n\u003cp>https://twitter.com/RebeccaForBART/status/1095403807297679360\u003c/p>\n\u003cp>The bullet-train project was created in 2008 by Proposition 1A, a $10 billion bond meant to fund initial planning, engineering and construction of an 800-mile high-speed rail network connecting San Diego and Los Angeles to the Bay Area and Sacramento.\u003c/p>\n\u003cp>The vision was for a project that would attract substantial private investment. But that private interest was slow to materialize, and meantime, the project has been beset by numerous court challenges and resistance from communities and landowners who would be impacted by the bullet train's construction and operations.\u003c/p>\n\u003cp>Two major Bay Area transportation projects are intimately tied to the high-speed rail project.\u003c/p>\n\u003cp>Caltrain, the commuter rail line from Santa Clara County to San Francisco, is using state high-speed rail money along with federal grants and other funds for a $2 billion project to electrify and modernize its service. Planning for high-speed rail has assumed that future bullet trains would use the Caltrain route into San Francisco.\u003c/p>\n\u003cp>Caltrain noted in a statement after Newsom's address that the state is providing nearly $900 million to the modernization project -- about 80 percent of that coming from the California High-Speed Rail Authority. The project, which includes buying new cars, is scheduled to be completed in 2022.\u003c/p>\n\u003cp>The Caltrain and bullet train routes have been envisioned as terminating at the Transbay Transit Center in downtown San Francisco.\u003c/p>\n\u003cp>Planning is underway for a tunnel that would allow the trains to run under Mission Bay and South of Market to the center, where preliminary construction for underground rail platforms has already taken place. Current estimates put the overall cost of the extension at $6 billion, with completion in 2027.\u003c/p>\n\u003cp>Randy Rentschler, director of legislation and public affairs for the Metropolitan Transportation Commission, said Newsom's announcement was a surprise. He said that a statewide bullet-train network still made sense and will come together \"in incremental segments\" -- much like the nation's interstate highway system did.\u003c/p>\n\u003cp>\"High-speed rail is very important to the Bay Area,\" Rentschler said. \"For high-speed rail to work, unlike airports, it's got to connect a transit-rich community like the Bay Area with a transit-rich community like Los Angeles. That's the end game.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> This story originally stated that Gov. Gavin Newsom had \"abandoned\" and \"pulled the plug on\" a high-speed rail connection between San Francisco and Los Angeles. The original copy has been edited to reflect the governor's further remarks that such a line might be completed in the future.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from The Associated Press.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:55 p.m. Tuesday\u003c/em>\u003cbr>\n\u003cem>This report contains a clarification.\u003c/em>\u003c/p>\n\u003cp>Gov. Gavin Newsom announced Tuesday he's shelving a plan to build a high-speed rail line between Los Angeles and San Francisco -- while still suggesting a statewide bullet-train network could be completed someday.\u003c/p>\n\u003cp>\"Let's be real,\" Newsom said in \u003ca href=\"https://www.kqed.org/news/11725616/gov-gavin-newsom-gives-first-state-of-the-state-address\" target=\"_blank\" rel=\"noopener\">his first State of the State address\u003c/a>. \"The current project, as planned, would cost too much and respectfully take too long. There's been too little oversight and not enough transparency.\"\u003c/p>\n\u003cp>He added: \"Right now, there simply isn’t a path to get from Sacramento to San Diego, let alone from San Francisco to L.A. I wish there were.\"\u003c/p>\n\u003cp>The idea long championed by former Gov. Jerry Brown is years behind schedule. The latest estimate for completion of the project, now with a projected cost of $77 billion, is 2033.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Newsom said he wants to continue construction of a 150-mile high-speed link from Merced to Bakersfield in the San Joaquin Valley. He says completing the line, which broke ground several years ago, could bring economic and quality-of-life benefits to a region he said had \"suffered too many years of neglect from policymakers here in Sacramento.\"\u003c/p>\n\u003cp>Answering high-speed rail opponents, who have demanded the state simply cancel what they characterize as an expensive boondoggle, Newsom said simply walking away from the project would require the state to return $3.5 billion in federal dollars.\u003c/p>\n\u003cp>The governor did leave open the possibility that the Central Valley portion will someday be connected to destinations in Northern and Southern California.\u003c/p>\n\u003cp>\"Look, we will continue our regional projects north and south,\" Newsom said. \"We’ll finish Phase 1 environmental work. We’ll connect the revitalized Central Valley to other parts of the state, and continue to push for more federal funding and private dollars. But let’s just get something done.\"\u003c/p>\n\u003cp>Reaction to Newsom's announcement was mixed.\u003c/p>\n\u003cp>San Francisco state Sen. Scott Wiener, a high-speed rail and transit proponent, said on Twitter during the speech he believed Newsom had actually made a commitment to building the L.A.-S.F. rail link.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>But Rebecca Saltzman, a BART board member from Berkeley, called Newsom's announcement \"very concerning\" and that the governor's future intentions were \"unclear.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The bullet-train project was created in 2008 by Proposition 1A, a $10 billion bond meant to fund initial planning, engineering and construction of an 800-mile high-speed rail network connecting San Diego and Los Angeles to the Bay Area and Sacramento.\u003c/p>\n\u003cp>The vision was for a project that would attract substantial private investment. But that private interest was slow to materialize, and meantime, the project has been beset by numerous court challenges and resistance from communities and landowners who would be impacted by the bullet train's construction and operations.\u003c/p>\n\u003cp>Two major Bay Area transportation projects are intimately tied to the high-speed rail project.\u003c/p>\n\u003cp>Caltrain, the commuter rail line from Santa Clara County to San Francisco, is using state high-speed rail money along with federal grants and other funds for a $2 billion project to electrify and modernize its service. Planning for high-speed rail has assumed that future bullet trains would use the Caltrain route into San Francisco.\u003c/p>\n\u003cp>Caltrain noted in a statement after Newsom's address that the state is providing nearly $900 million to the modernization project -- about 80 percent of that coming from the California High-Speed Rail Authority. The project, which includes buying new cars, is scheduled to be completed in 2022.\u003c/p>\n\u003cp>The Caltrain and bullet train routes have been envisioned as terminating at the Transbay Transit Center in downtown San Francisco.\u003c/p>\n\u003cp>Planning is underway for a tunnel that would allow the trains to run under Mission Bay and South of Market to the center, where preliminary construction for underground rail platforms has already taken place. Current estimates put the overall cost of the extension at $6 billion, with completion in 2027.\u003c/p>\n\u003cp>Randy Rentschler, director of legislation and public affairs for the Metropolitan Transportation Commission, said Newsom's announcement was a surprise. He said that a statewide bullet-train network still made sense and will come together \"in incremental segments\" -- much like the nation's interstate highway system did.\u003c/p>\n\u003cp>\"High-speed rail is very important to the Bay Area,\" Rentschler said. \"For high-speed rail to work, unlike airports, it's got to connect a transit-rich community like the Bay Area with a transit-rich community like Los Angeles. That's the end game.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> This story originally stated that Gov. Gavin Newsom had \"abandoned\" and \"pulled the plug on\" a high-speed rail connection between San Francisco and Los Angeles. The original copy has been edited to reflect the governor's further remarks that such a line might be completed in the future.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from The Associated Press.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "How Future-Proof Is Newsom’s Master Plan for California?",
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"content": "\u003cp>\u003ca href=\"https://su.org/\">Singularity University\u003c/a> isn’t really about the\u003ca href=\"https://io9.gizmodo.com/what-is-the-singularity-and-will-you-live-to-see-it-5534848\"> singularity\u003c/a>—that point in the future where new technology will change the world so drastically that it’s basically incomprehensible to people alive today. Imagine a society where humans and robots have merged into such a blissfully dystopic union that iPhone Xs are used only by the Amish to print 3D barns.\u003c/p>\n\u003cp>Nor is Singularity University really a university, at least not in the traditional sense.\u003c/p>\n\u003cp>Picture instead a very exclusive TED Talk for vice presidents of Fortune 500 companies and assorted government leaders, who pay nearly $15,000 to spend a week on a NASA research campus in Mountain View studying topics such as the rise of artificial intelligence and digital biology.\u003c/p>\n\u003cp>And you may recognize one of the alumni.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://player.vimeo.com/video/122143652\" width=\"640\" height=\"360\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>California Gov. Gavin Newsom visited Singularity University multiple times over the past decade (a spokesman for Neseom says he was always an invited guide and neither he nor the state ever paid tuition). Among his study endeavors: a seminar on 3D printing in space.\u003c/p>\n\u003cp>And Newsom, for the most part, drank the Tang, recalls Pascal Finette, Singularity’s Chair of Entrepreneurship and Open Innovation.\u003c/p>\n\u003cp>“To his credit, I think he spends a good amount of time to really educate himself on the future and to really understand what the future looks like,” said Finette.\u003c/p>\n\u003cp>Today, Newsom delivers his first State of the State speech from the Capitol. It comes just a few weeks after unveiling a $200 billion budget proposal that serves as the financial roadmap to the state he envisions. Newsom aims to do a lot of forward-looking things in the next 12 months: build homeless shelters, acquire firefighting airplanes, even (gasp) let drivers pay with credit cards at the DMV.\u003c/p>\n\u003cp>Odds are, Newsom’s speech will focus largely on his ambitious plans to restore the \u003ca href=\"http://www.ebudget.ca.gov/2019-20/pdf/BudgetSummary/GovernorsMessage.pdf\">California Dream\u003c/a>. But how does all that money prepare California for that dream — not just next year, but five, 15, 30 years from now?\u003c/p>\n\u003cp>The following are excerpts from our discussions with three experts about the issues likely to confront California at those various benchmarks on the horizon. We asked each expert what kept him up at night when contemplating that year—and how Newsom’s budget does or does not address those concerns. Interviews are edited for brevity and clarity.\u003c/p>\n\u003cfigure id=\"attachment_11663478\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/GettyImages-861003104-e1524180315497.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11663478\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/GettyImages-861003104-e1524180315497.jpg\" alt=\"\" width=\"1920\" height=\"1280\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People walk by a Wells Fargo bank branch on Oct. 13, 2017, in New York City. \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Year: 2024\u003cbr>\n\u003c/b>\u003cb>Issue: Recession\u003cbr>\n\u003c/b>\u003cstrong>Expert: Patrick Murphy, a senior fellow at the Public Policy Institute of California\u003c/strong>\u003c/p>\n\u003cp>\u003cb>How worried should we be that California will confront a recession in the near future?\u003c/b>\u003cb>\u003c/b>\u003c/p>\n\u003cp>I’m not a betting person, but I would bet we’ll see [one]. What will cause it? How big? How long? I don’t have that. We’ve been in a recovery\u003ca href=\"http://newsroom.ucla.edu/releases/ucla-anderson-forecast-economic-slowdown-on-horizon\"> for a long time\u003c/a>, we’re in uncharted territory, and it would be quite surprising if there wasn’t a slowdown in the economy at some time.\u003c/p>\n\u003cp>\u003cb>What can the state do to gird itself against an economic downturn?\u003c/b>\u003c/p>\n\u003cp>There’s two schools of thought. One would be to make sure your revenues are stable and predictable in the long term, so you don’t have the highs too high and the lows too low.\u003c/p>\n\u003cp>That \u003ca href=\"https://lao.ca.gov/Publications/Report/3703\">isn’t the course we’ve taken\u003c/a>. The course we’ve taken now is we have a volatile revenue stream, but we try to hedge our bets by socking away savings. It’s the person that doesn’t work for a salary or works piecework or consulting and has a lumpy paycheck.You have to have money in reserve.\u003c/p>\n\u003cp>\u003cb>So what is Newsom doing in this budget for saving while the money is pouring in?\u003c/b>\u003c/p>\n\u003cp>First, he’s continuing something that Gov. Jerry Brown had done, which is to focus on \u003ca href=\"https://www.ppic.org/publication/californias-state-budget/\">setting money \u003c/a>aside. Part of that is constitutionally required, but what’s interesting is we’re kind of going over and above that. I’ll spare the weeds, but we’re saving more than we have to.\u003c/p>\n\u003cp>The other piece is the spending that’s being done. A big chunk of it is being put under the banner of \u003ca href=\"https://lao.ca.gov/Publications/Report/3916#The_Big_Picture\">one-time spending\u003c/a>. And what that really means is that you’re not commiting someone’s job or salary in the long term, where after year one you’re not committing to year two or year three or four.\u003c/p>\n\u003cp>\u003cb>What about pensions?\u003c/b>\u003c/p>\n\u003cp>He’s continuing to pay down some of those unfunded retirement liabilities — payments to retirement plans for state and local employees. That’s kind of like putting money in your 401k. You do it today; your benefits multiply over time.\u003c/p>\n\u003cp>\u003cb>So, grading from A to F, how does this budget fare in preparing us for a recession?\u003c/b>\u003c/p>\n\u003cp>\u003cb>A:\u003c/b> I hate to give grades.\u003c/p>\n\u003cp>\u003cb>You were a professor.\u003c/b>\u003c/p>\n\u003cp>\u003cb>A: \u003c/b>That was the worst part of the job. What I will say is that it’s showing a lot of foresight in how to invest a\u003ca href=\"https://calmatters.org/articles/blog/newsom-california-spend-budget-surplus/\"> $20 billion windfall\u003c/a>. I wish I was doing this at home — I wish I was paying down my mortgage faster. This is kind of the equivalent of trying to pay down your mortgage faster knowing you’re going to benefit from it down the road.\u003c/p>\n\u003cp>\u003cb>So … B+?\u003c/b>\u003c/p>\n\u003cp>B+, yeah. I was a tough grader though.\u003c/p>\n\u003cfigure id=\"attachment_11622404\" class=\"wp-caption alignnone\" style=\"max-width: 1000px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/coast-file-20171002-3782-fi0bx9-e1507740219838.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11622404\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/coast-file-20171002-3782-fi0bx9-e1507740219838.jpg\" alt=\"\" width=\"1000\" height=\"750\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Three Arch Bay, Laguna Beach \u003ccite>(\u003ca href=\"https://upload.wikimedia.org/wikipedia/commons/f/f3/Three_Arch_Bay_Photo_Taken_by_pilot_D_Ramey_Logan.jpg\">Don Ramey Logan\u003c/a>, \u003ca href=\"http://creativecommons.org/licenses/by/4.0/\">CC BY\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Year: 2040\u003cbr>\n\u003c/b>\u003cb>Issue: Sea Level Rise\u003cbr>\n\u003c/b>\u003cb>Expert: Will Travis, sea level rise adaptation consultant\u003c/b>\u003c/p>\n\u003cp>\u003cb>We’re standing right outside the Facebook Campus in Menlo Park, which sits right at sea level on the south edge of San Francisco Bay. What is this going to look like 20 years from now?\u003c/b>\u003c/p>\n\u003cp>At some unknown point in the future,\u003ca href=\"https://www.theguardian.com/technology/2016/apr/22/silicon-valley-sea-level-rise-google-facebook-flood-risk\">this area will likely be fully inundated\u003c/a> by the sea. I say at some unknown point because we know \u003ca href=\"https://calmatters.org/articles/rising-seas-climate-change-what-you-need-to-know/\">sea level is rising\u003c/a>, and we know it will rise at an accelerated rate, but we just don’t know how fast that will happen. It depends on how effective we as a species are at reducing the emissions and carbon dioxide we put into the air.\u003c/p>\n\u003cp>\u003cb>It will happen, though? It’s just a question of when?\u003c/b>\u003c/p>\n\u003cp>It’s a question of when. This area will flood for a day or two, and that will happen more and more frequently. Eventually the new reality will be what is now an extreme event that occurs every 10, 15, 20 years will occur every 10,15 or 20 days and then eventually all the time.\u003c/p>\n\u003cp>\u003cb>California’s coastline has almost always been considered an economic asset. But is that going to be the case decades from now?\u003c/b>\u003cb>\u003c/b>\u003c/p>\n\u003cp>Oh, it’s inevitable that vast parts of the coastline, which is now the most expensive real estate in the world,\u003ca href=\"https://calmatters.org/articles/california-response-rising-seas/\">will be written off\u003c/a> and have to be abandoned. That may be a more difficult crisis to deal with than the actual physical problems, because of the economic impact of that.\u003c/p>\n\u003cp>\u003cb>So what can the state actively do to protect against sea level rise?\u003c/b>\u003c/p>\n\u003cp>What the state can actively do is begin to plan for this inevitable future now. And that means sorting out what areas we can protect, how we can protect them, are we going to try to use wetlands, do we want to build higher levees? Or are there areas where we decide to pull back, perhaps prohibit new development and remove existing or older development.\u003c/p>\n\u003cp>\u003cb>What did you make of Newsom’s budget?\u003c/b>\u003c/p>\n\u003cp>Most of the money in the budget to deal with climate change is really addressing mitigation, which is reducing greenhouse gases to slow the impact of climate change. The other side is adaptation, which is to acknowledge no matter how effective we are at reducing greenhouse gases, we are still going to have sea level rise in the future. Relatively speaking, there’s not much money in the governor’s budget for [adaptation] right now.\u003c/p>\n\u003cp>\u003cb>How would you grade his first budget on planning for a future with sea level rise?\u003c/b>\u003c/p>\n\u003cp>It would be difficult to grade somebody like the governor who has been in office now for a [month] on a long-term issue like this. It’s like giving him a grade on a final exam when he just walked in the door to class for the first time. But I have worked with Newsom when he was mayor of San Francisco, and he could turn around and teach the course.\u003c/p>\n\u003cp>\u003cb>If Facebook goes underwater, is that necessarily a bad thing?\u003c/b>\u003c/p>\n\u003cp>(Prolonged Pause)\u003c/p>\n\u003cfigure id=\"attachment_11148548\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/Robot4-1-e1477610971173.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11148548\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/Robot4-1-e1477610971173.jpg\" alt=\"\" width=\"1920\" height=\"1280\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Norma, Amelia and Piper, now greeting travelers in San Jose, are the first robots to be deployed at a U.S. airport. \u003ccite>(Courtesy of Mineta San Jose International)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Year: 2050\u003cbr>\n\u003c/b>\u003cb>Issue: Robots and Automation\u003cbr>\n\u003c/b>\u003cb>Expert: Johannes Moenius, professor of global business at University of Redlands\u003c/b>\u003c/p>\n\u003cp>\u003cb>Is there a date in the future that’s a tipping point for automation?\u003c/b>\u003c/p>\n\u003cp>At this point, we don’t really know dates. We just can project certain developments and see what can happen. My personal view is we won’t see much in the next two to three years. We need to start worrying about five years from now, and then again probably by 2040. By 2050, if we haven’t solved the problems, then we’re in really bad shape.\u003c/p>\n\u003cp>\u003cb>Can you give us some examples?\u003c/b>\u003c/p>\n\u003cp>If you think of Southern California, once self-driving trucks come on the road, [labor] replacement can happen quite quickly. All the trucks that we see on the roads right now pretty much have what they need for self-driving except for the [artificial] intelligence. You need a device a little bit smarter than a smartphone, and then you can send a truck from an on-ramp all the way across the country to an off-ramp. And that can have a major effect on employment.\u003c/p>\n\u003cp>\u003cb>What about the argument that automation and technological advances in the past have typically produced more jobs than they’ve replaced. In the end, isn’t it a net positive?\u003c/b>\u003c/p>\n\u003cp>Yes, historically, technological progress has been great at creating jobs. But there’s always been winners and losers. During the Industrial Revolution, some researchers estimate we saw more than 60 years of stagnant real wages. We’ve never had it historically that so many different technologies matured at the same time, and the speed of that replacement is also completely unprecedented.\u003c/p>\n\u003cp>\u003cb>So what can Newsom’s budget do about a change that massive?\u003c/b>\u003c/p>\n\u003cp>One pillar that I think is very important is education. A second one is entrepreneurship. And a third will be creating resilience and providing adjustment assistance for people who will be replaced.\u003c/p>\n\u003cp>\u003cb>What would you specifically like to see with workforce development?\u003c/b>\u003c/p>\n\u003cp>There are possibilities for strategic use of workforce development funds. So, for example, truck drivers: If you’re a truck driver, you know the writing’s on the wall. Why don’t you start something with evening education classes or things along those lines that would be more future-proof?\u003c/p>\n\u003cp>\u003cb>So more workforce development money focused on retraining. What about education?\u003c/b>\u003c/p>\n\u003cp>There’s a few really good things in the budget that point in the direction of the future, although they might not have been implemented with automation in mind. One is an increased focus on 4-year-olds from low-income families, and also a focus on transparency and accountability for school districts. We already had this large effect of digitalization on the income distribution by strengthening the top end and the bottom end. If we’re not starting to prepare low-income families and helping them attain certain levels of education, it’s going to be quite critical.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-11660142\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/CADreamBanner.jpg%20https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/CADreamBanner.jpg\" alt=\"\" width=\"1867\" height=\"512\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner.jpg 1867w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-160x44.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-800x219.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-1020x280.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-1180x324.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-960x263.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-240x66.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-375x103.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-520x143.jpg 520w\" sizes=\"(max-width: 1867px) 100vw, 1867px\">\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://su.org/\">Singularity University\u003c/a> isn’t really about the\u003ca href=\"https://io9.gizmodo.com/what-is-the-singularity-and-will-you-live-to-see-it-5534848\"> singularity\u003c/a>—that point in the future where new technology will change the world so drastically that it’s basically incomprehensible to people alive today. Imagine a society where humans and robots have merged into such a blissfully dystopic union that iPhone Xs are used only by the Amish to print 3D barns.\u003c/p>\n\u003cp>Nor is Singularity University really a university, at least not in the traditional sense.\u003c/p>\n\u003cp>Picture instead a very exclusive TED Talk for vice presidents of Fortune 500 companies and assorted government leaders, who pay nearly $15,000 to spend a week on a NASA research campus in Mountain View studying topics such as the rise of artificial intelligence and digital biology.\u003c/p>\n\u003cp>And you may recognize one of the alumni.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://player.vimeo.com/video/122143652\" width=\"640\" height=\"360\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>California Gov. Gavin Newsom visited Singularity University multiple times over the past decade (a spokesman for Neseom says he was always an invited guide and neither he nor the state ever paid tuition). Among his study endeavors: a seminar on 3D printing in space.\u003c/p>\n\u003cp>And Newsom, for the most part, drank the Tang, recalls Pascal Finette, Singularity’s Chair of Entrepreneurship and Open Innovation.\u003c/p>\n\u003cp>“To his credit, I think he spends a good amount of time to really educate himself on the future and to really understand what the future looks like,” said Finette.\u003c/p>\n\u003cp>Today, Newsom delivers his first State of the State speech from the Capitol. It comes just a few weeks after unveiling a $200 billion budget proposal that serves as the financial roadmap to the state he envisions. Newsom aims to do a lot of forward-looking things in the next 12 months: build homeless shelters, acquire firefighting airplanes, even (gasp) let drivers pay with credit cards at the DMV.\u003c/p>\n\u003cp>Odds are, Newsom’s speech will focus largely on his ambitious plans to restore the \u003ca href=\"http://www.ebudget.ca.gov/2019-20/pdf/BudgetSummary/GovernorsMessage.pdf\">California Dream\u003c/a>. But how does all that money prepare California for that dream — not just next year, but five, 15, 30 years from now?\u003c/p>\n\u003cp>The following are excerpts from our discussions with three experts about the issues likely to confront California at those various benchmarks on the horizon. We asked each expert what kept him up at night when contemplating that year—and how Newsom’s budget does or does not address those concerns. Interviews are edited for brevity and clarity.\u003c/p>\n\u003cfigure id=\"attachment_11663478\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/GettyImages-861003104-e1524180315497.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11663478\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/GettyImages-861003104-e1524180315497.jpg\" alt=\"\" width=\"1920\" height=\"1280\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People walk by a Wells Fargo bank branch on Oct. 13, 2017, in New York City. \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Year: 2024\u003cbr>\n\u003c/b>\u003cb>Issue: Recession\u003cbr>\n\u003c/b>\u003cstrong>Expert: Patrick Murphy, a senior fellow at the Public Policy Institute of California\u003c/strong>\u003c/p>\n\u003cp>\u003cb>How worried should we be that California will confront a recession in the near future?\u003c/b>\u003cb>\u003c/b>\u003c/p>\n\u003cp>I’m not a betting person, but I would bet we’ll see [one]. What will cause it? How big? How long? I don’t have that. We’ve been in a recovery\u003ca href=\"http://newsroom.ucla.edu/releases/ucla-anderson-forecast-economic-slowdown-on-horizon\"> for a long time\u003c/a>, we’re in uncharted territory, and it would be quite surprising if there wasn’t a slowdown in the economy at some time.\u003c/p>\n\u003cp>\u003cb>What can the state do to gird itself against an economic downturn?\u003c/b>\u003c/p>\n\u003cp>There’s two schools of thought. One would be to make sure your revenues are stable and predictable in the long term, so you don’t have the highs too high and the lows too low.\u003c/p>\n\u003cp>That \u003ca href=\"https://lao.ca.gov/Publications/Report/3703\">isn’t the course we’ve taken\u003c/a>. The course we’ve taken now is we have a volatile revenue stream, but we try to hedge our bets by socking away savings. It’s the person that doesn’t work for a salary or works piecework or consulting and has a lumpy paycheck.You have to have money in reserve.\u003c/p>\n\u003cp>\u003cb>So what is Newsom doing in this budget for saving while the money is pouring in?\u003c/b>\u003c/p>\n\u003cp>First, he’s continuing something that Gov. Jerry Brown had done, which is to focus on \u003ca href=\"https://www.ppic.org/publication/californias-state-budget/\">setting money \u003c/a>aside. Part of that is constitutionally required, but what’s interesting is we’re kind of going over and above that. I’ll spare the weeds, but we’re saving more than we have to.\u003c/p>\n\u003cp>The other piece is the spending that’s being done. A big chunk of it is being put under the banner of \u003ca href=\"https://lao.ca.gov/Publications/Report/3916#The_Big_Picture\">one-time spending\u003c/a>. And what that really means is that you’re not commiting someone’s job or salary in the long term, where after year one you’re not committing to year two or year three or four.\u003c/p>\n\u003cp>\u003cb>What about pensions?\u003c/b>\u003c/p>\n\u003cp>He’s continuing to pay down some of those unfunded retirement liabilities — payments to retirement plans for state and local employees. That’s kind of like putting money in your 401k. You do it today; your benefits multiply over time.\u003c/p>\n\u003cp>\u003cb>So, grading from A to F, how does this budget fare in preparing us for a recession?\u003c/b>\u003c/p>\n\u003cp>\u003cb>A:\u003c/b> I hate to give grades.\u003c/p>\n\u003cp>\u003cb>You were a professor.\u003c/b>\u003c/p>\n\u003cp>\u003cb>A: \u003c/b>That was the worst part of the job. What I will say is that it’s showing a lot of foresight in how to invest a\u003ca href=\"https://calmatters.org/articles/blog/newsom-california-spend-budget-surplus/\"> $20 billion windfall\u003c/a>. I wish I was doing this at home — I wish I was paying down my mortgage faster. This is kind of the equivalent of trying to pay down your mortgage faster knowing you’re going to benefit from it down the road.\u003c/p>\n\u003cp>\u003cb>So … B+?\u003c/b>\u003c/p>\n\u003cp>B+, yeah. I was a tough grader though.\u003c/p>\n\u003cfigure id=\"attachment_11622404\" class=\"wp-caption alignnone\" style=\"max-width: 1000px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/coast-file-20171002-3782-fi0bx9-e1507740219838.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11622404\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/10/coast-file-20171002-3782-fi0bx9-e1507740219838.jpg\" alt=\"\" width=\"1000\" height=\"750\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Three Arch Bay, Laguna Beach \u003ccite>(\u003ca href=\"https://upload.wikimedia.org/wikipedia/commons/f/f3/Three_Arch_Bay_Photo_Taken_by_pilot_D_Ramey_Logan.jpg\">Don Ramey Logan\u003c/a>, \u003ca href=\"http://creativecommons.org/licenses/by/4.0/\">CC BY\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Year: 2040\u003cbr>\n\u003c/b>\u003cb>Issue: Sea Level Rise\u003cbr>\n\u003c/b>\u003cb>Expert: Will Travis, sea level rise adaptation consultant\u003c/b>\u003c/p>\n\u003cp>\u003cb>We’re standing right outside the Facebook Campus in Menlo Park, which sits right at sea level on the south edge of San Francisco Bay. What is this going to look like 20 years from now?\u003c/b>\u003c/p>\n\u003cp>At some unknown point in the future,\u003ca href=\"https://www.theguardian.com/technology/2016/apr/22/silicon-valley-sea-level-rise-google-facebook-flood-risk\">this area will likely be fully inundated\u003c/a> by the sea. I say at some unknown point because we know \u003ca href=\"https://calmatters.org/articles/rising-seas-climate-change-what-you-need-to-know/\">sea level is rising\u003c/a>, and we know it will rise at an accelerated rate, but we just don’t know how fast that will happen. It depends on how effective we as a species are at reducing the emissions and carbon dioxide we put into the air.\u003c/p>\n\u003cp>\u003cb>It will happen, though? It’s just a question of when?\u003c/b>\u003c/p>\n\u003cp>It’s a question of when. This area will flood for a day or two, and that will happen more and more frequently. Eventually the new reality will be what is now an extreme event that occurs every 10, 15, 20 years will occur every 10,15 or 20 days and then eventually all the time.\u003c/p>\n\u003cp>\u003cb>California’s coastline has almost always been considered an economic asset. But is that going to be the case decades from now?\u003c/b>\u003cb>\u003c/b>\u003c/p>\n\u003cp>Oh, it’s inevitable that vast parts of the coastline, which is now the most expensive real estate in the world,\u003ca href=\"https://calmatters.org/articles/california-response-rising-seas/\">will be written off\u003c/a> and have to be abandoned. That may be a more difficult crisis to deal with than the actual physical problems, because of the economic impact of that.\u003c/p>\n\u003cp>\u003cb>So what can the state actively do to protect against sea level rise?\u003c/b>\u003c/p>\n\u003cp>What the state can actively do is begin to plan for this inevitable future now. And that means sorting out what areas we can protect, how we can protect them, are we going to try to use wetlands, do we want to build higher levees? Or are there areas where we decide to pull back, perhaps prohibit new development and remove existing or older development.\u003c/p>\n\u003cp>\u003cb>What did you make of Newsom’s budget?\u003c/b>\u003c/p>\n\u003cp>Most of the money in the budget to deal with climate change is really addressing mitigation, which is reducing greenhouse gases to slow the impact of climate change. The other side is adaptation, which is to acknowledge no matter how effective we are at reducing greenhouse gases, we are still going to have sea level rise in the future. Relatively speaking, there’s not much money in the governor’s budget for [adaptation] right now.\u003c/p>\n\u003cp>\u003cb>How would you grade his first budget on planning for a future with sea level rise?\u003c/b>\u003c/p>\n\u003cp>It would be difficult to grade somebody like the governor who has been in office now for a [month] on a long-term issue like this. It’s like giving him a grade on a final exam when he just walked in the door to class for the first time. But I have worked with Newsom when he was mayor of San Francisco, and he could turn around and teach the course.\u003c/p>\n\u003cp>\u003cb>If Facebook goes underwater, is that necessarily a bad thing?\u003c/b>\u003c/p>\n\u003cp>(Prolonged Pause)\u003c/p>\n\u003cfigure id=\"attachment_11148548\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/Robot4-1-e1477610971173.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11148548\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/Robot4-1-e1477610971173.jpg\" alt=\"\" width=\"1920\" height=\"1280\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Norma, Amelia and Piper, now greeting travelers in San Jose, are the first robots to be deployed at a U.S. airport. \u003ccite>(Courtesy of Mineta San Jose International)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Year: 2050\u003cbr>\n\u003c/b>\u003cb>Issue: Robots and Automation\u003cbr>\n\u003c/b>\u003cb>Expert: Johannes Moenius, professor of global business at University of Redlands\u003c/b>\u003c/p>\n\u003cp>\u003cb>Is there a date in the future that’s a tipping point for automation?\u003c/b>\u003c/p>\n\u003cp>At this point, we don’t really know dates. We just can project certain developments and see what can happen. My personal view is we won’t see much in the next two to three years. We need to start worrying about five years from now, and then again probably by 2040. By 2050, if we haven’t solved the problems, then we’re in really bad shape.\u003c/p>\n\u003cp>\u003cb>Can you give us some examples?\u003c/b>\u003c/p>\n\u003cp>If you think of Southern California, once self-driving trucks come on the road, [labor] replacement can happen quite quickly. All the trucks that we see on the roads right now pretty much have what they need for self-driving except for the [artificial] intelligence. You need a device a little bit smarter than a smartphone, and then you can send a truck from an on-ramp all the way across the country to an off-ramp. And that can have a major effect on employment.\u003c/p>\n\u003cp>\u003cb>What about the argument that automation and technological advances in the past have typically produced more jobs than they’ve replaced. In the end, isn’t it a net positive?\u003c/b>\u003c/p>\n\u003cp>Yes, historically, technological progress has been great at creating jobs. But there’s always been winners and losers. During the Industrial Revolution, some researchers estimate we saw more than 60 years of stagnant real wages. We’ve never had it historically that so many different technologies matured at the same time, and the speed of that replacement is also completely unprecedented.\u003c/p>\n\u003cp>\u003cb>So what can Newsom’s budget do about a change that massive?\u003c/b>\u003c/p>\n\u003cp>One pillar that I think is very important is education. A second one is entrepreneurship. And a third will be creating resilience and providing adjustment assistance for people who will be replaced.\u003c/p>\n\u003cp>\u003cb>What would you specifically like to see with workforce development?\u003c/b>\u003c/p>\n\u003cp>There are possibilities for strategic use of workforce development funds. So, for example, truck drivers: If you’re a truck driver, you know the writing’s on the wall. Why don’t you start something with evening education classes or things along those lines that would be more future-proof?\u003c/p>\n\u003cp>\u003cb>So more workforce development money focused on retraining. What about education?\u003c/b>\u003c/p>\n\u003cp>There’s a few really good things in the budget that point in the direction of the future, although they might not have been implemented with automation in mind. One is an increased focus on 4-year-olds from low-income families, and also a focus on transparency and accountability for school districts. We already had this large effect of digitalization on the income distribution by strengthening the top end and the bottom end. If we’re not starting to prepare low-income families and helping them attain certain levels of education, it’s going to be quite critical.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "With a Hiccup Here and a Stumble There, BART Launches Early-Morning Buses",
"title": "With a Hiccup Here and a Stumble There, BART Launches Early-Morning Buses",
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"content": "\u003cp>Early-morning BART commuters got their first taste of life without 4 a.m. service, and the results were -- well, mixed.\u003c/p>\n\u003cp>Most of the district's Early Bird Express buses, which serve 18 stations on both sides of the bay, got to their pickup points and destinations on time. But bus service at four East Bay stations suffered first-day hiccups, including one involving a bus driver who got lost en route to his pickup point.\u003c/p>\n\u003cp>In San Francisco, BART staff handed out tchotchkes -- little BART dolls, Clipper card wallets and BART hand sanitizer, among other items -- to the first early-bird bus riders arriving at the temporary Transbay Terminal at Folsom and Beale streets.\u003c/p>\n\u003cp>https://twitter.com/BevanDufty/status/1094950227377774593\u003c/p>\n\u003cp>One of those on hand to greet riders: Bevan Dufty, president of the BART board of directors. He reiterated BART's message that cutting the hour of service from 4 a.m. to 5 a.m. is crucial for a 42-month seismic retrofit of the Transbay Tube -- and that the agency wants to hear from riders about how the early buses are working.\u003c/p>\n\u003cp>\"This is a listen-and-learn phase,\" Dufty said. \"We are rider-focused, and we really appreciate the sacrifice that our early-morning riders are making. ... We have a responsibility to ensure the integrity of our Transbay Tube and to make it safe for generations to come.\"\u003c/p>\n\u003cp>BART spokeswoman Anna Duckworth said that the bus service, which involves eight separate transit agencies shuttling passengers to and from the temporary downtown terminal and San Francisco International Airport, suffered a few stumbles.\u003c/p>\n\u003cp>A bus scheduled to pick up passengers from BART's El Cerrito del Norte Station at 4:35 for a run to the temporary Transbay Terminal in downtown San Francisco was 20 minutes late. The Golden Gate Transit bus, under contract to BART, had gotten stuck on the wrong side of a railroad crossing gate in Richmond.\u003c/p>\n\u003cp>The delay prompted most of the scores of riders who had begun lining up around 4 a.m. to seek some other way to work -- either by driving or by giving up and waiting for the first scheduled Richmond-Millbrae BART train to arrive a few minutes after 5.\u003c/p>\n\u003cp>Duckworth said other problems included:\u003c/p>\n\u003cul>\n\u003cli>About 100 people had lined up at Pittsburg/Bay Point Station at 3:30 a.m. -- 45 minutes ahead of the first scheduled bus departure at 4:15. Some passengers were left behind, and Duckworth said that on Tuesday BART plans to have the first two buses leave at 4:15, with a third leaving at 4:30 a.m.\u003c/li>\n\u003cli>The first Antioch bus was seven minutes late.\u003c/li>\n\u003cli>The first Pleasant Hill bus was delayed by a driver who got lost.\u003c/li>\n\u003c/ul>\n\u003cp>BART didn't have an immediate count of early-morning bus ridership. The agency says that average weekday ridership during the 4 a.m. to 5 a.m. hour has been about 2,900.\u003c/p>\n\u003cp>https://twitter.com/27suns/status/1094930268719243264\u003c/p>\n\u003cp>Would-be bus passengers also arrived early at El Cerrito del Norte, where the temperature dipped into the 30s, to see how the substitute transit system would work.\u003c/p>\n\u003cp>Ron Capell, a Vacaville resident who was on his way to work at the Department of Homeland Security, was one of a couple of dozen of people already in line at BART's El Cerrito del Norte Station at 4:10 a.m. -- 25 minutes ahead of the first bus's scheduled departure.\u003c/p>\n\u003cp>Capell said he arrived early \"just to observe the process and make sure I'm able to catch my bus into work.\"\u003c/p>\n\u003cp>Lydie Hammack of El Cerrito, who works at a bank in downtown San Francisco, was also in line.\u003c/p>\n\u003cp>\"I'm just worried that if the bus is not on time, I'm going to be late at work,\" Hammack said. She also expressed concern that the two buses scheduled to take early-morning passengers to the city would be enough to accommodate all the passengers she normally sees on predawn BART trains.\u003c/p>\n\u003cp>\"Now they only have one or two buses? ... I'm worried that there's not going to be enough buses to go,\" Hammack said.\u003c/p>\n\u003cp>As the scheduled 4:35 departure time arrived, two Berkeley cyclists expressed some impatience with the commute they saw shaping up.\u003c/p>\n\u003cp>The bus \"should've been sitting here, waiting for us,\" said Janie Hillyer, who was on her way to her job on a San Francisco Municipal Transportation Agency street-striping crew.\u003c/p>\n\u003cp>\"We left home 40 minutes earlier than we normally would leave,\" said Patricia Erwin. \"And we've been standing here for half an hour and it's less than 40 degrees.\"\u003c/p>\n\u003cp>BART personnel told the crowd that the Golden Gate Transit bus that was supposed to take them to the city had gotten delayed at a railroad crossing nearby. Erwin and Hillyer, along with most of the people in the line, wound up giving up on the bus. Many made their way up to the station's train platform, where signs showed the morning's first train was just minutes away.\u003c/p>\n\u003cp>At 5 minutes to 5, two buses arrived. The remainder of the bus line -- maybe 15 people -- boarded the first and departed.\u003c/p>\n\u003cp>https://twitter.com/danbrekke/status/1094944387581206528\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Buses roll to accommodate riders displaced by delay of opening until 5 a.m. First-day report card: Most runs went smoothly. But a few -- not so much. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Early-morning BART commuters got their first taste of life without 4 a.m. service, and the results were -- well, mixed.\u003c/p>\n\u003cp>Most of the district's Early Bird Express buses, which serve 18 stations on both sides of the bay, got to their pickup points and destinations on time. But bus service at four East Bay stations suffered first-day hiccups, including one involving a bus driver who got lost en route to his pickup point.\u003c/p>\n\u003cp>In San Francisco, BART staff handed out tchotchkes -- little BART dolls, Clipper card wallets and BART hand sanitizer, among other items -- to the first early-bird bus riders arriving at the temporary Transbay Terminal at Folsom and Beale streets.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>One of those on hand to greet riders: Bevan Dufty, president of the BART board of directors. He reiterated BART's message that cutting the hour of service from 4 a.m. to 5 a.m. is crucial for a 42-month seismic retrofit of the Transbay Tube -- and that the agency wants to hear from riders about how the early buses are working.\u003c/p>\n\u003cp>\"This is a listen-and-learn phase,\" Dufty said. \"We are rider-focused, and we really appreciate the sacrifice that our early-morning riders are making. ... We have a responsibility to ensure the integrity of our Transbay Tube and to make it safe for generations to come.\"\u003c/p>\n\u003cp>BART spokeswoman Anna Duckworth said that the bus service, which involves eight separate transit agencies shuttling passengers to and from the temporary downtown terminal and San Francisco International Airport, suffered a few stumbles.\u003c/p>\n\u003cp>A bus scheduled to pick up passengers from BART's El Cerrito del Norte Station at 4:35 for a run to the temporary Transbay Terminal in downtown San Francisco was 20 minutes late. The Golden Gate Transit bus, under contract to BART, had gotten stuck on the wrong side of a railroad crossing gate in Richmond.\u003c/p>\n\u003cp>The delay prompted most of the scores of riders who had begun lining up around 4 a.m. to seek some other way to work -- either by driving or by giving up and waiting for the first scheduled Richmond-Millbrae BART train to arrive a few minutes after 5.\u003c/p>\n\u003cp>Duckworth said other problems included:\u003c/p>\n\u003cul>\n\u003cli>About 100 people had lined up at Pittsburg/Bay Point Station at 3:30 a.m. -- 45 minutes ahead of the first scheduled bus departure at 4:15. Some passengers were left behind, and Duckworth said that on Tuesday BART plans to have the first two buses leave at 4:15, with a third leaving at 4:30 a.m.\u003c/li>\n\u003cli>The first Antioch bus was seven minutes late.\u003c/li>\n\u003cli>The first Pleasant Hill bus was delayed by a driver who got lost.\u003c/li>\n\u003c/ul>\n\u003cp>BART didn't have an immediate count of early-morning bus ridership. The agency says that average weekday ridership during the 4 a.m. to 5 a.m. hour has been about 2,900.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Would-be bus passengers also arrived early at El Cerrito del Norte, where the temperature dipped into the 30s, to see how the substitute transit system would work.\u003c/p>\n\u003cp>Ron Capell, a Vacaville resident who was on his way to work at the Department of Homeland Security, was one of a couple of dozen of people already in line at BART's El Cerrito del Norte Station at 4:10 a.m. -- 25 minutes ahead of the first bus's scheduled departure.\u003c/p>\n\u003cp>Capell said he arrived early \"just to observe the process and make sure I'm able to catch my bus into work.\"\u003c/p>\n\u003cp>Lydie Hammack of El Cerrito, who works at a bank in downtown San Francisco, was also in line.\u003c/p>\n\u003cp>\"I'm just worried that if the bus is not on time, I'm going to be late at work,\" Hammack said. She also expressed concern that the two buses scheduled to take early-morning passengers to the city would be enough to accommodate all the passengers she normally sees on predawn BART trains.\u003c/p>\n\u003cp>\"Now they only have one or two buses? ... I'm worried that there's not going to be enough buses to go,\" Hammack said.\u003c/p>\n\u003cp>As the scheduled 4:35 departure time arrived, two Berkeley cyclists expressed some impatience with the commute they saw shaping up.\u003c/p>\n\u003cp>The bus \"should've been sitting here, waiting for us,\" said Janie Hillyer, who was on her way to her job on a San Francisco Municipal Transportation Agency street-striping crew.\u003c/p>\n\u003cp>\"We left home 40 minutes earlier than we normally would leave,\" said Patricia Erwin. \"And we've been standing here for half an hour and it's less than 40 degrees.\"\u003c/p>\n\u003cp>BART personnel told the crowd that the Golden Gate Transit bus that was supposed to take them to the city had gotten delayed at a railroad crossing nearby. Erwin and Hillyer, along with most of the people in the line, wound up giving up on the bus. Many made their way up to the station's train platform, where signs showed the morning's first train was just minutes away.\u003c/p>\n\u003cp>At 5 minutes to 5, two buses arrived. The remainder of the bus line -- maybe 15 people -- boarded the first and departed.\u003c/p>\u003c/p>\u003c/div>",
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"disqusTitle": "PHOTOS: Weekend Storm Brings Several Feet of Fresh Snow to Lake Tahoe",
"title": "PHOTOS: Weekend Storm Brings Several Feet of Fresh Snow to Lake Tahoe",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>If you were one of the people in the Bay Area who skipped out on work on Friday to take advantage of a long weekend of fresh powder in the Sierra Nevada, you might've gotten more than you bargained for.\u003c/p>\n\u003cp>A full 5 feet of snow fell at Castle Peak on Saturday, according to the National Weather Service, with Squaw-Alpine getting just more than 4 feet. The heavy snow led Caltrans to close Interstate 80 and Highway 50 on Saturday afternoon. Highway 50 reopened late Sunday morning, and Interstate 80 followed suit a few hours later.\u003c/p>\n\u003cp>https://twitter.com/NWSSacramento/status/1094672124818661378\u003c/p>\n\u003cp>Squaw Valley Ski Resort closed on Sunday because of avalanche danger, and a winter storm warning is in effect for coastal areas through 4 p.m. Sunday and for elevations above 2,500 ft. through 4 a.m. Monday.\u003c/p>\n\u003cp>The Bay Area, for the \u003ca href=\"https://www.kqed.org/news/11723370/bay-area-peaks-could-get-some-snow-overnight\" target=\"_blank\" rel=\"noopener\">second time\u003c/a> this month, got a little dusting of snow on our mountain peaks too.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>https://twitter.com/gwilliamz/status/1094626490824572928\u003c/p>\n\u003cfigure id=\"attachment_11725214\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11725214 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Mt.-Tam-800x600.jpg\" alt=\"Mount Tamalpais\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Tam-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Tam-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Tam-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Tam.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mount Tamalpais \u003ccite>(Lee Adams)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725217\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11725217 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina-800x600.jpg\" alt=\"Mount Diablo\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina.jpg 1199w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mount Diablo \u003ccite>(Larry Medina)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725206\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11725206 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-800x600.jpg\" alt=\"Mount Diablo\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mount Diablo \u003ccite>(Jill Gerstenberger)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\n\u003cp>But the real action was farther north.\u003c/p>\n\u003cfigure id=\"attachment_11725204\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11725204\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Carly-Yaris-800x600.jpg\" alt=\"A Toyota Yaris buried by snow on Lake Tahoe Boulevard.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A Toyota Yaris buried by snow on Lake Tahoe Boulevard. \u003ccite>(Carly Severn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725227\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Truckee-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" class=\"size-medium wp-image-11725227\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truckee-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truckee-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truckee-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truckee.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Truckee \u003ccite>(Lauren Tapia)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725203\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11725203\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Kings-Beach-1-800x1067.jpg\" alt=\"Kings Beach\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1.jpg 1536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kings Beach \u003ccite>(Tyler Arroyo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725202\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11725202\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Kings-Beach-2-800x1067.jpg\" alt=\"Kings Beach\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2.jpg 1536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kings Beach \u003ccite>(Tyler Arroyo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725201\" class=\"wp-caption aligncenter\" style=\"max-width: 768px\">\u003cimg class=\"size-full wp-image-11725201\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Donner-Pass.jpg\" alt=\"A second story window near Donner Pass.\" width=\"768\" height=\"1024\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Donner-Pass.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Donner-Pass-160x213.jpg 160w\" sizes=\"(max-width: 768px) 100vw, 768px\">\u003cfigcaption class=\"wp-caption-text\">A second story window near Donner Pass. \u003ccite>(David DeLoney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725200\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11725200\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Truck-800x600.jpg\" alt=\"A white truck made even whiter by all of the snow at Donner Pass.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A white truck made even whiter by all of the snow at Donner Pass. \u003ccite>(David DeLoney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you were one of the people in the Bay Area who skipped out on work on Friday to take advantage of a long weekend of fresh powder in the Sierra Nevada, you might've gotten more than you bargained for.\u003c/p>\n\u003cp>A full 5 feet of snow fell at Castle Peak on Saturday, according to the National Weather Service, with Squaw-Alpine getting just more than 4 feet. The heavy snow led Caltrans to close Interstate 80 and Highway 50 on Saturday afternoon. Highway 50 reopened late Sunday morning, and Interstate 80 followed suit a few hours later.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Squaw Valley Ski Resort closed on Sunday because of avalanche danger, and a winter storm warning is in effect for coastal areas through 4 p.m. Sunday and for elevations above 2,500 ft. through 4 a.m. Monday.\u003c/p>\n\u003cp>The Bay Area, for the \u003ca href=\"https://www.kqed.org/news/11723370/bay-area-peaks-could-get-some-snow-overnight\" target=\"_blank\" rel=\"noopener\">second time\u003c/a> this month, got a little dusting of snow on our mountain peaks too.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cfigure id=\"attachment_11725214\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11725214 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Mt.-Tam-800x600.jpg\" alt=\"Mount Tamalpais\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Tam-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Tam-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Tam-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Tam.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mount Tamalpais \u003ccite>(Lee Adams)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725217\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11725217 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina-800x600.jpg\" alt=\"Mount Diablo\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Larry-Medina.jpg 1199w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mount Diablo \u003ccite>(Larry Medina)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725206\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11725206 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-800x600.jpg\" alt=\"Mount Diablo\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Mt.-Diablo-Jill-Gerstenberger.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mount Diablo \u003ccite>(Jill Gerstenberger)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\n\u003cp>But the real action was farther north.\u003c/p>\n\u003cfigure id=\"attachment_11725204\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11725204\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Carly-Yaris-800x600.jpg\" alt=\"A Toyota Yaris buried by snow on Lake Tahoe Boulevard.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Carly-Yaris.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A Toyota Yaris buried by snow on Lake Tahoe Boulevard. \u003ccite>(Carly Severn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725227\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Truckee-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" class=\"size-medium wp-image-11725227\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truckee-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truckee-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truckee-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truckee.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Truckee \u003ccite>(Lauren Tapia)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725203\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11725203\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Kings-Beach-1-800x1067.jpg\" alt=\"Kings Beach\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-1.jpg 1536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kings Beach \u003ccite>(Tyler Arroyo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725202\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11725202\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Kings-Beach-2-800x1067.jpg\" alt=\"Kings Beach\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Kings-Beach-2.jpg 1536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kings Beach \u003ccite>(Tyler Arroyo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725201\" class=\"wp-caption aligncenter\" style=\"max-width: 768px\">\u003cimg class=\"size-full wp-image-11725201\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Donner-Pass.jpg\" alt=\"A second story window near Donner Pass.\" width=\"768\" height=\"1024\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Donner-Pass.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Donner-Pass-160x213.jpg 160w\" sizes=\"(max-width: 768px) 100vw, 768px\">\u003cfigcaption class=\"wp-caption-text\">A second story window near Donner Pass. \u003ccite>(David DeLoney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11725200\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11725200\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/Truck-800x600.jpg\" alt=\"A white truck made even whiter by all of the snow at Donner Pass.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/Truck.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A white truck made even whiter by all of the snow at Donner Pass. \u003ccite>(David DeLoney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART's Predawn Riders Face Uncertainty and Pricier Trips as Service Hours Change",
"title": "BART's Predawn Riders Face Uncertainty and Pricier Trips as Service Hours Change",
"headTitle": "KQED News",
"content": "\u003cp>A big, unwelcome change is coming for the hardy crowd of commuters who rise long before dawn every morning to ride BART's earliest trains to work.\u003c/p>\n\u003cp>Starting Monday, BART is changing its opening time from 4 a.m. to 5 a.m., a step the transit agency says is necessary to accommodate a crucial \u003ca href=\"https://www.bart.gov/about/projects/eqs/retrofit\" rel=\"noopener\" target=\"_blank\">retrofit project\u003c/a> in the system's Transbay Tube. \u003c/p>\n\u003cp>\"Doing the seismic retrofit work is absolutely critical,\" said Bevan Dufty, president of the BART Board of Directors, in an interview last month. \"The system is closed for so few hours at night that we needed to add this extra hour so we can get this done.\" \u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1094270826520530944\u003c/p>\n\u003cp>Given the tube's importance for regional transportation and how vital its integrity is for rider safety, Dufty added it would be \"irresponsible\" to put off the retrofit, a project expected to take three and a half years.\u003c/p>\n\u003cp>He acknowledged, though, that the change in morning hours will be a hardship for some. \"On behalf of BART, I want to apologize to our riders who are impacted,\" he said.\u003c/p>\n\u003cp>The brunt of the schedule change will fall on the roughly 2,900 people who ride the system during its first hour every weekday. \u003c/p>\n\u003cp>That might not seem like a big crowd in a region where millions of people go back and forth for work and school and errands every day. But for those few thousands making their way to their jobs in places like San Francisco International Airport or downtown San Francisco, there are few, if any, alternatives in the predawn hours.\u003c/p>\n\u003cp>Take Felipe Enriquez, who has depended on the first run from Oakland's Coliseum Station to get to a janitorial job across the bay. \u003c/p>\n\u003cp>\"I have to be in San Francisco by 5 in the morning,\" Enriquez told KQED News morning news anchor Brian Watt this week. His regular train gets him to the the job by 5:01 a.m., and his boss has been cool with that.\u003c/p>\n\u003cfigure id=\"attachment_11725110\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-800x600.jpg\" alt=\"Felipe Enriquez speaks with a BART outreach staffer while waiting on platform at Coliseum station. Enriquez said BART's predawn will cost him time and money.\" width=\"800\" height=\"600\" class=\"size-medium wp-image-11725110\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-1020x764.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-1200x899.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Felipe Enriquez speaks with a BART outreach staffer while waiting on platform at Coliseum station. Enriquez said BART's predawn will cost him time and money. \u003ccite>(Brian Watt/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, with trains \"starting at 5, an extra 30 or 40 minutes to get there, it's a whole different situation — it's a whole hour difference, you know?\" Enriquez said.\u003c/p>\n\u003cp>BART has partnered with other transit agencies to run buses along \u003ca href=\"https://www.bart.gov/sites/default/files/docs/EBflyer_v12%202.pdf\" rel=\"noopener\" target=\"_blank\">15 different routes\u003c/a> as a substitute for the early trains.\u003c/p>\n\u003cp>Enriquez lives just a block from Coliseum station — he usually walks to the station to catch his train. But there won't be bus there. On Monday, the closest Early Bird Express — BART's name for the bus service that will serve 20 stations on both sides of the bay — will run from Bay Fair, two stops and 5 1/2 miles to the south.\u003c/p>\n\u003chr>\n\u003cdiv style=\"margin-left: 3em\">\n\u003cfont face=\"Arial, sans-serif\">\n\u003ch4>BART Service Changes\u003c/h4>\n\u003cp>\u003cfont face=\"Arial, sans-serif\" size=\"3\">For more on BART's service changes, see:\u003c/font>\u003c/p>\n\u003cul>\n\u003cfont face=\"Arial, sans-serif\" size=\"3\">\n\u003cli>\u003cstrong>BART:\u003c/strong> \u003ca href=\"https://www.bart.gov/schedules/early-bird-express\" rel=\"noopener\" target=\"_blank\">Early Bird Express\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>BART:\u003c/strong> \u003ca href=\"https://www.bart.gov/sites/default/files/docs/EBflyer_v12%202.pdf\" rel=\"noopener\" target=\"_blank\">Early Bird Express lines, schedules and fares\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>BART:\u003c/strong> \u003ca href=\"https://www.bart.gov/about/projects/eqs/retrofit\" rel=\"noopener\" target=\"_blank\">Transbay Tube retrofit\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>KQED's The Bay:\u003c/strong> \u003ca href=\"https://www.kqed.org/news/11724675/no-more-ridin-the-rails-at-4am-bart-ends-early-morning-service\" rel=\"noopener\" target=\"_blank\">No More Ridin' the Rails at 4 a.m. as BART Ends Early-Morning Service\u003c/a> \u003c/li>\n\u003cli>\u003cstrong>KQED's Bay Curious:\u003c/strong> \u003ca href=\"https://www.kqed.org/news/11618056/quake-prep-barts-tunnel-plan-and-the-muni-bus-that-could-save-you\" rel=\"noopener\" target=\"_blank\">How Safe Is the Transbay Tube During an Earthquake?\u003c/a>\n\u003c/li>\u003c/font>\u003c/ul>\n\u003c/font>\u003c/div>\n\u003chr>\n\u003cp>BART promises an early bus from its Fruitvale station, too, but that won't start until sometime next month. Until then, the earliest Fruitvale bus is AC Transit's O line, which leaves the BART station at 5 a.m. and makes its way through Alameda before heading across the bay, arriving at the temporary Transbay Terminal, at Beale and Folsom streets, at 5:41 a.m.\u003c/p>\n\u003cp>Neither option suits Enriquez's situation well, and both will cost more than simply getting on BART.\u003c/p>\n\u003cp>\"I have to drive my car, pay for parking and ride the bus all the way to San Francisco,\" Enriquez said. \"I'm spending gas, paying for parking and spending an extra dollar for the bus. It's just ... it starts to add up.\"\u003c/p>\n\u003cp>Among the many employers assessing the impact of BART's service change are agencies and businesses at San Francisco International Airport. \u003c/p>\n\u003cp>The airport says about 5,000 of the 43,000 people employed at the facility each week take BART to and from work. SFO spokesman Doug Yakel said that includes about 250 to 350 airport workers who ride the earliest BART trains to work. \u003c/p>\n\u003cp>\"Our real focus right now, working with BART, has been on getting the word out to those people,\" Yakel said. \"So we've been working with the various employers — airlines, TSA, and also concessions, you think about restaurants and coffee shops that open real early. It's really people in those types of categories who might be affected.\"\u003c/p>\n\u003cp>To replace the early trains, BART has partnered with SamTrans for four runs between the Millbrae BART/Caltrain station and the airport. The service will run every 15 to 20 minutes starting at 4:01 a.m. SamTrans will also shuttle passengers to the airport from the temporary Transbay Terminal starting at 4:45 a.m.\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED's Anna Sturla, Sonja Hutson and Brian Watt.\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>\u003cp>A big, unwelcome change is coming for the hardy crowd of commuters who rise long before dawn every morning to ride BART's earliest trains to work.\u003c/p>\n\u003cp>Starting Monday, BART is changing its opening time from 4 a.m. to 5 a.m., a step the transit agency says is necessary to accommodate a crucial \u003ca href=\"https://www.bart.gov/about/projects/eqs/retrofit\" rel=\"noopener\" target=\"_blank\">retrofit project\u003c/a> in the system's Transbay Tube. \u003c/p>\n\u003cp>\"Doing the seismic retrofit work is absolutely critical,\" said Bevan Dufty, president of the BART Board of Directors, in an interview last month. \"The system is closed for so few hours at night that we needed to add this extra hour so we can get this done.\" \u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Given the tube's importance for regional transportation and how vital its integrity is for rider safety, Dufty added it would be \"irresponsible\" to put off the retrofit, a project expected to take three and a half years.\u003c/p>\n\u003cp>He acknowledged, though, that the change in morning hours will be a hardship for some. \"On behalf of BART, I want to apologize to our riders who are impacted,\" he said.\u003c/p>\n\u003cp>The brunt of the schedule change will fall on the roughly 2,900 people who ride the system during its first hour every weekday. \u003c/p>\n\u003cp>That might not seem like a big crowd in a region where millions of people go back and forth for work and school and errands every day. But for those few thousands making their way to their jobs in places like San Francisco International Airport or downtown San Francisco, there are few, if any, alternatives in the predawn hours.\u003c/p>\n\u003cp>Take Felipe Enriquez, who has depended on the first run from Oakland's Coliseum Station to get to a janitorial job across the bay. \u003c/p>\n\u003cp>\"I have to be in San Francisco by 5 in the morning,\" Enriquez told KQED News morning news anchor Brian Watt this week. His regular train gets him to the the job by 5:01 a.m., and his boss has been cool with that.\u003c/p>\n\u003cfigure id=\"attachment_11725110\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-800x600.jpg\" alt=\"Felipe Enriquez speaks with a BART outreach staffer while waiting on platform at Coliseum station. Enriquez said BART's predawn will cost him time and money.\" width=\"800\" height=\"600\" class=\"size-medium wp-image-11725110\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-1020x764.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut-1200x899.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/RS35242_Felipe-Enriquez-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Felipe Enriquez speaks with a BART outreach staffer while waiting on platform at Coliseum station. Enriquez said BART's predawn will cost him time and money. \u003ccite>(Brian Watt/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, with trains \"starting at 5, an extra 30 or 40 minutes to get there, it's a whole different situation — it's a whole hour difference, you know?\" Enriquez said.\u003c/p>\n\u003cp>BART has partnered with other transit agencies to run buses along \u003ca href=\"https://www.bart.gov/sites/default/files/docs/EBflyer_v12%202.pdf\" rel=\"noopener\" target=\"_blank\">15 different routes\u003c/a> as a substitute for the early trains.\u003c/p>\n\u003cp>Enriquez lives just a block from Coliseum station — he usually walks to the station to catch his train. But there won't be bus there. On Monday, the closest Early Bird Express — BART's name for the bus service that will serve 20 stations on both sides of the bay — will run from Bay Fair, two stops and 5 1/2 miles to the south.\u003c/p>\n\u003chr>\n\u003cdiv style=\"margin-left: 3em\">\n\u003cfont face=\"Arial, sans-serif\">\n\u003ch4>BART Service Changes\u003c/h4>\n\u003cp>\u003cfont face=\"Arial, sans-serif\" size=\"3\">For more on BART's service changes, see:\u003c/font>\u003c/p>\n\u003cul>\n\u003cfont face=\"Arial, sans-serif\" size=\"3\">\n\u003cli>\u003cstrong>BART:\u003c/strong> \u003ca href=\"https://www.bart.gov/schedules/early-bird-express\" rel=\"noopener\" target=\"_blank\">Early Bird Express\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>BART:\u003c/strong> \u003ca href=\"https://www.bart.gov/sites/default/files/docs/EBflyer_v12%202.pdf\" rel=\"noopener\" target=\"_blank\">Early Bird Express lines, schedules and fares\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>BART:\u003c/strong> \u003ca href=\"https://www.bart.gov/about/projects/eqs/retrofit\" rel=\"noopener\" target=\"_blank\">Transbay Tube retrofit\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>KQED's The Bay:\u003c/strong> \u003ca href=\"https://www.kqed.org/news/11724675/no-more-ridin-the-rails-at-4am-bart-ends-early-morning-service\" rel=\"noopener\" target=\"_blank\">No More Ridin' the Rails at 4 a.m. as BART Ends Early-Morning Service\u003c/a> \u003c/li>\n\u003cli>\u003cstrong>KQED's Bay Curious:\u003c/strong> \u003ca href=\"https://www.kqed.org/news/11618056/quake-prep-barts-tunnel-plan-and-the-muni-bus-that-could-save-you\" rel=\"noopener\" target=\"_blank\">How Safe Is the Transbay Tube During an Earthquake?\u003c/a>\n\u003c/li>\u003c/font>\u003c/ul>\n\u003c/font>\u003c/div>\n\u003chr>\n\u003cp>BART promises an early bus from its Fruitvale station, too, but that won't start until sometime next month. Until then, the earliest Fruitvale bus is AC Transit's O line, which leaves the BART station at 5 a.m. and makes its way through Alameda before heading across the bay, arriving at the temporary Transbay Terminal, at Beale and Folsom streets, at 5:41 a.m.\u003c/p>\n\u003cp>Neither option suits Enriquez's situation well, and both will cost more than simply getting on BART.\u003c/p>\n\u003cp>\"I have to drive my car, pay for parking and ride the bus all the way to San Francisco,\" Enriquez said. \"I'm spending gas, paying for parking and spending an extra dollar for the bus. It's just ... it starts to add up.\"\u003c/p>\n\u003cp>Among the many employers assessing the impact of BART's service change are agencies and businesses at San Francisco International Airport. \u003c/p>\n\u003cp>The airport says about 5,000 of the 43,000 people employed at the facility each week take BART to and from work. SFO spokesman Doug Yakel said that includes about 250 to 350 airport workers who ride the earliest BART trains to work. \u003c/p>\n\u003cp>\"Our real focus right now, working with BART, has been on getting the word out to those people,\" Yakel said. \"So we've been working with the various employers — airlines, TSA, and also concessions, you think about restaurants and coffee shops that open real early. It's really people in those types of categories who might be affected.\"\u003c/p>\n\u003cp>To replace the early trains, BART has partnered with SamTrans for four runs between the Millbrae BART/Caltrain station and the airport. The service will run every 15 to 20 minutes starting at 4:01 a.m. SamTrans will also shuttle passengers to the airport from the temporary Transbay Terminal starting at 4:45 a.m.\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED's Anna Sturla, Sonja Hutson and Brian Watt.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "5 Reasons Why Self-Driving Cars Aren't Coming Anytime Soon",
"title": "5 Reasons Why Self-Driving Cars Aren't Coming Anytime Soon",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>In the world of autonomous vehicles, Pittsburgh and Silicon Valley are bustling hubs of development and testing. But ask those involved in self-driving vehicles when we might actually see them carrying passengers in every city, and you'll get an almost universal answer: Not anytime soon.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11723058/will-self-driving-cars-put-us-in-transportation-heaven-or-hell\">Will Self-Driving Cars Put Us in Transportation Heaven or Hell?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11723058/will-self-driving-cars-put-us-in-transportation-heaven-or-hell\">\u003cimg class=\"\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2019/02/RS8358_152766339-1020x711.jpg\" alt=\"\" width=\"389\" height=\"271\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>An optimistic assessment is 10 years. Many others say decades as researchers try to conquer a number of obstacles. The vehicles themselves will debut in limited, well-mapped areas within cities and spread outward.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11657306/police-release-video-of-fatal-crash-involving-uber-self-driving-car\">fatal crash in Arizona\u003c/a> involving an Uber autonomous vehicle in March slowed progress, largely because it hurt the public's perception of the safety of vehicles.\u003c/p>\n\u003cp>Companies slowed research to be more careful. Google's Waymo, for instance, decided not to launch a fully autonomous ride-hailing service in the Phoenix area and will rely on human backup drivers to ferry passengers, at least for now.\u003c/p>\n\u003cp>Here are the problems that researchers must overcome to start giving rides without humans behind the wheel:\u003c/p>\n\u003ch3>Snow and Weather\u003c/h3>\n\u003cp>When it's heavy enough to cover the pavement, snow blocks the view of lane lines that vehicle cameras use to find their way. Researchers so far haven't figured out a way around this. That's why much of the testing is done in warm-weather climates such as Arizona and California.\u003c/p>\n\u003cp>Heavy snow, rain, fog and sandstorms can obstruct the view of cameras. Light beams sent out by laser sensors can bounce off snowflakes and think they are obstacles. Radar can see through the weather, but it doesn't show the shape of an object needed for computers to figure out what it is.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/science/1933667/should-self-driving-cars-have-ethics\">Should Self-Driving Cars Have Ethics?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/science/1933667/should-self-driving-cars-have-ethics\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/35/2018/10/gettyimages-843272498-80183887af24176749966ee5ee5cd0e22bf46cf5-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>\"It's like losing part of your vision,\" says Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University.\u003cbr>\nResearchers are working on laser sensors that use a different light beam wavelength to see through snowflakes, said Greg McGuire, director of the MCity autonomous vehicle testing lab at the University of Michigan. Software also is being developed so vehicles can differentiate between real obstacles and snowflakes, rain, fog, and other conditions.\u003c/p>\n\u003cp>But many companies are still trying to master the difficult task of driving on a clear day with steady traction.\u003c/p>\n\u003cp>\"Once we are able to have a system reliably perform in those, then we'll start working toward expanding to those more challenging conditions,\" said Noah Zych, Uber's head of system safety for self-driving cars.\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003ch3>Pavement Lines and Curbs\u003c/h3>\n\u003cp>Across the globe, roadway marking lines are different, or they may not even exist. Lane lines aren't standardized, so vehicles have to learn how to drive differently in each city. Sometimes there aren't any curbs to help vehicles judge lane width.\u003c/p>\n\u003cp>For instance, in Pittsburgh's industrial \"Strip District,\" where many self-driving vehicles are tested, the city draws lines across the narrow lanes to mark where vehicles should stop for stop signs. Sometimes the lines are so far back and buildings are so close to the street that autonomous cars can't see traffic on the cross street if they stop at the line. One workaround is to program vehicles to stop for the line and creep forward.\u003c/p>\n\u003cp>\"Is it better to do a double stop?\" asked Pete Rander, president of Argo AI, an autonomous vehicle company in which Ford has invested heavily. \"Since intersections vary, it's not that easy.\"\u003c/p>\n\u003ch3>Dealing With Human Drivers\u003c/h3>\n\u003cp>For many years, autonomous vehicles will have to deal with humans who don't always play by the rules. They double-park or walk in front of cars. Recently in Pittsburgh, an Argo backup driver had to take over when his car stopped during a right turn, blocking an intersection when it couldn't immediately decide whether to go around a double-parked delivery truck.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11668523/distracted-autopilot\">Mark Fiore: Distracted Autopilot\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11668523/distracted-autopilot\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/05/distracted_051518_final-1180x753.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>\"Even if the car might eventually figure something out, it's shared space, and it's socially unacceptable\" to block traffic, Rander said.\u003c/p>\n\u003cp>Humans also make eye contact with other drivers to make sure they're looking in the right direction, something still being developed for autonomous vehicles.\u003c/p>\n\u003cp>Add to that the antagonism that some feel toward robots. People have reportedly been harassing Waymo's autonomous test vehicles near Phoenix. The Arizona Republic reported in December that police is suburban Chandler have documented at least 21 cases in the past two years, including a man waiving a gun at a Waymo van and people who slashed tires and threw rocks. One Jeep forced the vans off the road six times.\u003c/p>\n\u003ch3>Left Turns\u003c/h3>\n\u003cp>Deciding when to turn left in front of oncoming traffic without a green arrow is one of the more difficult tasks for human drivers and one that causes many crashes. Autonomous vehicles have the same trouble.\u003c/p>\n\u003caside class=\"pullquote alignright\">'I think the things that humans have challenges with, we're challenged with as well.'\u003ccite>Waymo CEO John Krafcik\u003c/cite>\u003c/aside>\n\u003cp>Waymo CEO John Krafcik said in a recent interview that his company's vehicles are still encountering occasional problems at intersections.\u003c/p>\n\u003cp>\"I think the things that humans have challenges with, we're challenged with as well,\" he said. \"So sometimes unprotected lefts are super challenging for a human, sometimes they're super challenging for us.\"\u003c/p>\n\u003ch3>Consumer Acceptance\u003c/h3>\n\u003cp>The fatal Uber crash near Phoenix last year did more than push the pause button on testing. It also rattled consumers who someday will be asked to ride in self-driving vehicles.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\">Uber Won't Seek California Permit Renewal to Test Self-Driving Vehicles After Fatal Crash\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/03/ntsb-uber-ff64f5bdd733572617aece2b246b2f335d0c9033-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Surveys taken after the Uber crash showed that drivers are reluctant to give up control to a computer. One by AAA found that 73 percent of American drivers would be too fearful to ride in a fully self-driving vehicle. That's up from 63 percent in late 2017.\u003c/p>\n\u003cp>Autonomous vehicle companies are showing test passengers information on screens about where the vehicles are headed and what its sensors are seeing. The more people ride, the more they trust the vehicles, says Waymo's Krafcik.\u003c/p>\n\u003cp>\"After they become more and more confident they rarely look at the screens, and they're on their phones or relaxing or sleeping,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the world of autonomous vehicles, Pittsburgh and Silicon Valley are bustling hubs of development and testing. But ask those involved in self-driving vehicles when we might actually see them carrying passengers in every city, and you'll get an almost universal answer: Not anytime soon.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11723058/will-self-driving-cars-put-us-in-transportation-heaven-or-hell\">Will Self-Driving Cars Put Us in Transportation Heaven or Hell?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11723058/will-self-driving-cars-put-us-in-transportation-heaven-or-hell\">\u003cimg class=\"\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2019/02/RS8358_152766339-1020x711.jpg\" alt=\"\" width=\"389\" height=\"271\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>An optimistic assessment is 10 years. Many others say decades as researchers try to conquer a number of obstacles. The vehicles themselves will debut in limited, well-mapped areas within cities and spread outward.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11657306/police-release-video-of-fatal-crash-involving-uber-self-driving-car\">fatal crash in Arizona\u003c/a> involving an Uber autonomous vehicle in March slowed progress, largely because it hurt the public's perception of the safety of vehicles.\u003c/p>\n\u003cp>Companies slowed research to be more careful. Google's Waymo, for instance, decided not to launch a fully autonomous ride-hailing service in the Phoenix area and will rely on human backup drivers to ferry passengers, at least for now.\u003c/p>\n\u003cp>Here are the problems that researchers must overcome to start giving rides without humans behind the wheel:\u003c/p>\n\u003ch3>Snow and Weather\u003c/h3>\n\u003cp>When it's heavy enough to cover the pavement, snow blocks the view of lane lines that vehicle cameras use to find their way. Researchers so far haven't figured out a way around this. That's why much of the testing is done in warm-weather climates such as Arizona and California.\u003c/p>\n\u003cp>Heavy snow, rain, fog and sandstorms can obstruct the view of cameras. Light beams sent out by laser sensors can bounce off snowflakes and think they are obstacles. Radar can see through the weather, but it doesn't show the shape of an object needed for computers to figure out what it is.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/science/1933667/should-self-driving-cars-have-ethics\">Should Self-Driving Cars Have Ethics?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/science/1933667/should-self-driving-cars-have-ethics\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/35/2018/10/gettyimages-843272498-80183887af24176749966ee5ee5cd0e22bf46cf5-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>\"It's like losing part of your vision,\" says Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University.\u003cbr>\nResearchers are working on laser sensors that use a different light beam wavelength to see through snowflakes, said Greg McGuire, director of the MCity autonomous vehicle testing lab at the University of Michigan. Software also is being developed so vehicles can differentiate between real obstacles and snowflakes, rain, fog, and other conditions.\u003c/p>\n\u003cp>But many companies are still trying to master the difficult task of driving on a clear day with steady traction.\u003c/p>\n\u003cp>\"Once we are able to have a system reliably perform in those, then we'll start working toward expanding to those more challenging conditions,\" said Noah Zych, Uber's head of system safety for self-driving cars.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>Pavement Lines and Curbs\u003c/h3>\n\u003cp>Across the globe, roadway marking lines are different, or they may not even exist. Lane lines aren't standardized, so vehicles have to learn how to drive differently in each city. Sometimes there aren't any curbs to help vehicles judge lane width.\u003c/p>\n\u003cp>For instance, in Pittsburgh's industrial \"Strip District,\" where many self-driving vehicles are tested, the city draws lines across the narrow lanes to mark where vehicles should stop for stop signs. Sometimes the lines are so far back and buildings are so close to the street that autonomous cars can't see traffic on the cross street if they stop at the line. One workaround is to program vehicles to stop for the line and creep forward.\u003c/p>\n\u003cp>\"Is it better to do a double stop?\" asked Pete Rander, president of Argo AI, an autonomous vehicle company in which Ford has invested heavily. \"Since intersections vary, it's not that easy.\"\u003c/p>\n\u003ch3>Dealing With Human Drivers\u003c/h3>\n\u003cp>For many years, autonomous vehicles will have to deal with humans who don't always play by the rules. They double-park or walk in front of cars. Recently in Pittsburgh, an Argo backup driver had to take over when his car stopped during a right turn, blocking an intersection when it couldn't immediately decide whether to go around a double-parked delivery truck.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11668523/distracted-autopilot\">Mark Fiore: Distracted Autopilot\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11668523/distracted-autopilot\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/05/distracted_051518_final-1180x753.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>\"Even if the car might eventually figure something out, it's shared space, and it's socially unacceptable\" to block traffic, Rander said.\u003c/p>\n\u003cp>Humans also make eye contact with other drivers to make sure they're looking in the right direction, something still being developed for autonomous vehicles.\u003c/p>\n\u003cp>Add to that the antagonism that some feel toward robots. People have reportedly been harassing Waymo's autonomous test vehicles near Phoenix. The Arizona Republic reported in December that police is suburban Chandler have documented at least 21 cases in the past two years, including a man waiving a gun at a Waymo van and people who slashed tires and threw rocks. One Jeep forced the vans off the road six times.\u003c/p>\n\u003ch3>Left Turns\u003c/h3>\n\u003cp>Deciding when to turn left in front of oncoming traffic without a green arrow is one of the more difficult tasks for human drivers and one that causes many crashes. Autonomous vehicles have the same trouble.\u003c/p>\n\u003caside class=\"pullquote alignright\">'I think the things that humans have challenges with, we're challenged with as well.'\u003ccite>Waymo CEO John Krafcik\u003c/cite>\u003c/aside>\n\u003cp>Waymo CEO John Krafcik said in a recent interview that his company's vehicles are still encountering occasional problems at intersections.\u003c/p>\n\u003cp>\"I think the things that humans have challenges with, we're challenged with as well,\" he said. \"So sometimes unprotected lefts are super challenging for a human, sometimes they're super challenging for us.\"\u003c/p>\n\u003ch3>Consumer Acceptance\u003c/h3>\n\u003cp>The fatal Uber crash near Phoenix last year did more than push the pause button on testing. It also rattled consumers who someday will be asked to ride in self-driving vehicles.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\">Uber Won't Seek California Permit Renewal to Test Self-Driving Vehicles After Fatal Crash\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/03/ntsb-uber-ff64f5bdd733572617aece2b246b2f335d0c9033-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Surveys taken after the Uber crash showed that drivers are reluctant to give up control to a computer. One by AAA found that 73 percent of American drivers would be too fearful to ride in a fully self-driving vehicle. That's up from 63 percent in late 2017.\u003c/p>\n\u003cp>Autonomous vehicle companies are showing test passengers information on screens about where the vehicles are headed and what its sensors are seeing. The more people ride, the more they trust the vehicles, says Waymo's Krafcik.\u003c/p>\n\u003cp>\"After they become more and more confident they rarely look at the screens, and they're on their phones or relaxing or sleeping,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "Three Months Later, FEMA Is Still Scrambling to House Thousands of Camp Fire Survivors",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>It's been three months since the deadly \u003ca href=\"https://www.kqed.org/news/11705243/california-wildfires-what-you-need-to-know\" target=\"_blank\" rel=\"noopener\">Camp Fire\u003c/a> ravaged the town of Paradise and surrounding areas, and thousands of survivors are still waiting for secure housing.\u003c/p>\n\u003cp>In its most recent estimate, the Federal Emergency Management Agency this week said about 13,000 people were still in need of stable housing.\u003c/p>\n\u003cp>Approximately 14,000 residences were lost to the massive blaze that scorched more than 150,000 acres, making it the most destructive wildfire in modern California history in terms of structures destroyed.\u003c/p>\n\u003cp>“We continue to work with eligible survivors to see what the best housing solutions are for each family,\" FEMA spokesman Ken Higginbotham said on Tuesday.\u003c/p>\n\u003cp>Two-hundred FEMA trailers are currently inhabited by survivors, he said, and 67 additional trailers, as well as 187 larger structures, are being prepared for people to move in to.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency said it has also located hookups for more than 300 trailers and mobile homes at sites in eight counties, including Butte, Glenn, Mendocino, Sacramento, Shasta, Sutter, Tehama and Yuba.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11718337/in-the-aftermath-of-the-camp-fire-a-slow-simmering-crisis-in-chico\" target=\"_blank\" rel=\"noopener\">In the Aftermath of the Camp Fire, a Slow, Simmering Crisis in Chico\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11718337/in-the-aftermath-of-the-camp-fire-a-slow-simmering-crisis-in-chico\" target=\"_blank\" rel=\"noopener\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/image-from-ios-4-fcac4a2fb2c31ba472991da9a3c6e8b684f5709d-800x600.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Meanwhile, the nearby city of Chico is still struggling to accommodate the inundation of Paradise residents. That includes those survivors who had initially been allowed to camp out on their properties, \u003ca href=\"https://www.kqed.org/news/11723656/camp-fire-survivors-must-leave-their-properties-where-will-they-go\" target=\"_blank\" rel=\"noopener\">but were told this week\u003c/a> by authorities that they had to vacate during the lengthy waste and removal process.\u003c/p>\n\u003cp>“There’s a significant impact to our community,\" said Chico Mayor Randall Stone, noting that the number of people displaced within Chico itself could be close to 20,000.\u003c/p>\n\u003cp>Beyond basic housing issues, Chico is also facing other challenges related to real estate. Paradise businesses that were destroyed are looking for new places to set up shop, while schools need spaces to hold classes. And in some cases, Paradise residents who owned rental properties in Chico are evicting their tenants to make space for themselves, fueling even more displacement.\u003c/p>\n\u003cp>\"You have a whole new set of people that were not burned out, that don't have insurance because there was no cataclysmic impact and they need to find a place to live,\" said Stone. \"So the trickle down is really, really devastating.\"\u003c/p>\n\u003cp>The large population influx has also resulted in major traffic issues in and around Chico, including a sharp uptick in congestion and accidents.\u003c/p>\n\u003cp>Stone said the city is asking the state for $12 million to help with traffic mitigation systems that can better accommodate the current flood of vehicles.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Polly Stryker and Lily Jamali contributed to this report. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's been three months since the deadly \u003ca href=\"https://www.kqed.org/news/11705243/california-wildfires-what-you-need-to-know\" target=\"_blank\" rel=\"noopener\">Camp Fire\u003c/a> ravaged the town of Paradise and surrounding areas, and thousands of survivors are still waiting for secure housing.\u003c/p>\n\u003cp>In its most recent estimate, the Federal Emergency Management Agency this week said about 13,000 people were still in need of stable housing.\u003c/p>\n\u003cp>Approximately 14,000 residences were lost to the massive blaze that scorched more than 150,000 acres, making it the most destructive wildfire in modern California history in terms of structures destroyed.\u003c/p>\n\u003cp>“We continue to work with eligible survivors to see what the best housing solutions are for each family,\" FEMA spokesman Ken Higginbotham said on Tuesday.\u003c/p>\n\u003cp>Two-hundred FEMA trailers are currently inhabited by survivors, he said, and 67 additional trailers, as well as 187 larger structures, are being prepared for people to move in to.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agency said it has also located hookups for more than 300 trailers and mobile homes at sites in eight counties, including Butte, Glenn, Mendocino, Sacramento, Shasta, Sutter, Tehama and Yuba.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11718337/in-the-aftermath-of-the-camp-fire-a-slow-simmering-crisis-in-chico\" target=\"_blank\" rel=\"noopener\">In the Aftermath of the Camp Fire, a Slow, Simmering Crisis in Chico\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11718337/in-the-aftermath-of-the-camp-fire-a-slow-simmering-crisis-in-chico\" target=\"_blank\" rel=\"noopener\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/image-from-ios-4-fcac4a2fb2c31ba472991da9a3c6e8b684f5709d-800x600.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Meanwhile, the nearby city of Chico is still struggling to accommodate the inundation of Paradise residents. That includes those survivors who had initially been allowed to camp out on their properties, \u003ca href=\"https://www.kqed.org/news/11723656/camp-fire-survivors-must-leave-their-properties-where-will-they-go\" target=\"_blank\" rel=\"noopener\">but were told this week\u003c/a> by authorities that they had to vacate during the lengthy waste and removal process.\u003c/p>\n\u003cp>“There’s a significant impact to our community,\" said Chico Mayor Randall Stone, noting that the number of people displaced within Chico itself could be close to 20,000.\u003c/p>\n\u003cp>Beyond basic housing issues, Chico is also facing other challenges related to real estate. Paradise businesses that were destroyed are looking for new places to set up shop, while schools need spaces to hold classes. And in some cases, Paradise residents who owned rental properties in Chico are evicting their tenants to make space for themselves, fueling even more displacement.\u003c/p>\n\u003cp>\"You have a whole new set of people that were not burned out, that don't have insurance because there was no cataclysmic impact and they need to find a place to live,\" said Stone. \"So the trickle down is really, really devastating.\"\u003c/p>\n\u003cp>The large population influx has also resulted in major traffic issues in and around Chico, including a sharp uptick in congestion and accidents.\u003c/p>\n\u003cp>Stone said the city is asking the state for $12 million to help with traffic mitigation systems that can better accommodate the current flood of vehicles.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Polly Stryker and Lily Jamali contributed to this report. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Caltrans Insists Richmond-San Rafael Span Is Safe, Outlines Repair Plans",
"title": "Caltrans Insists Richmond-San Rafael Span Is Safe, Outlines Repair Plans",
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"content": "\u003cp>Caltrans says work will begin next week to replace a damaged expansion joint on the upper deck of the Richmond-San Rafael Bridge, the source of falling concrete chunks that \u003ca href=\"https://www.kqed.org/news/11724453/san-rafael-richmond-bridge-closes-because-of-falling-concrete\" rel=\"noopener\" target=\"_blank\">shut down the span\u003c/a> and led to monstrous traffic tie-ups Thursday. \u003c/p>\n\u003cp>Caltrans District 4 Director Tony Tavares said in a Friday afternoon media briefing that work is expected to begin Monday night, weather permitting, to begin replacing the damaged steel joint and pour new concrete. \u003c/p>\n\u003cp>He said he anticipates construction crews will be on scene from about 9 p.m. through 3 a.m. during the project, which could last as long as several weeks. Occasional lane closures will be necessary.\u003c/p>\n\u003cp>Tavares said he expects the upcoming repair will cost around $300,000. He added that an inspection team will examine all the expansion joints on the 5.5-mile span in the next two weeks or so. \u003c/p>\n\u003cp>The bridge was closed late Thursday morning after a chunk of concrete, variously described as football-sized or basketball-sized, fell and struck a car traveling on the span's eastbound lower deck. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The span remained closed most of the day as pieces of concrete continued to fall from the underside of the upper deck and shatter on the lower roadway. It reopened briefly in the afternoon, but was almost immediately shut down again as the concrete fall resumed. \u003c/p>\n\u003cp>The closure's impact was felt all over the central Bay Area, with epic gridlock prevailing, for instance, in downtown San Francisco.\u003c/p>\n\u003cp>Traffic finally resumed its normal flow in both directions about 8 p.m. Thursday after crews installed a steel plate over the damaged expansion joint and placed plywood on the underside of the upper deck to prevent any further concrete drops. \u003c/p>\n\u003cp>Tavares said engineers currently believe the expansion joint failed and concrete began falling because of an especially heavy traffic load Thursday morning coupled with normal wear and tear. The joint is designed to help the roadway accommodate the constant vibrations the bridge experiences as well as the structure's expansion and contraction as it heats and cools. \u003c/p>\n\u003cp>Tavares used the briefing to try to ease concerns about the bridge's condition. \u003c/p>\n\u003cp>\"The bridge is safe,\" Tavares said. \"... The structural integrity of the bridge is sound.\"\u003c/p>\n\u003cp>He said the joint that failed — and the rest of the bridge — had undergone an inspection last August that found no problems. He described Caltrans' bridge inspections as \"robust.\" \u003c/p>\n\u003cp>Reporters pressed Tavares about whether he was concerned that the joint failed just six months after it was inspected and whether the episode suggested the transportation agency should do something more.\u003c/p>\n\u003cp>\"We are doing everything to the best of our abilities,\" Tavares responded, adding that every element of the bridge structure undergoes regular examinations. \u003c/p>\n\u003cp>\"We go through the entire bridge very carefully,\" he said. \u003c/p>\n\u003cp>But he added that the 63-year-old bridge, like other transportation infrastructure around the state, might be showing its age. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It's an old bridge,\" he said. Asked how long the bridge could be expected to continue in service, he said, \"I would assume it should still be viable for another 10, 20 years, if not longer.\" \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Caltrans says work will begin next week to replace a damaged expansion joint on the upper deck of the Richmond-San Rafael Bridge, the source of falling concrete chunks that \u003ca href=\"https://www.kqed.org/news/11724453/san-rafael-richmond-bridge-closes-because-of-falling-concrete\" rel=\"noopener\" target=\"_blank\">shut down the span\u003c/a> and led to monstrous traffic tie-ups Thursday. \u003c/p>\n\u003cp>Caltrans District 4 Director Tony Tavares said in a Friday afternoon media briefing that work is expected to begin Monday night, weather permitting, to begin replacing the damaged steel joint and pour new concrete. \u003c/p>\n\u003cp>He said he anticipates construction crews will be on scene from about 9 p.m. through 3 a.m. during the project, which could last as long as several weeks. Occasional lane closures will be necessary.\u003c/p>\n\u003cp>Tavares said he expects the upcoming repair will cost around $300,000. He added that an inspection team will examine all the expansion joints on the 5.5-mile span in the next two weeks or so. \u003c/p>\n\u003cp>The bridge was closed late Thursday morning after a chunk of concrete, variously described as football-sized or basketball-sized, fell and struck a car traveling on the span's eastbound lower deck. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The span remained closed most of the day as pieces of concrete continued to fall from the underside of the upper deck and shatter on the lower roadway. It reopened briefly in the afternoon, but was almost immediately shut down again as the concrete fall resumed. \u003c/p>\n\u003cp>The closure's impact was felt all over the central Bay Area, with epic gridlock prevailing, for instance, in downtown San Francisco.\u003c/p>\n\u003cp>Traffic finally resumed its normal flow in both directions about 8 p.m. Thursday after crews installed a steel plate over the damaged expansion joint and placed plywood on the underside of the upper deck to prevent any further concrete drops. \u003c/p>\n\u003cp>Tavares said engineers currently believe the expansion joint failed and concrete began falling because of an especially heavy traffic load Thursday morning coupled with normal wear and tear. The joint is designed to help the roadway accommodate the constant vibrations the bridge experiences as well as the structure's expansion and contraction as it heats and cools. \u003c/p>\n\u003cp>Tavares used the briefing to try to ease concerns about the bridge's condition. \u003c/p>\n\u003cp>\"The bridge is safe,\" Tavares said. \"... The structural integrity of the bridge is sound.\"\u003c/p>\n\u003cp>He said the joint that failed — and the rest of the bridge — had undergone an inspection last August that found no problems. He described Caltrans' bridge inspections as \"robust.\" \u003c/p>\n\u003cp>Reporters pressed Tavares about whether he was concerned that the joint failed just six months after it was inspected and whether the episode suggested the transportation agency should do something more.\u003c/p>\n\u003cp>\"We are doing everything to the best of our abilities,\" Tavares responded, adding that every element of the bridge structure undergoes regular examinations. \u003c/p>\n\u003cp>\"We go through the entire bridge very carefully,\" he said. \u003c/p>\n\u003cp>But he added that the 63-year-old bridge, like other transportation infrastructure around the state, might be showing its age. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It's an old bridge,\" he said. Asked how long the bridge could be expected to continue in service, he said, \"I would assume it should still be viable for another 10, 20 years, if not longer.\" \u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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