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"content": "\u003cp>\u003cem>Updated 1:20 p.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>A section of Highway 1 \u003ca href=\"https://www.kqed.org/news/11473404/huge-landslide-in-big-sur-causes-new-challenge-to-reopen-highway-1\" target=\"_blank\" rel=\"noopener\">obliterated by a monster landslide\u003c/a> near the southern end of Big Sur is reopening after 14 months of re-engineering and construction.\u003c/p>\n\u003cp>Caltrans announced Tuesday night that the final phase of the $54 million project — which restored the broken highway just south of the community of Gorda and 25 miles north of San Simeon — went faster than expected and that the road would be open to traffic Wednesday.\u003c/p>\n\u003cp>A celebratory agency tweet declared the road open at 9:45 a.m.\u003c/p>\n\u003cp>https://twitter.com/CaltransD5/status/1019626637267165184\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The slide on May 20, 2017, occurred when a rain-saturated mountainside at Mud Creek gave way, destroying hundreds of yards of the coast highway and dumping millions of tons of dirt and rock into the Pacific.\u003c/p>\n\u003cp>The episode was the last and largest in a series of slides, slumps and slope collapses along the coastal route during the extraordinarily rainy season of 2016-17. At the northern end of Big Sur, a mudslide knocked out the Pfeiffer Canyon Bridge near Big Sur Station.\u003c/p>\n\u003cp>With Big Sur \u003ca href=\"https://www.kqed.org/news/11488191/map-a-history-of-big-sur-landslides-and-highway-1-closures\">cut off\u003c/a> for months last year, many residents, construction crews and tourists were forced to use Nacimiento-Fergusson Road, a narrow, twisting route across the mountains, to access the area.\u003c/p>\n\u003cp>The disruptions choked off the usually heavy flow of visitors to the 75-mile stretch of coast.\u003c/p>\n\u003cp>Now, with a new bridge in place at Pfeiffer Canyon and Wednesday's reopening at Mud Creek, that isolation is over.\u003c/p>\n\u003cp>Rick Aldinger, general manager of the Big Sur River Inn, said Wednesday he’s looking forward to a steady flow of guests.\u003c/p>\n\u003cp>“I would like to think that by noon we'll be back up to normal levels of business. But I really don't expect that to happen,” Aldinger said.\u003c/p>\n\u003cp>Caltrans spokeswoman Susana Cruz noted the Mud Creek reopening is two months ahead of last year's original estimate — while vacationers are still on the road.\u003c/p>\n\u003cp>\"We're just really happy that there's still part of summer left, because the original plan was mid-September,\" after the height of the tourist season, she said. \"We're very happy about that.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This report contains reporting from Krista Almanzan of KAZU. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The slide on May 20, 2017, occurred when a rain-saturated mountainside at Mud Creek gave way, destroying hundreds of yards of the coast highway and dumping millions of tons of dirt and rock into the Pacific.\u003c/p>\n\u003cp>The episode was the last and largest in a series of slides, slumps and slope collapses along the coastal route during the extraordinarily rainy season of 2016-17. At the northern end of Big Sur, a mudslide knocked out the Pfeiffer Canyon Bridge near Big Sur Station.\u003c/p>\n\u003cp>With Big Sur \u003ca href=\"https://www.kqed.org/news/11488191/map-a-history-of-big-sur-landslides-and-highway-1-closures\">cut off\u003c/a> for months last year, many residents, construction crews and tourists were forced to use Nacimiento-Fergusson Road, a narrow, twisting route across the mountains, to access the area.\u003c/p>\n\u003cp>The disruptions choked off the usually heavy flow of visitors to the 75-mile stretch of coast.\u003c/p>\n\u003cp>Now, with a new bridge in place at Pfeiffer Canyon and Wednesday's reopening at Mud Creek, that isolation is over.\u003c/p>\n\u003cp>Rick Aldinger, general manager of the Big Sur River Inn, said Wednesday he’s looking forward to a steady flow of guests.\u003c/p>\n\u003cp>“I would like to think that by noon we'll be back up to normal levels of business. But I really don't expect that to happen,” Aldinger said.\u003c/p>\n\u003cp>Caltrans spokeswoman Susana Cruz noted the Mud Creek reopening is two months ahead of last year's original estimate — while vacationers are still on the road.\u003c/p>\n\u003cp>\"We're just really happy that there's still part of summer left, because the original plan was mid-September,\" after the height of the tourist season, she said. \"We're very happy about that.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This report contains reporting from Krista Almanzan of KAZU. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How Oregon Woman Survived Car's 250-Foot Plunge From Big Sur Cliff",
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"content": "\u003cp>An Oregon woman who was badly injured and stranded for a week after her Jeep plunged 250 feet over a cliff into the ocean near Big Sur in Monterey County says she survived by drinking fresh water dripping from moss until she was rescued Friday by a couple hiking along the beach.\u003c/p>\n\u003cp>From her hospital bed, 23-year-old Angela Hernandez posted \u003ca href=\"https://www.facebook.com/permalink.php?story_fbid=863966753796017&id=100005481015477\">a detailed account\u003c/a> Sunday night on Facebook of her survival after the crash.\u003c/p>\n\u003cp>The Portland woman said she spent each day walking the isolated stretch of beach, searching for help, and was unable to make her way back up to the highway.\u003c/p>\n\u003cp>She said she had a brain hemorrhage, collapsed lung, broken ribs and collarbones, and severe sunburn.\u003c/p>\n\u003cp>\"For her to survive for seven days on the coast with waves crashing over you at times, with injuries that she had, is amazing,\" Monterey County Sheriff Steve Bernal said. \"She was a fighter. She had the will to survive and I think most people in that situation probably wouldn't have lasted that long.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Hernandez had been driving to her sister's home in Lancaster, near Los Angeles, on July 6 when a small animal crossed in front of her, causing her to swerve and lose control of her car, she wrote.\u003c/p>\n\u003cp>\"The only thing I really remember after that was waking up. I was still in my car and I could feel water rising over my knees. My head hurt and when I touched it, I found blood on my hands.\"\u003c/p>\n\u003cp>She said she broke a window of her car, jumped into the ocean and swam ashore. She fell asleep on the beach and realized what had happened after she woke up.\u003c/p>\n\u003cfigure id=\"attachment_11680837\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n.jpg\">\u003cimg class=\"size-medium wp-image-11680837\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Jeep Patriot that Angela Hernandez says she drove off a Big Sur cliff while trying to avoid hitting an animal on Highway 1. \u003ccite>(Angela Hernandez via Facebook)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Her shoulders, hips, back and thighs were radiating pain and all she could see was the cliff, rocks and ocean.\u003c/p>\n\u003cp>\"People don't normally survive plunges down the Big Sur coast like this. She is very lucky,\" Bernal said.\u003c/p>\n\u003cp>In the days that followed, Hernandez walked the beach searching for help, climbing on rocks to avoid sharp sand and walking on the shore to get away from hot rocks, she said.\u003c/p>\n\u003cp>\"I found a high spot I was able to climb up to and found myself there almost every day,\" Hernandez wrote. \"I could see cars driving across the cliff and felt like if I could yell just loud enough, that one could hear or see me. That's all it would take to make it back to my family. Just one person noticing me.\"\u003c/p>\n\u003cp>Rescue crews had searched the area and found no \"obvious\" signs that a car had gone over a cliff, Bernal said.\u003c/p>\n\u003cp>By the third day, Hernandez's jeans were torn, her socks had holes and she knew she was dehydrated. She made her way back to her car and found a 10-inch radiator hose that had fallen from the car during the crash.\u003c/p>\n\u003cp>\"I walked farther south down the beach than I ever had before and heard a dripping sound,\" she wrote on Facebook. \"I looked up and saw a huge patch of moss with water dripping down from it. I caught the water in my hands and tasted it. It was fresh!!!!\"\u003c/p>\n\u003cp>She said she developed a daily ritual of walking the beach in search of new high ground, screaming for help at the top of her lungs and collecting fresh water.\u003c/p>\n\u003cp>\"It would be a lie to say that things got easier as the days passed,\" she wrote. \"They never did. But, they sure got predictable.\"\u003c/p>\n\u003cp>Everything changed on Friday, when Hernandez woke up and saw a woman walking across the shore.\u003c/p>\n\u003cp>\"I thought it was a dream,\" she wrote. \"I screamed, \"HEEELLLPPPPP!\" and then got up as quickly as I could and ran over to her.\"\u003c/p>\n\u003cp>Chelsea and Chad Moore were hiking and looking for places to fish when they spotted Hernandez's wrecked car and then her. Chelsea Moore ran and got help as her husband stayed with Hernandez and gave her fresh water.\u003c/p>\n\u003cp>\"We just kind of panicked and were like, 'Oh, my God, you were in that car we just saw and are alive,' \" Chelsea Moore told KION-TV in Monterey County.\u003c/p>\n\u003cp>Chelsea Moore made her way to a camp and called 911 before spotting a missing person handout with Hernandez's photo.\u003c/p>\n\u003cp>She rushed back with help and Hernandez was hoisted up a cliff by rescuers and taken by helicopter to a hospital, where she is recovering.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I couldn't believe that they were even real,\" Hernandez said of her rescuers. \"I couldn't believe that we had finally found each other.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An Oregon woman who was badly injured and stranded for a week after her Jeep plunged 250 feet over a cliff into the ocean near Big Sur in Monterey County says she survived by drinking fresh water dripping from moss until she was rescued Friday by a couple hiking along the beach.\u003c/p>\n\u003cp>From her hospital bed, 23-year-old Angela Hernandez posted \u003ca href=\"https://www.facebook.com/permalink.php?story_fbid=863966753796017&id=100005481015477\">a detailed account\u003c/a> Sunday night on Facebook of her survival after the crash.\u003c/p>\n\u003cp>The Portland woman said she spent each day walking the isolated stretch of beach, searching for help, and was unable to make her way back up to the highway.\u003c/p>\n\u003cp>She said she had a brain hemorrhage, collapsed lung, broken ribs and collarbones, and severe sunburn.\u003c/p>\n\u003cp>\"For her to survive for seven days on the coast with waves crashing over you at times, with injuries that she had, is amazing,\" Monterey County Sheriff Steve Bernal said. \"She was a fighter. She had the will to survive and I think most people in that situation probably wouldn't have lasted that long.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Hernandez had been driving to her sister's home in Lancaster, near Los Angeles, on July 6 when a small animal crossed in front of her, causing her to swerve and lose control of her car, she wrote.\u003c/p>\n\u003cp>\"The only thing I really remember after that was waking up. I was still in my car and I could feel water rising over my knees. My head hurt and when I touched it, I found blood on my hands.\"\u003c/p>\n\u003cp>She said she broke a window of her car, jumped into the ocean and swam ashore. She fell asleep on the beach and realized what had happened after she woke up.\u003c/p>\n\u003cfigure id=\"attachment_11680837\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n.jpg\">\u003cimg class=\"size-medium wp-image-11680837\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/07/37185176_864073483785344_7371583186238701568_n-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Jeep Patriot that Angela Hernandez says she drove off a Big Sur cliff while trying to avoid hitting an animal on Highway 1. \u003ccite>(Angela Hernandez via Facebook)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Her shoulders, hips, back and thighs were radiating pain and all she could see was the cliff, rocks and ocean.\u003c/p>\n\u003cp>\"People don't normally survive plunges down the Big Sur coast like this. She is very lucky,\" Bernal said.\u003c/p>\n\u003cp>In the days that followed, Hernandez walked the beach searching for help, climbing on rocks to avoid sharp sand and walking on the shore to get away from hot rocks, she said.\u003c/p>\n\u003cp>\"I found a high spot I was able to climb up to and found myself there almost every day,\" Hernandez wrote. \"I could see cars driving across the cliff and felt like if I could yell just loud enough, that one could hear or see me. That's all it would take to make it back to my family. Just one person noticing me.\"\u003c/p>\n\u003cp>Rescue crews had searched the area and found no \"obvious\" signs that a car had gone over a cliff, Bernal said.\u003c/p>\n\u003cp>By the third day, Hernandez's jeans were torn, her socks had holes and she knew she was dehydrated. She made her way back to her car and found a 10-inch radiator hose that had fallen from the car during the crash.\u003c/p>\n\u003cp>\"I walked farther south down the beach than I ever had before and heard a dripping sound,\" she wrote on Facebook. \"I looked up and saw a huge patch of moss with water dripping down from it. I caught the water in my hands and tasted it. It was fresh!!!!\"\u003c/p>\n\u003cp>She said she developed a daily ritual of walking the beach in search of new high ground, screaming for help at the top of her lungs and collecting fresh water.\u003c/p>\n\u003cp>\"It would be a lie to say that things got easier as the days passed,\" she wrote. \"They never did. But, they sure got predictable.\"\u003c/p>\n\u003cp>Everything changed on Friday, when Hernandez woke up and saw a woman walking across the shore.\u003c/p>\n\u003cp>\"I thought it was a dream,\" she wrote. \"I screamed, \"HEEELLLPPPPP!\" and then got up as quickly as I could and ran over to her.\"\u003c/p>\n\u003cp>Chelsea and Chad Moore were hiking and looking for places to fish when they spotted Hernandez's wrecked car and then her. Chelsea Moore ran and got help as her husband stayed with Hernandez and gave her fresh water.\u003c/p>\n\u003cp>\"We just kind of panicked and were like, 'Oh, my God, you were in that car we just saw and are alive,' \" Chelsea Moore told KION-TV in Monterey County.\u003c/p>\n\u003cp>Chelsea Moore made her way to a camp and called 911 before spotting a missing person handout with Hernandez's photo.\u003c/p>\n\u003cp>She rushed back with help and Hernandez was hoisted up a cliff by rescuers and taken by helicopter to a hospital, where she is recovering.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I couldn't believe that they were even real,\" Hernandez said of her rescuers. \"I couldn't believe that we had finally found each other.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated Wednesday, June 20, to reflect the SFMTA board's unanimous passage of higher scooter parking fines.\u003c/em>\u003c/p>\n\u003cp>Sometime this month or next, San Francisco transportation officials will issue permits to as many as five firms to operate electric stand-up rental scooters in the city.\u003c/p>\n\u003cp>But even before those permits are awarded, the city is signaling it will get tough on companies that don't make sure their scooters are properly parked.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency board approved new rules Tuesday that would increase penalties for repeat parking offenses. \u003c/p>\n\u003cp>The scooter parking penalties would go from a flat $100 per violation to $100 for the first ticket in a 12-month period, $200 for a second offense and $500 for the third and every subsequent citation. The fines would be assessed against scooter companies, not individual riders. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Three companies -- Bird, LimeBike and Spin -- distributed scooters on the city's streets in March just after the Board of Supervisors began discussing steps to regulate the machines.\u003c/p>\n\u003cp>Amid \u003ca href=\"https://www.kqed.org/news/11660993/s-f-officials-contemplate-legal-action-to-rein-in-rogue-scooters\" target=\"_blank\" rel=\"noopener\">the ensuing public uproar\u003c/a>, many complaints focused on the tendency of some riders to dump their scooters just anywhere instead of parking them out of the way of pedestrians.\u003c/p>\n\u003cp>The Board of Supes subsequently passed an ordinance making it illegal for the scooter firms to operate without a permit. Thus the creation of the SFMTA's permit process.\u003c/p>\n\u003cp>The agency plans to grant permits to as many as five companies to operate a total of 1,250 scooters citywide in the initial phase of its 12-month pilot project. The agency could allow the number of scooters to double after the first six months of the pilot, which is designed to allow the city to gather data on the vehicles' use and test the companies' ability to develop parking solutions.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/06/6-19-18_item_10.3_pilot_scooter_share_program_permit_-_transportation_code_amendment.pdf\" target=\"_blank\" rel=\"noopener\">A staff memo\u003c/a> prepared for Tuesday's SFMTA board meeting said the higher parking penalties are designed to ensure the scooter firms comply with city regulations.\u003c/p>\n\u003cp>\"Meaningful enforcement is an important part of an effective permit program,\" the memo says. \"And the ability to impose increased penalties for repeated violations will improve SFMTA’s ability to ensure compliance\" with permit rules.\u003c/p>\n\u003cp>Ed Reiskin, the city's director of transportation, told board members Tuesday that higher fines arose from comments the SFMTA heard while developing the pilot project \"that the fees that were originally proposed were too low and might be seen as a cost of doing business for a scofflaw company.\" \u003c/p>\n\u003cp>A total of 12 companies filed permit applications by the June 7 deadline -- including firms like Uber and Lyft that have not previously operated scooter programs.\u003c/p>\n\u003cp>Among the three companies that launched in the city in March, Bird was most aggressive in deploying its vehicles and has criticized the city's cap on the number of scooters to be deployed during the pilot project.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Southern California-based firm was operating more than 2,000 scooters in San Francisco by late May and has argued that the city should adopt what it calls a \"dynamic cap\" -- essentially allowing each firm to decide how many machines to place on the streets based on demand.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Wednesday, June 20, to reflect the SFMTA board's unanimous passage of higher scooter parking fines.\u003c/em>\u003c/p>\n\u003cp>Sometime this month or next, San Francisco transportation officials will issue permits to as many as five firms to operate electric stand-up rental scooters in the city.\u003c/p>\n\u003cp>But even before those permits are awarded, the city is signaling it will get tough on companies that don't make sure their scooters are properly parked.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency board approved new rules Tuesday that would increase penalties for repeat parking offenses. \u003c/p>\n\u003cp>The scooter parking penalties would go from a flat $100 per violation to $100 for the first ticket in a 12-month period, $200 for a second offense and $500 for the third and every subsequent citation. The fines would be assessed against scooter companies, not individual riders. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Three companies -- Bird, LimeBike and Spin -- distributed scooters on the city's streets in March just after the Board of Supervisors began discussing steps to regulate the machines.\u003c/p>\n\u003cp>Amid \u003ca href=\"https://www.kqed.org/news/11660993/s-f-officials-contemplate-legal-action-to-rein-in-rogue-scooters\" target=\"_blank\" rel=\"noopener\">the ensuing public uproar\u003c/a>, many complaints focused on the tendency of some riders to dump their scooters just anywhere instead of parking them out of the way of pedestrians.\u003c/p>\n\u003cp>The Board of Supes subsequently passed an ordinance making it illegal for the scooter firms to operate without a permit. Thus the creation of the SFMTA's permit process.\u003c/p>\n\u003cp>The agency plans to grant permits to as many as five companies to operate a total of 1,250 scooters citywide in the initial phase of its 12-month pilot project. The agency could allow the number of scooters to double after the first six months of the pilot, which is designed to allow the city to gather data on the vehicles' use and test the companies' ability to develop parking solutions.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/06/6-19-18_item_10.3_pilot_scooter_share_program_permit_-_transportation_code_amendment.pdf\" target=\"_blank\" rel=\"noopener\">A staff memo\u003c/a> prepared for Tuesday's SFMTA board meeting said the higher parking penalties are designed to ensure the scooter firms comply with city regulations.\u003c/p>\n\u003cp>\"Meaningful enforcement is an important part of an effective permit program,\" the memo says. \"And the ability to impose increased penalties for repeated violations will improve SFMTA’s ability to ensure compliance\" with permit rules.\u003c/p>\n\u003cp>Ed Reiskin, the city's director of transportation, told board members Tuesday that higher fines arose from comments the SFMTA heard while developing the pilot project \"that the fees that were originally proposed were too low and might be seen as a cost of doing business for a scofflaw company.\" \u003c/p>\n\u003cp>A total of 12 companies filed permit applications by the June 7 deadline -- including firms like Uber and Lyft that have not previously operated scooter programs.\u003c/p>\n\u003cp>Among the three companies that launched in the city in March, Bird was most aggressive in deploying its vehicles and has criticized the city's cap on the number of scooters to be deployed during the pilot project.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Southern California-based firm was operating more than 2,000 scooters in San Francisco by late May and has argued that the city should adopt what it calls a \"dynamic cap\" -- essentially allowing each firm to decide how many machines to place on the streets based on demand.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Transportation officials have targeted July for reopening an iconic stretch of Highway 1 in the scenic Big Sur coastal region that was \u003ca href=\"https://www.kqed.org/news/11479166/before-and-after-the-historic-big-sur-landslide\" target=\"_blank\" rel=\"noopener\">blocked last year by a massive landslide\u003c/a>.\u003c/p>\n\u003cp>The road that connects Los Angeles to San Francisco was projected to open in mid-September, but the \u003ca href=\"http://www.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">California Department of Transportation\u003c/a> announced Tuesday it will open to all travelers by the end of July.\u003c/p>\n\u003cp>https://twitter.com/CaltransD5/status/1006657801089736704\u003c/p>\n\u003cp>“Rebuilding Highway 1 and restoring traffic along the Big Sur coast has been our priority. And by opening the highway sooner than expected, it will boost the many Central Coast communities affected by this major landslide,” said Richard Rosales, an acting district director.\u003c/p>\n\u003cp>Highway 1 has been \u003ca href=\"https://www.kqed.org/news/11488191/map-a-history-of-big-sur-landslides-and-highway-1-closures\" target=\"_blank\" rel=\"noopener\">dogged by slides since December 2016\u003c/a>, but the one that hit in May 2017 was monumental. Millions of tons of earth moved, displacing 75 acres (30 hectares) of land.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The debris slid well out into the ocean, creating 15 acres (6 hectares) of new coastline about 9 miles (14.5 kilometers) north of the Monterey-San Luis Obispo county line.\u003c/p>\n\u003cp>The transportation Department has since been working to stabilize the slide to rebuild the highway over it. The $54 million project included building a massive rock seawall at the foot of the slide.\u003c/p>\n\u003cp>This strategy is allowing roadway rebuilding more quickly and at a lower cost than other alternatives such as structures, a tunnel or major earthwork that puts additional fill into the ocean, the transportation department said.\u003c/p>\n\u003cp>The work is being done about 25 miles (40 kilometers) south of where another segment of the highway was blocked when a storm-spawned landslide wrecked a bridge in early 2017.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Last October, a replacement span designed without support columns was opened that could be vulnerable to future slides.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Transportation officials have targeted July for reopening an iconic stretch of Highway 1 in the scenic Big Sur coastal region that was \u003ca href=\"https://www.kqed.org/news/11479166/before-and-after-the-historic-big-sur-landslide\" target=\"_blank\" rel=\"noopener\">blocked last year by a massive landslide\u003c/a>.\u003c/p>\n\u003cp>The road that connects Los Angeles to San Francisco was projected to open in mid-September, but the \u003ca href=\"http://www.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">California Department of Transportation\u003c/a> announced Tuesday it will open to all travelers by the end of July.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>“Rebuilding Highway 1 and restoring traffic along the Big Sur coast has been our priority. And by opening the highway sooner than expected, it will boost the many Central Coast communities affected by this major landslide,” said Richard Rosales, an acting district director.\u003c/p>\n\u003cp>Highway 1 has been \u003ca href=\"https://www.kqed.org/news/11488191/map-a-history-of-big-sur-landslides-and-highway-1-closures\" target=\"_blank\" rel=\"noopener\">dogged by slides since December 2016\u003c/a>, but the one that hit in May 2017 was monumental. Millions of tons of earth moved, displacing 75 acres (30 hectares) of land.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The debris slid well out into the ocean, creating 15 acres (6 hectares) of new coastline about 9 miles (14.5 kilometers) north of the Monterey-San Luis Obispo county line.\u003c/p>\n\u003cp>The transportation Department has since been working to stabilize the slide to rebuild the highway over it. The $54 million project included building a massive rock seawall at the foot of the slide.\u003c/p>\n\u003cp>This strategy is allowing roadway rebuilding more quickly and at a lower cost than other alternatives such as structures, a tunnel or major earthwork that puts additional fill into the ocean, the transportation department said.\u003c/p>\n\u003cp>The work is being done about 25 miles (40 kilometers) south of where another segment of the highway was blocked when a storm-spawned landslide wrecked a bridge in early 2017.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Last October, a replacement span designed without support columns was opened that could be vulnerable to future slides.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "The Numbers Behind Bay Area Vote to Raise Bridge Tolls",
"title": "The Numbers Behind Bay Area Vote to Raise Bridge Tolls",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cstrong>Update, July 10, 11:20 a.m.:\u003c/strong> The table below has been updated with final county election numbers reported to the state. \u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>First:\u003c/strong> Marin County's recent returns show it to have had the highest voter turnout in the region -- 55.9 percent -- and to have expressed stronger support for Regional Measure 3 than was first apparent. The latest tally shows Marin to hove joined San Francisco and Santa Clara counties in approving the toll hikes by 60 percent or more.\u003c/li>\n\u003cli>\u003cstrong>Second:\u003c/strong> The nearly final returns indicate that Regional Measure 3 would have passed -- by an eyelash -- without the lopsided support from Santa Clara and San Francisco counties. Subtracting those two counties from the total, the vote from the seven remaining counties was something like 50.3 percent yes. That figure is subject to future tweaking as the last votes are counted.\u003c/li>\n\u003cli>\u003cstrong>Third:\u003c/strong> One large-ish chunk of votes is still not reflected in the vote totals: Sonoma County has not reported vote totals since June 6, the day after the election. Based on Sonoma's much higher than average turnout in the 2014 primary and overall regional turnout this year -- close to 42 percent -- the county could still have 35,000 to 40,000 votes to report. At last report, Sonoma had voted 52.8 percent yes for the toll hikes.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Original post:\u003c/em>\u003c/p>\n\u003cp>[dropcap]W[/dropcap]e can't say we've heard of anyone -- or anyone else -- who's still sitting on the edge of their seats waiting for the final results of the nine-county vote on Regional Measure 3. That's the measure to raise tolls on Bay Area bridges by three bucks between now and 2025 to pay for transit and highway projects.\u003c/p>\n\u003cp>Since I \u003cem>am\u003c/em> sitting on the edge of my seat, I can tell you that as of 5:30 p.m. Wednesday the measure is ahead with a tally of 783,791 yes (54.9 percent), and 642,492 no (45.1 percent). That tally isn't final. But the roughly 141,000-vote margin means that unless someone somewhere has been hoarding a couple of BART trains packed with \"no\" ballots, the bridge toll has passed. Period.\u003c/p>\n\u003cp>The measure got a yes vote in seven of nine counties, with Contra Costa and Solano counties voting no by large margins. The size of the winning majority is due to relatively high turnout and overwhelming support in San Francisco and Santa Clara counties. Together, voters in those two counties approved RM3 by just over 146,000 votes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/91Wa3/21/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>A couple of observations on the numbers as they stand now:\u003c/p>\n\u003cp>\u003cstrong>1. Uncounted ballots:\u003c/strong> It's unknown how many votes are left to count regionwide -- but we can guess. So far, elections offices in the nine counties have reported counting 1.52 million ballots, representing 39.1 percent of the region's 3.9 million registered voters. If you assume that the total nine-county turnout gets to 40 percent, that would mean there are at most 80,000 votes left to count.\u003c/p>\n\u003cp>\u003cstrong>2. Turnout:\u003c/strong> The current 39.1 percent participation of registered voters doesn't sound like anything to write home about. The statewide turnout for the 2016 presidential election, by contrast, was 75 percent. But masses of voters ignore the primaries -- especially off-year primaries, when no presidential candidates appear on the ballot. In 2014, for instance, turnout in the nine Bay Area counties was an aggregate 30 percent (statewide, the figure was 25 percent). So, the prospect of 40 percent participation after all votes are counted? That's a raging torrent of turnout.\u003c/p>\n\u003cp>\u003cstrong>3. Turnout hotspots:\u003c/strong> San Francisco, thanks to a contentious mayor's race, will probably wind up with close to 53 percent turnout -- the highest in the Bay Area and the only county to come close to exceeding 50 percent. Santa Clara and Marin counties are next, with turnout in the low 40s.\u003c/p>\n\u003cp>\u003cstrong>4. Turnout deadspots:\u003c/strong> The race for lowest turnout county is still too close to call. San Mateo and Sonoma counties still report lower than 30 percent turnout -- but they have been slow to count ballots and report results, and it's likely to be the end of the week before we have a better picture of their close-to-final numbers.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/h6hRL/7/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>5. The \"no\" counties:\u003c/strong> The result in the \"no\" counties was in line with their voting history on past transportation measures. Solano County gave the weakest support for Regional Measure 1 in 1988, which standardized tolls on the Bay Area's seven state-owned bridge at $1. While the rest of the seven counties that voted in that election gave better than two-thirds support, Solano voted 58 percent \"yes.\" In 2004, Solano County voted 59 percent no on the $1 toll increase proposed by Regional Measure 2. In 2016, the county's voters also rejected a half-cent sales tax increase for local transportation projects and gave less than 60 percent support to BART's $3.5 billion bond measure (it needed two-thirds to pass -- and got it because of strong support in the other two BART counties -- Alameda and San Francisco). The result on Regional Measure 3: 70 percent \"no.\"\u003c/p>\n\u003cp>Contra Costa County's support for transportation measures has also trended down. Voters supported Regional Measure 1 with a 68 percent yes vote, but gave just 51 percent support to Regional Measure 2. The county's voters also rejected a half-cent transportation sales tax in 2016. The Measure 3 result: 55 percent \"no.\"\u003c/p>\n\u003cp>\u003cstrong>6. The \"super yes\" counties:\u003c/strong> The strong support for the bridge toll increase in Santa Clara and San Francisco counties bears out their past strong support for transportation measures. San Francisco gave 69 percent support to both RM1 and RM2 -- and 65 percent to RM3. City voters also enthusiastically supported the 2016 BART bond measure (though in the same election they soundly rejected a sales tax increase that would have been split between transportation and homeless services). Santa Clara County has given strong support to all three regional measures and to countywide sales taxes for BART and other transportation project.\u003c/p>\n\u003cp>\u003cstrong>7. Counterfactual: What if the \"super yes\" counties had been less \"yes\"?\u003c/strong> Some Regional Measure 3 critics say that the strong support in Santa Clara and San Francisco counties suggests the vote was unfairly stacked against counties that were less enthusiastic about the new tolls. If you took those two counties out of the mix, they point out, the measure would have lost.\u003c/p>\n\u003cp>OK, but: The two counties are home to roughly 2.8 million residents. There's no reason to exclude them simply because they've voted in large numbers for toll increases. It might be more realistic to look at how the regionwide results might look if San Francisco and Santa Clara hadn't voted so strongly in favor of RM3. What if voters there had voted yes at the same rate as the county with the median result?\u003c/p>\n\u003cp>Alameda County, which voted 53.9 percent \"yes,\" proved to be the median of the nine counties in this election (four counties gave stronger support, four counties expressed lower support). If Santa Clara and San Francisco had voted yes at Alameda's 53.9 percent rate, the measure would still have passed with a 51.3 percent yes vote.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>And if the \"super yes\" counties had voted for RM3 at the lowest rate of the five other yes counties -- Napa's 50.7 percent -- the toll increase would still have passed, though only with 50.08 percent of the vote.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, July 10, 11:20 a.m.:\u003c/strong> The table below has been updated with final county election numbers reported to the state. \u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>First:\u003c/strong> Marin County's recent returns show it to have had the highest voter turnout in the region -- 55.9 percent -- and to have expressed stronger support for Regional Measure 3 than was first apparent. The latest tally shows Marin to hove joined San Francisco and Santa Clara counties in approving the toll hikes by 60 percent or more.\u003c/li>\n\u003cli>\u003cstrong>Second:\u003c/strong> The nearly final returns indicate that Regional Measure 3 would have passed -- by an eyelash -- without the lopsided support from Santa Clara and San Francisco counties. Subtracting those two counties from the total, the vote from the seven remaining counties was something like 50.3 percent yes. That figure is subject to future tweaking as the last votes are counted.\u003c/li>\n\u003cli>\u003cstrong>Third:\u003c/strong> One large-ish chunk of votes is still not reflected in the vote totals: Sonoma County has not reported vote totals since June 6, the day after the election. Based on Sonoma's much higher than average turnout in the 2014 primary and overall regional turnout this year -- close to 42 percent -- the county could still have 35,000 to 40,000 votes to report. At last report, Sonoma had voted 52.8 percent yes for the toll hikes.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Original post:\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">W\u003c/span>\u003c/p>\u003cp>e can't say we've heard of anyone -- or anyone else -- who's still sitting on the edge of their seats waiting for the final results of the nine-county vote on Regional Measure 3. That's the measure to raise tolls on Bay Area bridges by three bucks between now and 2025 to pay for transit and highway projects.\u003c/p>\n\u003cp>Since I \u003cem>am\u003c/em> sitting on the edge of my seat, I can tell you that as of 5:30 p.m. Wednesday the measure is ahead with a tally of 783,791 yes (54.9 percent), and 642,492 no (45.1 percent). That tally isn't final. But the roughly 141,000-vote margin means that unless someone somewhere has been hoarding a couple of BART trains packed with \"no\" ballots, the bridge toll has passed. Period.\u003c/p>\n\u003cp>The measure got a yes vote in seven of nine counties, with Contra Costa and Solano counties voting no by large margins. The size of the winning majority is due to relatively high turnout and overwhelming support in San Francisco and Santa Clara counties. Together, voters in those two counties approved RM3 by just over 146,000 votes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/91Wa3/21/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>A couple of observations on the numbers as they stand now:\u003c/p>\n\u003cp>\u003cstrong>1. Uncounted ballots:\u003c/strong> It's unknown how many votes are left to count regionwide -- but we can guess. So far, elections offices in the nine counties have reported counting 1.52 million ballots, representing 39.1 percent of the region's 3.9 million registered voters. If you assume that the total nine-county turnout gets to 40 percent, that would mean there are at most 80,000 votes left to count.\u003c/p>\n\u003cp>\u003cstrong>2. Turnout:\u003c/strong> The current 39.1 percent participation of registered voters doesn't sound like anything to write home about. The statewide turnout for the 2016 presidential election, by contrast, was 75 percent. But masses of voters ignore the primaries -- especially off-year primaries, when no presidential candidates appear on the ballot. In 2014, for instance, turnout in the nine Bay Area counties was an aggregate 30 percent (statewide, the figure was 25 percent). So, the prospect of 40 percent participation after all votes are counted? That's a raging torrent of turnout.\u003c/p>\n\u003cp>\u003cstrong>3. Turnout hotspots:\u003c/strong> San Francisco, thanks to a contentious mayor's race, will probably wind up with close to 53 percent turnout -- the highest in the Bay Area and the only county to come close to exceeding 50 percent. Santa Clara and Marin counties are next, with turnout in the low 40s.\u003c/p>\n\u003cp>\u003cstrong>4. Turnout deadspots:\u003c/strong> The race for lowest turnout county is still too close to call. San Mateo and Sonoma counties still report lower than 30 percent turnout -- but they have been slow to count ballots and report results, and it's likely to be the end of the week before we have a better picture of their close-to-final numbers.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/h6hRL/7/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>5. The \"no\" counties:\u003c/strong> The result in the \"no\" counties was in line with their voting history on past transportation measures. Solano County gave the weakest support for Regional Measure 1 in 1988, which standardized tolls on the Bay Area's seven state-owned bridge at $1. While the rest of the seven counties that voted in that election gave better than two-thirds support, Solano voted 58 percent \"yes.\" In 2004, Solano County voted 59 percent no on the $1 toll increase proposed by Regional Measure 2. In 2016, the county's voters also rejected a half-cent sales tax increase for local transportation projects and gave less than 60 percent support to BART's $3.5 billion bond measure (it needed two-thirds to pass -- and got it because of strong support in the other two BART counties -- Alameda and San Francisco). The result on Regional Measure 3: 70 percent \"no.\"\u003c/p>\n\u003cp>Contra Costa County's support for transportation measures has also trended down. Voters supported Regional Measure 1 with a 68 percent yes vote, but gave just 51 percent support to Regional Measure 2. The county's voters also rejected a half-cent transportation sales tax in 2016. The Measure 3 result: 55 percent \"no.\"\u003c/p>\n\u003cp>\u003cstrong>6. The \"super yes\" counties:\u003c/strong> The strong support for the bridge toll increase in Santa Clara and San Francisco counties bears out their past strong support for transportation measures. San Francisco gave 69 percent support to both RM1 and RM2 -- and 65 percent to RM3. City voters also enthusiastically supported the 2016 BART bond measure (though in the same election they soundly rejected a sales tax increase that would have been split between transportation and homeless services). Santa Clara County has given strong support to all three regional measures and to countywide sales taxes for BART and other transportation project.\u003c/p>\n\u003cp>\u003cstrong>7. Counterfactual: What if the \"super yes\" counties had been less \"yes\"?\u003c/strong> Some Regional Measure 3 critics say that the strong support in Santa Clara and San Francisco counties suggests the vote was unfairly stacked against counties that were less enthusiastic about the new tolls. If you took those two counties out of the mix, they point out, the measure would have lost.\u003c/p>\n\u003cp>OK, but: The two counties are home to roughly 2.8 million residents. There's no reason to exclude them simply because they've voted in large numbers for toll increases. It might be more realistic to look at how the regionwide results might look if San Francisco and Santa Clara hadn't voted so strongly in favor of RM3. What if voters there had voted yes at the same rate as the county with the median result?\u003c/p>\n\u003cp>Alameda County, which voted 53.9 percent \"yes,\" proved to be the median of the nine counties in this election (four counties gave stronger support, four counties expressed lower support). If Santa Clara and San Francisco had voted yes at Alameda's 53.9 percent rate, the measure would still have passed with a 51.3 percent yes vote.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And if the \"super yes\" counties had voted for RM3 at the lowest rate of the five other yes counties -- Napa's 50.7 percent -- the toll increase would still have passed, though only with 50.08 percent of the vote.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 3 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>Federal safety officials say that a Tesla SUV involved in \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener\">a fatal crash\u003c/a> March 23 on U.S. 101 in Mountain View was being operated in the vehicle's semi-autonomous mode and accelerated sharply just before it slammed into a highway barrier.\u003c/p>\n\u003cp>The National Transportation Safety Board's \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18FH011-preliminary.pdf\" target=\"_blank\" rel=\"noopener\">preliminary report\u003c/a> on the crash gives a second-by-second account of the Model X's behavior as it approached the exit from southbound U.S. 101 to Highway 85.\u003c/p>\n\u003cp>The agency says data retrieved from the vehicle showed that the Tesla-branded \u003ca href=\"https://www.tesla.com/autopilot\" target=\"_blank\" rel=\"noopener\">Autopilot\u003c/a> system was engaged for the 18 minutes and 55 seconds before the crash that killed the driver, 38-year-old Apple software engineer Walter Huang.\u003c/p>\n\u003cp>The report says the system cautioned Huang several times -- twice with visual alerts, once with an audio alert -- that he needed to put his hands on the steering wheel. In the final minute before the crash, Huang's hands were detected on the steering wheel three times for a total of 34 seconds. His hands were not on the wheel, the report says, for the six seconds before impact.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The report also includes this timeline of the final moments before the crash:\u003c/p>\n\u003cp>As the car approached the Highway 85 exit, a high-speed ramp on the left side of southbound U.S. 101, Huang's Model X was following another vehicle and traveling at 65 mph. Seven seconds before the crash, the Tesla's speed dropped slightly and it began to move toward the left -- into the exit lane -- still following the other car. Four seconds before the crash, data showed, the Autopilot system no longer detected the car ahead.\u003c/p>\n\u003cp>As the car entered what highway engineers call the \"gore\" area -- the triangular-shaped zone where the exit lane diverged from U.S. 101 -- the Model X accelerated.\u003c/p>\n\u003cp>Huang neither applied the brakes nor tried to steer the car, the report says, before the Tesla hit a damaged crash attenuator. That's a device installed to protect vehicles from hitting the exposed end of a concrete highway barrier.\u003c/p>\n\u003cp>In its damaged state -- it had been hit by another vehicle 11 days before the Tesla crash -- the attenuator could do nothing to reduce the force of the impact. In \u003ca href=\"https://www.tesla.com/blog/update-last-week%E2%80%99s-accident\" target=\"_blank\" rel=\"noopener\">a statement March 30\u003c/a>, Tesla cited the crash attenuator as a major factor in the severe damage the crash caused.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Asked whether the company could offer any insight into the car's behavior before the crash -- specifically its acceleration before it hurtled into the crash attenuator -- a Tesla spokesperson referred KQED to the March 30 statement and declined comment.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>Federal safety officials say that a Tesla SUV involved in \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener\">a fatal crash\u003c/a> March 23 on U.S. 101 in Mountain View was being operated in the vehicle's semi-autonomous mode and accelerated sharply just before it slammed into a highway barrier.\u003c/p>\n\u003cp>The National Transportation Safety Board's \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18FH011-preliminary.pdf\" target=\"_blank\" rel=\"noopener\">preliminary report\u003c/a> on the crash gives a second-by-second account of the Model X's behavior as it approached the exit from southbound U.S. 101 to Highway 85.\u003c/p>\n\u003cp>The agency says data retrieved from the vehicle showed that the Tesla-branded \u003ca href=\"https://www.tesla.com/autopilot\" target=\"_blank\" rel=\"noopener\">Autopilot\u003c/a> system was engaged for the 18 minutes and 55 seconds before the crash that killed the driver, 38-year-old Apple software engineer Walter Huang.\u003c/p>\n\u003cp>The report says the system cautioned Huang several times -- twice with visual alerts, once with an audio alert -- that he needed to put his hands on the steering wheel. In the final minute before the crash, Huang's hands were detected on the steering wheel three times for a total of 34 seconds. His hands were not on the wheel, the report says, for the six seconds before impact.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The report also includes this timeline of the final moments before the crash:\u003c/p>\n\u003cp>As the car approached the Highway 85 exit, a high-speed ramp on the left side of southbound U.S. 101, Huang's Model X was following another vehicle and traveling at 65 mph. Seven seconds before the crash, the Tesla's speed dropped slightly and it began to move toward the left -- into the exit lane -- still following the other car. Four seconds before the crash, data showed, the Autopilot system no longer detected the car ahead.\u003c/p>\n\u003cp>As the car entered what highway engineers call the \"gore\" area -- the triangular-shaped zone where the exit lane diverged from U.S. 101 -- the Model X accelerated.\u003c/p>\n\u003cp>Huang neither applied the brakes nor tried to steer the car, the report says, before the Tesla hit a damaged crash attenuator. That's a device installed to protect vehicles from hitting the exposed end of a concrete highway barrier.\u003c/p>\n\u003cp>In its damaged state -- it had been hit by another vehicle 11 days before the Tesla crash -- the attenuator could do nothing to reduce the force of the impact. In \u003ca href=\"https://www.tesla.com/blog/update-last-week%E2%80%99s-accident\" target=\"_blank\" rel=\"noopener\">a statement March 30\u003c/a>, Tesla cited the crash attenuator as a major factor in the severe damage the crash caused.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Asked whether the company could offer any insight into the car's behavior before the crash -- specifically its acceleration before it hurtled into the crash attenuator -- a Tesla spokesperson referred KQED to the March 30 statement and declined comment.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, 11:15 a.m. Tuesday, July 10:\u003c/strong> With the Regional Measure 3 count completed, the toll increased prevailed by a 55 to 45 percent. See the table below for final county-by-county results. \u003c/p>\n\u003cp>\u003cstrong>Update, 2:30 p.m. Saturday, June 16:\u003c/strong> With the marathon count nearly finished -- the regional vote tally now stands at 808,814 yes (55 percent), 661,226 no (45 percent). For county-by-county results, see table below. \u003c/p>\n\u003cp>\u003cstrong>Original post (June 6):\u003c/strong> Regional Measure 3, \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\" target=\"_blank\" rel=\"noopener\">the proposal\u003c/a> to increase tolls on Bay Area bridges to pay for what proponents promise will be congestion-busting transit and transportation projects, appears to be on the way to passing as returns trickle in.\u003c/p>\n\u003cp>At 10 a.m. Friday, with all 4,816 Bay Area precincts counted and elections officials in the nine counties that voted on the measure continuing to tally mail-in and provisional ballots, the count stood at 54.2 percent yes and 45.8 percent no. The measure needed a simple majority of the vote across the region to pass.\u003c/p>\n\u003cp>Under terms of the measure, tolls on the Bay Area's seven state-owned bridges will rise $1 next Jan. 1. A second $1 increase will take effect Jan. 1, 2022, and a third on Jan. 1, 2025. That will bring the toll to $8 on the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton bridges. The toll will range from $7 to $9 on the Bay Bridge.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The proposal secured lopsided majorities in San Francisco, with a 64.7 percent yes vote, and Santa Clara County, where the measure was winning 60.6 percent support. In Alameda County, which has the highest number of registered voters in the region and is home to many bridge commuters, RM3 was passing with 53.1 percent of the vote.\u003c/p>\n\u003cp>Big \"no\" votes were recorded in Solano County, where 70 percent turned thumbs-down on the toll increases, and Contra Costa County, where 56 percent voted against.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/91Wa3/21/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Two prominent Contra Costa elected officials -- Rep. Mark DeSaulnier and Assemblyman Tim Grayson -- both opposed the measure. DeSaulnier argued that the selection process for the $4.5 billion list of 35 transit and highway initiatives lacked long-term vision. He and Grayson contended that East Bay drivers would get too few benefits in exchange for the estimated $750 a year they'll pay once the full toll increase is in place.\u003c/p>\n\u003cp>Carl Guardino, CEO of the Silicon Valley Leadership Group and one of the leaders of the Regional Measure 3 campaign, said \"you never grow overconfident\" before you see the final results of a vote.\u003c/p>\n\u003cp>But with the measure apparently headed for passage, Guardino said the effort had been buoyed up by what he called the \"vision\" of voters in the region.\u003c/p>\n\u003cp>\"I hate tolls. I just hate traffic more,\" Guardino said. \"And that's the trade-off that hardworking people who already are cash-strapped in this region had to make. We are betting on each other to make this region better together, and there aren't a lot of regions in this country where we can say that.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Elections official could take until the end of the week or longer before they tally the mail ballots cast in the contest. Although it's unknown how many votes are outstanding -- the total is likely to be in the hundreds of thousands -- it would likely take a surge of \"no\" votes in counties that appear to have supported the measure for it to lose.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 11:15 a.m. Tuesday, July 10:\u003c/strong> With the Regional Measure 3 count completed, the toll increased prevailed by a 55 to 45 percent. See the table below for final county-by-county results. \u003c/p>\n\u003cp>\u003cstrong>Update, 2:30 p.m. Saturday, June 16:\u003c/strong> With the marathon count nearly finished -- the regional vote tally now stands at 808,814 yes (55 percent), 661,226 no (45 percent). For county-by-county results, see table below. \u003c/p>\n\u003cp>\u003cstrong>Original post (June 6):\u003c/strong> Regional Measure 3, \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\" target=\"_blank\" rel=\"noopener\">the proposal\u003c/a> to increase tolls on Bay Area bridges to pay for what proponents promise will be congestion-busting transit and transportation projects, appears to be on the way to passing as returns trickle in.\u003c/p>\n\u003cp>At 10 a.m. Friday, with all 4,816 Bay Area precincts counted and elections officials in the nine counties that voted on the measure continuing to tally mail-in and provisional ballots, the count stood at 54.2 percent yes and 45.8 percent no. The measure needed a simple majority of the vote across the region to pass.\u003c/p>\n\u003cp>Under terms of the measure, tolls on the Bay Area's seven state-owned bridges will rise $1 next Jan. 1. A second $1 increase will take effect Jan. 1, 2022, and a third on Jan. 1, 2025. That will bring the toll to $8 on the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton bridges. The toll will range from $7 to $9 on the Bay Bridge.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The proposal secured lopsided majorities in San Francisco, with a 64.7 percent yes vote, and Santa Clara County, where the measure was winning 60.6 percent support. In Alameda County, which has the highest number of registered voters in the region and is home to many bridge commuters, RM3 was passing with 53.1 percent of the vote.\u003c/p>\n\u003cp>Big \"no\" votes were recorded in Solano County, where 70 percent turned thumbs-down on the toll increases, and Contra Costa County, where 56 percent voted against.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/91Wa3/21/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Two prominent Contra Costa elected officials -- Rep. Mark DeSaulnier and Assemblyman Tim Grayson -- both opposed the measure. DeSaulnier argued that the selection process for the $4.5 billion list of 35 transit and highway initiatives lacked long-term vision. He and Grayson contended that East Bay drivers would get too few benefits in exchange for the estimated $750 a year they'll pay once the full toll increase is in place.\u003c/p>\n\u003cp>Carl Guardino, CEO of the Silicon Valley Leadership Group and one of the leaders of the Regional Measure 3 campaign, said \"you never grow overconfident\" before you see the final results of a vote.\u003c/p>\n\u003cp>But with the measure apparently headed for passage, Guardino said the effort had been buoyed up by what he called the \"vision\" of voters in the region.\u003c/p>\n\u003cp>\"I hate tolls. I just hate traffic more,\" Guardino said. \"And that's the trade-off that hardworking people who already are cash-strapped in this region had to make. We are betting on each other to make this region better together, and there aren't a lot of regions in this country where we can say that.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Elections official could take until the end of the week or longer before they tally the mail ballots cast in the contest. Although it's unknown how many votes are outstanding -- the total is likely to be in the hundreds of thousands -- it would likely take a surge of \"no\" votes in counties that appear to have supported the measure for it to lose.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A new poll released by one of the chief proponents for the Bay Area bridge toll increase says that voters are so sick of traffic congestion they’re willing to pay more — maybe a lot more — to fix it.\u003c/p>\n\u003cp>The Bay Area Council poll on transportation issues reported, unsurprisingly, that nearly two-thirds of the 1,000 registered voters surveyed thought it had gotten harder to travel around the region in the past year.\u003c/p>\n\u003cp>Pollsters presented voters with a scenario and a question: “Imagine that you could pay to eliminate traffic from your daily commute or daily routine. How much, if anything, would you pay per day to eliminate traffic entirely?”\u003c/p>\n\u003cp>“Eliminate traffic entirely”? Huh. That seems like a fantasy. But what did the people say?\u003c/p>\n\u003cp>The poll found that 73 percent would pay something to make traffic — and I’m assuming here that most people mean “other drivers” or “anyone who slows down in front of me” — go away.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"//datawrapper.dwcdn.net/yTSTt/1/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"427\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Some 34 percent of respondents suggested they’d pay $6 or more to get congestion out of their lives. Some 4 percent of respondents — probably the people in my East Bay flatlands neighborhood spending $1.5 million and up for two-bedroom bungalows — expressed a willingness to pay $51 or more for a traffic-free existence.\u003c/p>\n\u003cp>Jim Wunderman, president and CEO of the Bay Area Council, said that given the Bay Area’s long history of passing “self-help” tax measures to fund the region’s large-scale transportation needs, he didn’t find the readiness to pay something to ease the pain of gridlock too surprising.\u003c/p>\n\u003cp>“People in the Bay Area — they know a problem when they see it, and they’re willing to pay more in order to fix that problem,” Wunderman said in an interview Monday.\u003c/p>\n\u003cp>That’s a belief that will be put to the test as voters cast ballots on Regional Measure 3, \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\" target=\"_blank\" rel=\"noopener\">the bridge toll proposal\u003c/a> that voters have been casting ballots on for the past month. The measure would increase tolls on the region’s seven state-owned bridges to raise $4.5 billion over the next 25 years for three dozen major transit and highway investment. Tolls would go up in three $1 steps, with automotive tolls on most bridges reaching $8 on Jan. 1, 2025; the top toll on the Bay Bridge would be $9, charged during weekday commute hours.\u003c/p>\n\u003cp>The Bay Area Council — a business and development policy group that includes most of the region’s major companies as well as some transit agencies, local utilities, universities and media companies (though not KQED) — is an architect and major backer of the proposal.\u003c/p>\n\u003cp>Wunderman said that although Regional Measure 3 has drawn support from hundreds of local elected officials, from major newspapers and transportation advocates, the vote could be close.\u003c/p>\n\u003cp>“I think the measure passes muster with the people who think about transportation policy,” Wunderman said. “The voters are another question. As I voted, you get to this thing on the ballot called Regional Measure 3. If you’re not prepared for it and you haven’t heard much about it, what you see is that it’s an increase in the bridge tolls, and people are reluctant. So I don’t think it’s a big winner. … How will people vote? I hope wisdom proves in our favor. We’ll see.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the poll’s other findings:\u003c/p>\n\u003cul>\n\u003cli>68 percent of those surveyed said their primary mode of transportation was driving alone. The next two highest modes: 8 percent said they carpool, and 7 percent said they take BART.\u003c/li>\n\u003cli>66 percent of respondents said they believe government and public agencies should play the lead role in improving traffic and transportation in the Bay Area.\u003c/li>\n\u003cli>42 percent said housing, including cost and affordability issues, was their top concern. Traffic and congestion came in second, with 18 percent.\u003c/li>\n\u003c/ul>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new poll released by one of the chief proponents for the Bay Area bridge toll increase says that voters are so sick of traffic congestion they’re willing to pay more — maybe a lot more — to fix it.\u003c/p>\n\u003cp>The Bay Area Council poll on transportation issues reported, unsurprisingly, that nearly two-thirds of the 1,000 registered voters surveyed thought it had gotten harder to travel around the region in the past year.\u003c/p>\n\u003cp>Pollsters presented voters with a scenario and a question: “Imagine that you could pay to eliminate traffic from your daily commute or daily routine. How much, if anything, would you pay per day to eliminate traffic entirely?”\u003c/p>\n\u003cp>“Eliminate traffic entirely”? Huh. That seems like a fantasy. But what did the people say?\u003c/p>\n\u003cp>The poll found that 73 percent would pay something to make traffic — and I’m assuming here that most people mean “other drivers” or “anyone who slows down in front of me” — go away.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"//datawrapper.dwcdn.net/yTSTt/1/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"427\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Some 34 percent of respondents suggested they’d pay $6 or more to get congestion out of their lives. Some 4 percent of respondents — probably the people in my East Bay flatlands neighborhood spending $1.5 million and up for two-bedroom bungalows — expressed a willingness to pay $51 or more for a traffic-free existence.\u003c/p>\n\u003cp>Jim Wunderman, president and CEO of the Bay Area Council, said that given the Bay Area’s long history of passing “self-help” tax measures to fund the region’s large-scale transportation needs, he didn’t find the readiness to pay something to ease the pain of gridlock too surprising.\u003c/p>\n\u003cp>“People in the Bay Area — they know a problem when they see it, and they’re willing to pay more in order to fix that problem,” Wunderman said in an interview Monday.\u003c/p>\n\u003cp>That’s a belief that will be put to the test as voters cast ballots on Regional Measure 3, \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\" target=\"_blank\" rel=\"noopener\">the bridge toll proposal\u003c/a> that voters have been casting ballots on for the past month. The measure would increase tolls on the region’s seven state-owned bridges to raise $4.5 billion over the next 25 years for three dozen major transit and highway investment. Tolls would go up in three $1 steps, with automotive tolls on most bridges reaching $8 on Jan. 1, 2025; the top toll on the Bay Bridge would be $9, charged during weekday commute hours.\u003c/p>\n\u003cp>The Bay Area Council — a business and development policy group that includes most of the region’s major companies as well as some transit agencies, local utilities, universities and media companies (though not KQED) — is an architect and major backer of the proposal.\u003c/p>\n\u003cp>Wunderman said that although Regional Measure 3 has drawn support from hundreds of local elected officials, from major newspapers and transportation advocates, the vote could be close.\u003c/p>\n\u003cp>“I think the measure passes muster with the people who think about transportation policy,” Wunderman said. “The voters are another question. As I voted, you get to this thing on the ballot called Regional Measure 3. If you’re not prepared for it and you haven’t heard much about it, what you see is that it’s an increase in the bridge tolls, and people are reluctant. So I don’t think it’s a big winner. … How will people vote? I hope wisdom proves in our favor. We’ll see.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the poll’s other findings:\u003c/p>\n\u003cul>\n\u003cli>68 percent of those surveyed said their primary mode of transportation was driving alone. The next two highest modes: 8 percent said they carpool, and 7 percent said they take BART.\u003c/li>\n\u003cli>66 percent of respondents said they believe government and public agencies should play the lead role in improving traffic and transportation in the Bay Area.\u003c/li>\n\u003cli>42 percent said housing, including cost and affordability issues, was their top concern. Traffic and congestion came in second, with 18 percent.\u003c/li>\n\u003c/ul>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>By all accounts, people in eastern Contra Costa County love the brand-new eBART line from Pittsburg-Bay Point to Antioch. In its first week of operation, the service has far exceeded its projected ridership.\u003c/p>\n\u003cp>But here's something they don't like: The 1,012-space parking lot at the new Antioch station has been filling up in a hurry every weekday. That has led late-comers to try parking just about any old where so they can catch the new train. \u003c/p>\n\u003cp>This week, \"any old where\" has included nearby bicycle lanes and roadsides with tall, dry -- and potentially very combustible -- grass. \u003c/p>\n\u003cp>BART held a meeting Friday to discuss short- and long-term steps it can take to provide more space for commuters and how to deal with illegal and potentially dangerous parking. \u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said that among the questions raised at the meeting are whether it's possible to find under-used parking nearby. Among others who have floated that idea is a local resident who posted a video suggesting using a partially empty shopping mall parking lot:\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/WAsfTEVM1Oc\" frameborder=\"0\" allow=\"autoplay; encrypted-media\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Trost said BART is also evaluating whether it could build additional parking on unused portions of its Antioch property. Among the factors the agency would need to address is how much parking could be provided, how quickly and at what cost.\u003c/p>\n\u003cp>In the short term, though, BART is going to do what it can to shut down outlaw parking around the Antioch property.\u003c/p>\n\u003cp>\"We are going to be blocking off the illegal spaces people were discovering this week,\" Trost said. She added that many of the impromptu roadside parking areas pose a high fire danger.\u003c/p>\n\u003cp>\"People were parking on top of tall, dry grass,\" she said. \"Hot engines can spark a fire, so that is an extreme danger.\" \u003c/p>\n\u003cp>Many drivers chose to leave their vehicles in bike lanes around the stations, prompting Antioch police to write dozens of parking citations this week. \u003c/p>\n\u003cp>Trost said that by putting those areas out of bounds, commuters will be prompted to drive to either the new Pittsburg Center station or the Pittsburg-Bay Point station. She said the Pittsburg Center parking lot, which has 245 stalls, did not fill up during eBART's first week. And she said that Pittsburg-Bay Point had spaces open until after 10 each morning, a situation she called \"completely unheard of.\" \u003c/p>\n\u003cp>\"A lot of people who were driving to Pittsburg-Bay Point are going to Antioch,\" Trost said. \"So the idea is it will smooth out. People are going to figure out if they just cannot get to Antioch early enough\" they can try the other stations. \u003c/p>\n\u003cp>Of the 1,000-plus parking stalls, 225 are set aside for monthly and daily passholders and for those using the Scoop carpool app. There are very long waiting lists to get reserved parking at the station, but Trost says the Scoop option has been very lightly used so far. \u003c/p>\n\u003cp>So far, the parking woes have not put a dent in eBART ridership. The service was projected to record about 5,600 trips a day -- the total of entries and exits at the Pittsburg Center and Antioch stations. The total trips for eBART for the first three workdays this week ranged as high as 7,441, or 33 percent over the initial projection. \u003c/p>\n\u003cp>Trost said that the strong first-week ridership on the new line has been matched by a decline at Pittsburg-Bay Point, the old end of the system's Yellow Line. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/lWzPF/2/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"241\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cp>When will Californians get to ride in fully autonomous vehicles -- cars navigating the roads with no driver behind the wheel and, perhaps, no wheel to be behind?\u003c/p>\n\u003cp>That's's coming -- though \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M215/K278/215278591.PDF\" target=\"_blank\" rel=\"noopener\">a decision\u003c/a> from state regulators on Thursday suggests there are still a couple of regulatory twists and turns ahead before you take your first ride in a truly driverless vehicle.\u003c/p>\n\u003cp>The California Public Utilities Commission on Thursday unveiled a pilot project that will allow companies operating both \"drivered\" and driverless autonomous vehicles to carry passengers. One feature of the pilot that prospective riders are sure to like: Vehicle companies will not be allowed to charge for trips.\u003c/p>\n\u003cp>But the pilot project comes with some strings attached.\u003c/p>\n\u003cp>Most important, autonomous vehicle operators who want to start carrying passengers must obtain permits from the Department of Motor Vehicles.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"https://www.dmv.ca.gov/portal/dmv/detail/vr/autonomous/permit\" target=\"_blank\" rel=\"noopener\">More than 50 firms\u003c/a> have gotten DMV clearance to test autonomous vehicle technology on public roads with a driver behind the wheel. In theory, and with the proper CPUC permit, any of those firms could line up now to carry members of the general public.\u003c/p>\n\u003cp>But so far, the DMV says, only two firms have applied for permits to operate fully autonomous/totally driverless vehicles on the state's public roads. The Department of Motor Vehicles won't identify those companies, but \u003ca href=\"https://spectrum.ieee.org/cars-that-think/transportation/self-driving/waymo-filings-give-new-details-on-its-driverless-taxis\" target=\"_blank\" rel=\"noopener\">a report in IEEE Spectrum\u003c/a> last month based on state Public Records Act requests identified the applicants as Alphabet's Waymo and a U.S-Chinese startup called JingChi.ai.\u003c/p>\n\u003cp>A DMV spokesperson said in an email Thursday that two driverless AV applications are under review and there is no timeline for approval.\u003c/p>\n\u003cp>The CPUC's newly approved pilot project also carries another important condition: It's open only to companies registered as transportation charter-party carriers, or TCPs -- firms that own and operate their own fleets\u003c/p>\n\u003cp>That's an important detail in part because it will affect the ability of the big players in the ride-hailing business, Uber and Lyft, to deploy autonomous vehicles to carry passengers. Those firms currently hold permits as transportation network companies (TNCs) whose business model relies on contracting with drivers using their own vehicles to provide service.\u003c/p>\n\u003cp>Requiring operators of drivered AVs to hold a TCP permit also imposes more stringent conditions than those for TNCs. For instance, TCP drivers are barred from consuming or being under the influence of drugs or alcohol while on duty and they're subject to rigorous ongoing review of their driving record.\u003c/p>\n\u003cp>A CPUC spokesperson was unable on Thursday to say how many of the dozens of companies holding DMV permits to test \"drivered\" autonomous vehicles already hold TCP permits.\u003c/p>\n\u003cp>In its filing with the state, Waymo anticipates a driverless rollout that could involve several Silicon Valley towns, including Palo Alto, Mountain View, Los Altos, Los Altos Hills and Sunnyvale. Both DMV regulations and the newly adopted CPUC decision require the company to notify local jurisdictions before launching their vehicles onto the roads.\u003c/p>\n\u003cp>The company's \u003ca href=\"https://assets.documentcloud.org/documents/4458000/Waymo-Driverless-AV-Application.pdf\" target=\"_blank\" rel=\"noopener\">DMV application\u003c/a> lists a fleet of 52 Chrysler Pacifica plug-in electric hybrid minivans. Passengers during the testing period would include Waymo and Alphabet employees and contractors and \"members of the public as passengers ... without any\u003cbr>\nfee charged.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One indication of Waymo's ambitions for its driverless vehicle services came Thursday, when the company announced \u003ca href=\"https://www.theverge.com/2018/5/31/17412908/waymo-chrysler-pacifica-minvan-self-driving-fleet\" target=\"_blank\" rel=\"noopener\">an agreement\u003c/a> with Fiat Chrysler to purchase 62,000 more of the Pacifica plug-ins. The two companies are reportedly also discussing retail sales of autonomous vehicles to individual customers.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.dmv.ca.gov/portal/dmv/detail/vr/autonomous/permit\" target=\"_blank\" rel=\"noopener\">More than 50 firms\u003c/a> have gotten DMV clearance to test autonomous vehicle technology on public roads with a driver behind the wheel. In theory, and with the proper CPUC permit, any of those firms could line up now to carry members of the general public.\u003c/p>\n\u003cp>But so far, the DMV says, only two firms have applied for permits to operate fully autonomous/totally driverless vehicles on the state's public roads. The Department of Motor Vehicles won't identify those companies, but \u003ca href=\"https://spectrum.ieee.org/cars-that-think/transportation/self-driving/waymo-filings-give-new-details-on-its-driverless-taxis\" target=\"_blank\" rel=\"noopener\">a report in IEEE Spectrum\u003c/a> last month based on state Public Records Act requests identified the applicants as Alphabet's Waymo and a U.S-Chinese startup called JingChi.ai.\u003c/p>\n\u003cp>A DMV spokesperson said in an email Thursday that two driverless AV applications are under review and there is no timeline for approval.\u003c/p>\n\u003cp>The CPUC's newly approved pilot project also carries another important condition: It's open only to companies registered as transportation charter-party carriers, or TCPs -- firms that own and operate their own fleets\u003c/p>\n\u003cp>That's an important detail in part because it will affect the ability of the big players in the ride-hailing business, Uber and Lyft, to deploy autonomous vehicles to carry passengers. Those firms currently hold permits as transportation network companies (TNCs) whose business model relies on contracting with drivers using their own vehicles to provide service.\u003c/p>\n\u003cp>Requiring operators of drivered AVs to hold a TCP permit also imposes more stringent conditions than those for TNCs. For instance, TCP drivers are barred from consuming or being under the influence of drugs or alcohol while on duty and they're subject to rigorous ongoing review of their driving record.\u003c/p>\n\u003cp>A CPUC spokesperson was unable on Thursday to say how many of the dozens of companies holding DMV permits to test \"drivered\" autonomous vehicles already hold TCP permits.\u003c/p>\n\u003cp>In its filing with the state, Waymo anticipates a driverless rollout that could involve several Silicon Valley towns, including Palo Alto, Mountain View, Los Altos, Los Altos Hills and Sunnyvale. Both DMV regulations and the newly adopted CPUC decision require the company to notify local jurisdictions before launching their vehicles onto the roads.\u003c/p>\n\u003cp>The company's \u003ca href=\"https://assets.documentcloud.org/documents/4458000/Waymo-Driverless-AV-Application.pdf\" target=\"_blank\" rel=\"noopener\">DMV application\u003c/a> lists a fleet of 52 Chrysler Pacifica plug-in electric hybrid minivans. Passengers during the testing period would include Waymo and Alphabet employees and contractors and \"members of the public as passengers ... without any\u003cbr>\nfee charged.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One indication of Waymo's ambitions for its driverless vehicle services came Thursday, when the company announced \u003ca href=\"https://www.theverge.com/2018/5/31/17412908/waymo-chrysler-pacifica-minvan-self-driving-fleet\" target=\"_blank\" rel=\"noopener\">an agreement\u003c/a> with Fiat Chrysler to purchase 62,000 more of the Pacifica plug-ins. The two companies are reportedly also discussing retail sales of autonomous vehicles to individual customers.\u003c/p>\n\n\u003c/div>\u003c/p>",
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}
},
"baycurious": {
"id": "baycurious",
"title": "Bay Curious",
"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/news/series/baycurious",
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"source": "kqed",
"order": 3
},
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"npr": "https://www.npr.org/podcasts/500557090/bay-curious",
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}
},
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"id": "bbc-world-service",
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"info": "The day's top stories from BBC News compiled twice daily in the week, once at weekends.",
"airtime": "MON-FRI 9pm-10pm, TUE-FRI 1am-2am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.bbc.co.uk/sounds/play/live:bbc_world_service",
"meta": {
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"source": "BBC World Service"
},
"link": "/radio/program/bbc-world-service",
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"apple": "https://itunes.apple.com/us/podcast/global-news-podcast/id135067274?mt=2",
"tuneIn": "https://tunein.com/radio/BBC-World-Service-p455581/",
"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
"meta": {
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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"amazon": "https://music.amazon.com/podcasts/26099305-72af-4542-9dde-ac1807fe36d5/kqed-s-the-california-report",
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}
},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"officialWebsiteLink": "/podcasts/closealltabs",
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"source": "kqed",
"order": 1
},
"link": "/podcasts/closealltabs",
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
"site": "radio",
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},
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"apple": "https://itunes.apple.com/us/podcast/commonwealth-club-of-california-podcast/id976334034?mt=2",
"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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}
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"meta": {
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"source": "kqed",
"order": 9
},
"link": "/forum",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
"spotify": "https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"
}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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