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"content": "\u003cp>Caltrain says a pilot program that aims to improve on-time performance by allowing bike commuters to board ahead of other passengers is working — and that it will expand the program next month.\u003c/p>\n\u003cp>The Peninsula transit agency launched the “Bikes Board First” pilot last month, targeting San Francisco-bound trains during the morning rush hour at three stations: Mountain View, Palo Alto and Redwood City.\u003c/p>\n\u003cp>In a presentation prepared for Thursday’s meeting of Caltrain’s Bicycle Advisory Committee, the agency says the program produced a marked improvement at two of the three pilot stations.\u003c/p>\n\u003cp>Average “dwell times” — the period trains spent idling during station stops — dropped a cumulative 2 minutes for eight Mountain View runs.\u003c/p>\n\u003cp>Caltrain spokesman Dan Lieberman described Mountain View as a “bike-intensive station” prone to longer delays than the other stations in the pilot. The dwell time on one usually slow-boarding run, the northbound 8:04 a.m. train, dropped from 2 minutes and 16 seconds to an average of 1 minute and 4 seconds.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The improvement at Redwood City was less dramatic — a cumulative 26-second cut in dwell times for nine trains. And the overall dwell time for 10 runs measured at Palo Alto actually increased by a total of 17 seconds.\u003c/p>\n\u003cp>“In general, it seems like a positive direction trend and one we want to keep going,” Lieberman said.\u003c/p>\n\u003cp>To do that, the agency will expand the Bikes Board First pilot to northbound trains at Sunnyvale and Hillsdale stations and to southbound trains at San Francisco’s 22nd Street station. The program is scheduled to begin at the three stations June 11.\u003c/p>\n\u003cp>Like the first round of the Bikes Board First effort, agency employees will be on hand at the three new locations to try to make sure cyclists have first crack at arriving trains.\u003c/p>\n\u003cp>No boarding help will be on hand at Mountain View, Palo Alto and Redwood City, Lieberman said.\u003c/p>\n\u003cp>“We’re hoping that the cultural shift has sunk in,” he said. “We will revisit that depending on how it goes. Hopefully people have gotten the message and that will stick.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Caltrain says bicycle commuters account for about 6,000 trips every weekday — about 10 percent of its daily ridership. \u003c/p>\n\n",
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"content": "\u003cp>https://www.instagram.com/p/BinoVT6Acpd/\u003c/p>\n\u003cp>Never have so many waited so breathlessly to get an update on a hole in the ground.\u003c/p>\n\u003cp>But this isn’t just a hole in the ground. It’s Elon Musk’s hole in the ground.\u003c/p>\n\u003cp>Musk is going to make an announcement of some kind Thursday evening about \u003ca href=\"https://www.boringcompany.com/\" target=\"_blank\" rel=\"noopener\">The Boring Company\u003c/a>, the firm he launched in 2016 to develop an underground transportation system, and what it will do next in Los Angeles.\u003c/p>\n\u003cp>What the company has done so far is burrow a 2-mile-long tunnel (see the Instagram video above) under the L.A. suburb of Hawthorne. The bore, which took about 15 months to dig, is a proof of concept for a tunnel network to facilitate ultra-high-speed travel and bypass the metropolis’s infamously congested freeways.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Exactly what that transportation system would look like? That’s anyone’s guess, at this point. Musk has talked about some version of his \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Hyperloop\u003c/a> system — well, not a system yet, because no one’s developed more than a test version yet — that envisions moving people and goods at near supersonic speeds through a network of sealed, near-vacuum tubes.\u003c/p>\n\u003cp>A scaled-down and lower-speed version of the system might involve sleds \u003ca href=\"https://youtu.be/u5V_VzRrSBI\" target=\"_blank\" rel=\"noopener\">that could carry\u003c/a> Musk-built Teslas (and perhaps other makes) through the Musk-bored tunnels at speeds of more than 150 mph.\u003c/p>\n\u003cp>The tunnels could also carry high-speed transit pods like the ones The Boring Company depicts in \u003ca href=\"https://vimeo.com/259707751\" target=\"_blank\" rel=\"noopener\">a video\u003c/a> that looks like an ultrasterilized version of “Blade Runner” L.A. (Musk \u003ca href=\"https://www.wired.com/story/elon-musk-awkward-dislike-mass-transit/\" target=\"_blank\" rel=\"noopener\">isn’t a fan\u003c/a> of the current, nonsterilized version of public transit.)\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://player.vimeo.com/video/259707751\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>As is often the case with Musk’s entrepreneurial visions, however, the tunnels could lend themselves to something much grander — a blindingly fast Hyerloop trip from L.A.’s Skid Row, say, to an offshore spaceport. (What would be flying from the spaceport? Musk-designed and -manufactured \u003ca href=\"http://www.spacex.com/\" target=\"_blank\" rel=\"noopener\">SpaceX\u003c/a> rockets.)\u003c/p>\n\u003cp>https://twitter.com/elonmusk/status/996691566851801088\u003c/p>\n\u003cp>In addition to the Los Angeles project, Musk and his boring concern have proposed longer-distance tunnels in Chicago and in the Baltimore-Washington area.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Musk announcement will be at 7 p.m. Thursday evening. Musk has tweeted it will be streamed live somewhere — The Boring Company site, perhaps. We’ll update if we see the details before he goes live.\u003c/p>\n\n",
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"content": "\u003cp>A woman named Katherine said she was raped by an Uber driver in 2016. Another, named Lauren, said a driver entered her apartment, then raped her last year.\u003c/p>\n\u003cp>Until now, their claims — and many more like them — could not be made public or filed in court. Uber previously required that such complaints be resolved in mandatory arbitration — out of court and behind closed doors.\u003c/p>\n\u003cp>On Tuesday, the ride-hailing company \u003ca href=\"https://www.uber.com/newsroom/turning-the-lights-on/\">announced \u003c/a>that it's changing its policies to allow customers, employees and drivers who are sexually harassed or assaulted to take their complaints to court and to speak publicly about their experiences.\u003c/p>\n\u003cp>Last month, Katherine and Lauren were among 14 female victims who sent an \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/04/Uber-Sexual-Assault-Victims-Open-Letter-to-Uber-s-Board-of-Directors.pdf\">open letter\u003c/a> to Uber's board, pointing to the company's own sexual harassment problems and the #MeToo movement.\u003c/p>\n\u003cp>\"Silencing our stories deprives customers and potential investors from the knowledge that our horrific experiences are part of a widespread problem at Uber,\" they wrote.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The women's demand — and Uber's response — highlight the significance of mandatory arbitration agreements, which are increasingly common. The provisions are usually in the fine print — and most people who sign the agreements don't know they have signed away their right to sue.\u003c/p>\n\u003cp>Tony West, Uber's chief legal officer, says the change came after months of introspection at the company, which is trying to reform its culture.\u003c/p>\n\u003cp>\"We're focused on transparency, integrity and accountability at the center and core of everything we do,\" and this policy change was part of that, he says.\u003c/p>\n\u003cp>Jeanne Christensen, the attorney representing the women who wrote the letter, says the change caught her by surprise. She says Uber had fought hard, until very recently, to keep the women's claims under wraps.\u003c/p>\n\u003cp>\"We wrote the open letter since we were getting, by all indications, that Uber was going to do more of the same and try to get this into arbitration,\" she says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.npr.org/player/embed/611230115/611389779\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Christensen had already filed a \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/03/Uber-Amended-Complaint-Filed.pdf\">lawsuit on behalf of nine female passengers\u003c/a> seeking to remove the arbitration requirement and compel Uber to adopt safety measures, including fingerprinting all its drivers.\u003c/p>\n\u003cp>\"What's happening is more and more riders are becoming aware of the dangers that are associated with this — and it's really just because of our litigation. It's not because Uber has proactively messaged to women that this is a safety concern,\" Christensen says.\u003c/p>\n\u003cp>It's worth noting the limits of Uber's policy reversal. For one thing, it is \u003cem>not \u003c/em>allowing victims to bring cases jointly as a class, but only individually. Worker and victim advocates say that limits claims because many victims don't have the resources to pursue cases alone.\u003c/p>\n\u003cp>And the change applies only to sexual harassment and assault. Uber still requires mandatory arbitration in other disputes, such as those involving payment or discrimination.\u003c/p>\n\u003cp>\"Anything else that is not sexual assault or sexual harassment, those will be typically subject to arbitration and ... Uber is like most other companies in that regard,\" West says.\u003c/p>\n\u003cp>But just how far companies can go in enforcing mandatory arbitration agreements is playing out in courts.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate case, thousands of Uber drivers claim they should receive the legal rights and benefits as employees, instead of being classified as independent contractors. That case awaits a key ruling from the Supreme Court.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Under+Pressure%2C+Uber+Drops+Arbitration+Requirement+for+Sexual+Assault+Victims&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A woman named Katherine said she was raped by an Uber driver in 2016. Another, named Lauren, said a driver entered her apartment, then raped her last year.\u003c/p>\n\u003cp>Until now, their claims — and many more like them — could not be made public or filed in court. Uber previously required that such complaints be resolved in mandatory arbitration — out of court and behind closed doors.\u003c/p>\n\u003cp>On Tuesday, the ride-hailing company \u003ca href=\"https://www.uber.com/newsroom/turning-the-lights-on/\">announced \u003c/a>that it's changing its policies to allow customers, employees and drivers who are sexually harassed or assaulted to take their complaints to court and to speak publicly about their experiences.\u003c/p>\n\u003cp>Last month, Katherine and Lauren were among 14 female victims who sent an \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/04/Uber-Sexual-Assault-Victims-Open-Letter-to-Uber-s-Board-of-Directors.pdf\">open letter\u003c/a> to Uber's board, pointing to the company's own sexual harassment problems and the #MeToo movement.\u003c/p>\n\u003cp>\"Silencing our stories deprives customers and potential investors from the knowledge that our horrific experiences are part of a widespread problem at Uber,\" they wrote.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The women's demand — and Uber's response — highlight the significance of mandatory arbitration agreements, which are increasingly common. The provisions are usually in the fine print — and most people who sign the agreements don't know they have signed away their right to sue.\u003c/p>\n\u003cp>Tony West, Uber's chief legal officer, says the change came after months of introspection at the company, which is trying to reform its culture.\u003c/p>\n\u003cp>\"We're focused on transparency, integrity and accountability at the center and core of everything we do,\" and this policy change was part of that, he says.\u003c/p>\n\u003cp>Jeanne Christensen, the attorney representing the women who wrote the letter, says the change caught her by surprise. She says Uber had fought hard, until very recently, to keep the women's claims under wraps.\u003c/p>\n\u003cp>\"We wrote the open letter since we were getting, by all indications, that Uber was going to do more of the same and try to get this into arbitration,\" she says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.npr.org/player/embed/611230115/611389779\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Christensen had already filed a \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/03/Uber-Amended-Complaint-Filed.pdf\">lawsuit on behalf of nine female passengers\u003c/a> seeking to remove the arbitration requirement and compel Uber to adopt safety measures, including fingerprinting all its drivers.\u003c/p>\n\u003cp>\"What's happening is more and more riders are becoming aware of the dangers that are associated with this — and it's really just because of our litigation. It's not because Uber has proactively messaged to women that this is a safety concern,\" Christensen says.\u003c/p>\n\u003cp>It's worth noting the limits of Uber's policy reversal. For one thing, it is \u003cem>not \u003c/em>allowing victims to bring cases jointly as a class, but only individually. Worker and victim advocates say that limits claims because many victims don't have the resources to pursue cases alone.\u003c/p>\n\u003cp>And the change applies only to sexual harassment and assault. Uber still requires mandatory arbitration in other disputes, such as those involving payment or discrimination.\u003c/p>\n\u003cp>\"Anything else that is not sexual assault or sexual harassment, those will be typically subject to arbitration and ... Uber is like most other companies in that regard,\" West says.\u003c/p>\n\u003cp>But just how far companies can go in enforcing mandatory arbitration agreements is playing out in courts.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate case, thousands of Uber drivers claim they should receive the legal rights and benefits as employees, instead of being classified as independent contractors. That case awaits a key ruling from the Supreme Court.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Under+Pressure%2C+Uber+Drops+Arbitration+Requirement+for+Sexual+Assault+Victims&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>SALT LAKE CITY — The driver of a Tesla electric car had the vehicle's semi-autonomous Autopilot mode engaged when she slammed into the back of a Utah firetruck over the weekend, in the latest crash involving a car with self-driving features.\u003c/p>\n\u003cp>The 28-year-old driver of the car told police in suburban Salt Lake City that the system was switched on and that she had been looking at her phone before the Friday evening crash.\u003c/p>\n\u003cp>Tesla's Autopilot system uses radar, cameras with 360-degree visibility and sensors to detect nearby cars and objects. It's built so cars can automatically change lanes, steer, park and brake to help avoid collisions.\u003c/p>\n\u003cp>The auto company markets the system as the \"future of driving\" but warns drivers to remain alert while using Autopilot and not to rely on it to entirely avoid accidents. Police reiterated that warning Monday.\u003c/p>\n\u003cp>A Tesla spokesperson did not comment following the disclosure about the use of the feature.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>On Twitter, co-founder Elon Musk said it was \"super messed up\" that the incident was garnering public attention, while thousands of accidents involving traditional automobiles \"get almost no coverage.\"\u003c/p>\n\u003cp>https://twitter.com/elonmusk/status/996131586469842945\u003c/p>\n\u003cp>South Jordan police said the Tesla Model S was going 60 mph when it slammed into the back of a firetruck stopped at a red light. The car appeared not to brake before impact, police said.\u003c/p>\n\u003cp>The driver, whom police have not named, was taken to a hospital with a broken foot. The driver of the firetruck suffered whiplash and was not taken to a hospital.\u003c/p>\n\u003cp>\"What's actually amazing about this accident is that a Model S hit a firetruck at 60 mph and the driver only broke an ankle,\" Musk tweeted. \"An impact at that speed usually results in severe injury or death.\"\u003c/p>\n\u003cp>https://twitter.com/elonmusk/status/996132429772410882\u003c/p>\n\u003cp>The National Transportation Safety Board has not opened an investigation into the crash, spokesman Keith Holloway said, though it could decide to do so.\u003c/p>\n\u003cp>Over the past two months, federal officials have opened investigations into at least two other crashes involving Tesla vehicles.\u003c/p>\n\u003cp>Last week, the NTSB opened a probe into an incident in which a Model S caught fire after crashing into a wall in Florida.\u003c/p>\n\u003cp>Two 18-year-olds were trapped in the vehicle and killed in the flames. The agency has said it does not expect the semi-autonomous system to be a focus of that investigation.\u003c/p>\n\u003cp>The NTSB and the National Highway Traffic Safety Administration are also looking into the performance of the company's Autopilot system in the March crash of a Tesla Model X on U.S. 101 in Mountain View. The driver in that incident died.\u003c/p>\n\u003cp>In March, an Arizona pedestrian was killed by a self-driving Uber car, in the first death of its kind. A driver was behind the wheel of the test vehicle in that case but failed to halt in time.\u003c/p>\n\u003cp>The investigation into the crash in Utah is ongoing, police said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The driver of the Tesla may face charges for failing to maintain the safety of her vehicle, which would be a traffic infraction, according to police spokesman Sgt. Samuel Winkler.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SALT LAKE CITY — The driver of a Tesla electric car had the vehicle's semi-autonomous Autopilot mode engaged when she slammed into the back of a Utah firetruck over the weekend, in the latest crash involving a car with self-driving features.\u003c/p>\n\u003cp>The 28-year-old driver of the car told police in suburban Salt Lake City that the system was switched on and that she had been looking at her phone before the Friday evening crash.\u003c/p>\n\u003cp>Tesla's Autopilot system uses radar, cameras with 360-degree visibility and sensors to detect nearby cars and objects. It's built so cars can automatically change lanes, steer, park and brake to help avoid collisions.\u003c/p>\n\u003cp>The auto company markets the system as the \"future of driving\" but warns drivers to remain alert while using Autopilot and not to rely on it to entirely avoid accidents. Police reiterated that warning Monday.\u003c/p>\n\u003cp>A Tesla spokesperson did not comment following the disclosure about the use of the feature.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>On Twitter, co-founder Elon Musk said it was \"super messed up\" that the incident was garnering public attention, while thousands of accidents involving traditional automobiles \"get almost no coverage.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>South Jordan police said the Tesla Model S was going 60 mph when it slammed into the back of a firetruck stopped at a red light. The car appeared not to brake before impact, police said.\u003c/p>\n\u003cp>The driver, whom police have not named, was taken to a hospital with a broken foot. The driver of the firetruck suffered whiplash and was not taken to a hospital.\u003c/p>\n\u003cp>\"What's actually amazing about this accident is that a Model S hit a firetruck at 60 mph and the driver only broke an ankle,\" Musk tweeted. \"An impact at that speed usually results in severe injury or death.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The National Transportation Safety Board has not opened an investigation into the crash, spokesman Keith Holloway said, though it could decide to do so.\u003c/p>\n\u003cp>Over the past two months, federal officials have opened investigations into at least two other crashes involving Tesla vehicles.\u003c/p>\n\u003cp>Last week, the NTSB opened a probe into an incident in which a Model S caught fire after crashing into a wall in Florida.\u003c/p>\n\u003cp>Two 18-year-olds were trapped in the vehicle and killed in the flames. The agency has said it does not expect the semi-autonomous system to be a focus of that investigation.\u003c/p>\n\u003cp>The NTSB and the National Highway Traffic Safety Administration are also looking into the performance of the company's Autopilot system in the March crash of a Tesla Model X on U.S. 101 in Mountain View. The driver in that incident died.\u003c/p>\n\u003cp>In March, an Arizona pedestrian was killed by a self-driving Uber car, in the first death of its kind. A driver was behind the wheel of the test vehicle in that case but failed to halt in time.\u003c/p>\n\u003cp>The investigation into the crash in Utah is ongoing, police said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The driver of the Tesla may face charges for failing to maintain the safety of her vehicle, which would be a traffic infraction, according to police spokesman Sgt. Samuel Winkler.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Utah Police Probe Whether Tesla Sedan's Autopilot Was On at Time of Crash",
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"content": "\u003cp>SOUTH JORDAN, Utah — Police are investigating whether a Tesla sedan's semi-autonomous Autopilot feature was engaged when it rear-ended a fire vehicle in this Salt Lake City suburb.\u003c/p>\n\u003cp>The Tesla Model S crashed into the truck at 60 mph, apparently without braking before impact, according to South Jordan police. The Fire Department mechanic truck had been stopped at a red light.\u003c/p>\n\u003cp>The crash comes as federal safety agencies investigate the performance of Palo Alto-based Tesla's semi-autonomous driving system.\u003c/p>\n\u003cp>The Tesla's air bags were activated in the crash, South Jordan police Sgt. Samuel Winkler said. The Tesla's driver suffered a broken right ankle, and the driver of the Unified Fire Authority mechanic truck did not require treatment, Winkler said.\u003c/p>\n\u003cp>There was no indication the Tesla's driver was under the influence of any substance, and information on what the driver may have told investigators about the circumstances of the crash likely would not be available before Monday, Winkler said by telephone.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>There was light rain falling and roads were wet when the crash occurred, police said in a statement.\u003c/p>\n\u003cp>\"Witnesses indicated the Tesla Model S did not brake prior to impact,\" the statement said.\u003c/p>\n\u003cp>Tesla's Autopilot system uses cameras, radar and computers to keep speed, change lanes and automatically stop vehicles. The company, which is based in Palo Alto and has a huge battery factory in the Reno, Nevada, area, tells drivers the system requires them to keep their eyes on the road and their hands on the wheel so they can take control to avoid accidents.\u003c/p>\n\u003cp>\"Tesla has not yet received any data from the car and thus does not know the facts of what occurred, including whether Autopilot was engaged,\" a Tesla spokesperson said in a statement on Sunday.\u003c/p>\n\u003cp>News of the crash came as a top Tesla official who had been the main technical contact with U.S. safety investigators left the company to join rival Waymo.\u003c/p>\n\u003cp>Waymo, Google's self-driving car spinoff, confirmed that Matthew Schwall had joined the company.\u003c/p>\n\u003cp>Schwall had been Tesla's director of field performance engineering, according to his LinkedIn page, which said he served as Tesla's primary technical contact with safety regulatory agencies such as the National Highway Traffic Safety Administration and the National Transportation Safety Board.\u003c/p>\n\u003cp>There was no immediate comment from Tesla about Schwall.\u003c/p>\n\u003cp>Police said they had been in contact with the National Transportation Safety Board about the crash. NTSB spokesman Keith Holloway said he did not know whether the agency would get involved.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The NTSB and the National Highway Traffic Safety Administration are investigating at least two other crashes involving Tesla vehicles. In March, a Tesla Model X SUV crashed on a California highway, killing the driver, and investigators are looking into the performance of the semi-autonomous driving system in that crash.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SOUTH JORDAN, Utah — Police are investigating whether a Tesla sedan's semi-autonomous Autopilot feature was engaged when it rear-ended a fire vehicle in this Salt Lake City suburb.\u003c/p>\n\u003cp>The Tesla Model S crashed into the truck at 60 mph, apparently without braking before impact, according to South Jordan police. The Fire Department mechanic truck had been stopped at a red light.\u003c/p>\n\u003cp>The crash comes as federal safety agencies investigate the performance of Palo Alto-based Tesla's semi-autonomous driving system.\u003c/p>\n\u003cp>The Tesla's air bags were activated in the crash, South Jordan police Sgt. Samuel Winkler said. The Tesla's driver suffered a broken right ankle, and the driver of the Unified Fire Authority mechanic truck did not require treatment, Winkler said.\u003c/p>\n\u003cp>There was no indication the Tesla's driver was under the influence of any substance, and information on what the driver may have told investigators about the circumstances of the crash likely would not be available before Monday, Winkler said by telephone.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>There was light rain falling and roads were wet when the crash occurred, police said in a statement.\u003c/p>\n\u003cp>\"Witnesses indicated the Tesla Model S did not brake prior to impact,\" the statement said.\u003c/p>\n\u003cp>Tesla's Autopilot system uses cameras, radar and computers to keep speed, change lanes and automatically stop vehicles. The company, which is based in Palo Alto and has a huge battery factory in the Reno, Nevada, area, tells drivers the system requires them to keep their eyes on the road and their hands on the wheel so they can take control to avoid accidents.\u003c/p>\n\u003cp>\"Tesla has not yet received any data from the car and thus does not know the facts of what occurred, including whether Autopilot was engaged,\" a Tesla spokesperson said in a statement on Sunday.\u003c/p>\n\u003cp>News of the crash came as a top Tesla official who had been the main technical contact with U.S. safety investigators left the company to join rival Waymo.\u003c/p>\n\u003cp>Waymo, Google's self-driving car spinoff, confirmed that Matthew Schwall had joined the company.\u003c/p>\n\u003cp>Schwall had been Tesla's director of field performance engineering, according to his LinkedIn page, which said he served as Tesla's primary technical contact with safety regulatory agencies such as the National Highway Traffic Safety Administration and the National Transportation Safety Board.\u003c/p>\n\u003cp>There was no immediate comment from Tesla about Schwall.\u003c/p>\n\u003cp>Police said they had been in contact with the National Transportation Safety Board about the crash. NTSB spokesman Keith Holloway said he did not know whether the agency would get involved.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The NTSB and the National Highway Traffic Safety Administration are investigating at least two other crashes involving Tesla vehicles. In March, a Tesla Model X SUV crashed on a California highway, killing the driver, and investigators are looking into the performance of the semi-autonomous driving system in that crash.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Move Over UberX, UberAir and Flying Cars On the Way",
"title": "Move Over UberX, UberAir and Flying Cars On the Way",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cem>Stay caught up with the best of KQED's reporting each week by subscribing to the \u003ca href=\"https://itunes.apple.com/us/podcast/qed-up/id1197721799?mt=2\" target=\"_blank\" rel=\"noopener\">Q'ed Up podcast\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>The newest concept for commuting could have us taking to the skies.\u003c/p>\n\u003ch2>1. It's a bird, it's a plane, it's Uber.\u003c/h2>\n\u003cp>In 1985, the science-fiction film \"Back to the Future\" we were first introduced to the time-travelling, high-flying DeLorean. Back then, the idea of a flying car seemed pretty far-fetched. Even now, more than 30 years later, it doesn’t seem very plausible. But, buckle your seatbelts, flying cars could ... maybe ... someday ... become a reality.\u003c/p>\n\u003cp>And the company who wants to take us to this above-the-road, seemingly traffic-free world is none other than San Francisco-based ride-sharing giant Uber.\u003c/p>\n\u003cp>This week, the company revealed a concept design for a flying taxi at its Elevate Summit in Los Angeles. If this wasn't enough, the company announced it plans to launch a pilot flying taxi program, hello UberAir, in L.A. and Dallas in 2020, with a more widespread commercial service to take flight in 2023.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>So how do you feel about hitching a ride on UberAir?\u003c/p>\n\u003ch2>2. \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener\">Were the streets of San Francisco safer in 1906?\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668079\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668079\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-800x515.png\" alt='A frame from the 1906 film \"A Trip Down Market Street Before the Fire.\" The movie was shot shortly before the April 18 earthquake and fire devastated much of the city. ' width=\"800\" height=\"515\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-800x515.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-160x103.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-1020x657.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-960x618.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-240x155.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-375x242.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-520x335.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A frame from the 1906 film \"A Trip Down Market Street Before the Fire.\" The movie was shot shortly before the April 18 earthquake and fire devastated much of the city. \u003ccite>(Library of Congress via YouTube)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This week Dan Brekke goes down the rabbit hole of 1906 traffic-related fatalities after an article waxes poetic about a San Francisco before automobiles clogged the streets.\u003c/p>\n\u003cp>One key data point: San Francisco recorded 95 vehicle-related death the year of the Great Earthquake -- an incidence of fatality about six times higher than that seen in the city today. The most surprising finding: Streetcars accounted for 60 deaths and was by far the deadliest means of transportation in the years just after the turn of the 20th century.\u003c/p>\n\u003cp>One other discovery about traffic mayhem, 1906-style: The local papers seemed to relish publishing the most gruesome details of street deaths, with extended discussions of victims dismembered or crushed beyond recognition.\u003c/p>\n\u003ch2>3. \u003ca href=\"https://www.kqed.org/arts/13830918/lending-a-hand-to-oakland-middle-school-music-education\" target=\"_blank\" rel=\"noopener\">Keeping the arts alive during a budget crisis\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668078\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668078\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/sfjazz2-800x535-800x535.jpg\" alt=\"Beginning band class at Westlake Middle School. \" width=\"800\" height=\"535\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-240x161.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-375x251.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-520x348.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Beginning band class at Westlake Middle School. \u003ccite>(Nastia Voynovskaya)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In December we reported that Oakland Unified School District had to \u003ca href=\"https://www.kqed.org/news/11636944/oakland-unified-to-cut-9-million-despite-protests-from-students\" target=\"_blank\" rel=\"noopener\">cut $9 million from its budget\u003c/a>. While any budget cut to educational programs is a unfortunate, the district already had less allocated to its programs than other Bay Area schools.\u003c/p>\n\u003cblockquote>\u003cp>According to the latest available data from the Rand Corporation, Oakland Unified School District (OUSD) spent $13,813 per student during the 2016-17 school year. (In comparison, across the Bay in affluent Palo Alto, the school district spent $17,941 — over $4,000 more — per student.) Moreover, in December 2017, OUSD approved $9 million in mid-year budget cuts, nixing dozens of non-teaching staff positions and reducing budgets for supplies, teacher benefits and other areas.\u003c/p>\u003c/blockquote>\n\u003cp>The budget cuts were predicted to hit harder mid-year, but local music nonprofits are stepping in to support the underfunded music programs. SFJAZZ, Women's Audio Mission, Oaktown Jazz and Oakland Public Conservatory are expanding music education programs in Oakland classrooms, making sure students get consistent exposure to the arts during \u003ca href=\"https://www.kqed.org/news/11636944/oakland-unified-to-cut-9-million-despite-protests-from-students\" target=\"_blank\" rel=\"noopener\">the budget crisis\u003c/a>.\u003c/p>\n\u003ch2>4. \u003ca href=\"https://www.kqed.org/news/11667662/capitol-staffers-urged-to-fill-out-sexual-harassment-survey\" target=\"_blank\" rel=\"noopener\">Sexual harassment survey comes on heels of scandals\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668077\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668077\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-800x751.jpg\" alt=\"A view of the top of the California Capitol building in Sacramento.\" width=\"800\" height=\"751\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-800x751.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-160x150.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-1020x957.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-960x901.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-240x225.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-375x352.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-520x488.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A view of the top of the California Capitol building in Sacramento. \u003ccite>(Robyn Beck/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Could a survey be the new tool to help combat sexual harassment in the state Legislature? Leaders in the California Assembly and Senate hope so.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In the \u003ca href=\"https://www.kqed.org/news/11651298\" target=\"_blank\" rel=\"noopener\">wake\u003c/a> \u003ca href=\"https://www.kqed.org/news/11635972/assemblyman-matt-dababneh-resigns-following-sexual-assault-allegations\" target=\"_blank\" rel=\"noopener\">of\u003c/a> \u003ca href=\"https://www.kqed.org/news/11633301\" target=\"_blank\" rel=\"noopener\">multiple\u003c/a> \u003ca href=\"https://www.kqed.org/news/11658070/assemblywoman-cristina-garcia-denies-groping-and-harassment-but-not-sending-flirty-texts\" target=\"_blank\" rel=\"noopener\">scandals\u003c/a>, resulting in resignations and investigations, staffers were encouraged to take part in the survey gauging workplace culture in the Capitol. Along with the survey, the Joint Subcommittee on Sexual Harassment Prevention and Response has been formed, two first steps in a long process to fix a broken system.\u003c/p>\n\n",
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"excerpt": "It's a bird, it's a plane, it's Uber and their latest concept design for a flying taxi.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Stay caught up with the best of KQED's reporting each week by subscribing to the \u003ca href=\"https://itunes.apple.com/us/podcast/qed-up/id1197721799?mt=2\" target=\"_blank\" rel=\"noopener\">Q'ed Up podcast\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>The newest concept for commuting could have us taking to the skies.\u003c/p>\n\u003ch2>1. It's a bird, it's a plane, it's Uber.\u003c/h2>\n\u003cp>In 1985, the science-fiction film \"Back to the Future\" we were first introduced to the time-travelling, high-flying DeLorean. Back then, the idea of a flying car seemed pretty far-fetched. Even now, more than 30 years later, it doesn’t seem very plausible. But, buckle your seatbelts, flying cars could ... maybe ... someday ... become a reality.\u003c/p>\n\u003cp>And the company who wants to take us to this above-the-road, seemingly traffic-free world is none other than San Francisco-based ride-sharing giant Uber.\u003c/p>\n\u003cp>This week, the company revealed a concept design for a flying taxi at its Elevate Summit in Los Angeles. If this wasn't enough, the company announced it plans to launch a pilot flying taxi program, hello UberAir, in L.A. and Dallas in 2020, with a more widespread commercial service to take flight in 2023.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>So how do you feel about hitching a ride on UberAir?\u003c/p>\n\u003ch2>2. \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener\">Were the streets of San Francisco safer in 1906?\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668079\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668079\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-800x515.png\" alt='A frame from the 1906 film \"A Trip Down Market Street Before the Fire.\" The movie was shot shortly before the April 18 earthquake and fire devastated much of the city. ' width=\"800\" height=\"515\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-800x515.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-160x103.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-1020x657.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-960x618.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-240x155.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-375x242.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/Screen-Shot-2018-05-11-at-1.03.00-PM-1180x760-1-520x335.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A frame from the 1906 film \"A Trip Down Market Street Before the Fire.\" The movie was shot shortly before the April 18 earthquake and fire devastated much of the city. \u003ccite>(Library of Congress via YouTube)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This week Dan Brekke goes down the rabbit hole of 1906 traffic-related fatalities after an article waxes poetic about a San Francisco before automobiles clogged the streets.\u003c/p>\n\u003cp>One key data point: San Francisco recorded 95 vehicle-related death the year of the Great Earthquake -- an incidence of fatality about six times higher than that seen in the city today. The most surprising finding: Streetcars accounted for 60 deaths and was by far the deadliest means of transportation in the years just after the turn of the 20th century.\u003c/p>\n\u003cp>One other discovery about traffic mayhem, 1906-style: The local papers seemed to relish publishing the most gruesome details of street deaths, with extended discussions of victims dismembered or crushed beyond recognition.\u003c/p>\n\u003ch2>3. \u003ca href=\"https://www.kqed.org/arts/13830918/lending-a-hand-to-oakland-middle-school-music-education\" target=\"_blank\" rel=\"noopener\">Keeping the arts alive during a budget crisis\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668078\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668078\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/sfjazz2-800x535-800x535.jpg\" alt=\"Beginning band class at Westlake Middle School. \" width=\"800\" height=\"535\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-240x161.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-375x251.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/sfjazz2-800x535-520x348.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Beginning band class at Westlake Middle School. \u003ccite>(Nastia Voynovskaya)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In December we reported that Oakland Unified School District had to \u003ca href=\"https://www.kqed.org/news/11636944/oakland-unified-to-cut-9-million-despite-protests-from-students\" target=\"_blank\" rel=\"noopener\">cut $9 million from its budget\u003c/a>. While any budget cut to educational programs is a unfortunate, the district already had less allocated to its programs than other Bay Area schools.\u003c/p>\n\u003cblockquote>\u003cp>According to the latest available data from the Rand Corporation, Oakland Unified School District (OUSD) spent $13,813 per student during the 2016-17 school year. (In comparison, across the Bay in affluent Palo Alto, the school district spent $17,941 — over $4,000 more — per student.) Moreover, in December 2017, OUSD approved $9 million in mid-year budget cuts, nixing dozens of non-teaching staff positions and reducing budgets for supplies, teacher benefits and other areas.\u003c/p>\u003c/blockquote>\n\u003cp>The budget cuts were predicted to hit harder mid-year, but local music nonprofits are stepping in to support the underfunded music programs. SFJAZZ, Women's Audio Mission, Oaktown Jazz and Oakland Public Conservatory are expanding music education programs in Oakland classrooms, making sure students get consistent exposure to the arts during \u003ca href=\"https://www.kqed.org/news/11636944/oakland-unified-to-cut-9-million-despite-protests-from-students\" target=\"_blank\" rel=\"noopener\">the budget crisis\u003c/a>.\u003c/p>\n\u003ch2>4. \u003ca href=\"https://www.kqed.org/news/11667662/capitol-staffers-urged-to-fill-out-sexual-harassment-survey\" target=\"_blank\" rel=\"noopener\">Sexual harassment survey comes on heels of scandals\u003c/a>\u003c/h2>\n\u003cfigure id=\"attachment_11668077\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11668077\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-800x751.jpg\" alt=\"A view of the top of the California Capitol building in Sacramento.\" width=\"800\" height=\"751\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-800x751.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-160x150.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-1020x957.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-960x901.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-240x225.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-375x352.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/05/RS9671_2631101-1180x1107-520x488.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A view of the top of the California Capitol building in Sacramento. \u003ccite>(Robyn Beck/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Could a survey be the new tool to help combat sexual harassment in the state Legislature? Leaders in the California Assembly and Senate hope so.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In the \u003ca href=\"https://www.kqed.org/news/11651298\" target=\"_blank\" rel=\"noopener\">wake\u003c/a> \u003ca href=\"https://www.kqed.org/news/11635972/assemblyman-matt-dababneh-resigns-following-sexual-assault-allegations\" target=\"_blank\" rel=\"noopener\">of\u003c/a> \u003ca href=\"https://www.kqed.org/news/11633301\" target=\"_blank\" rel=\"noopener\">multiple\u003c/a> \u003ca href=\"https://www.kqed.org/news/11658070/assemblywoman-cristina-garcia-denies-groping-and-harassment-but-not-sending-flirty-texts\" target=\"_blank\" rel=\"noopener\">scandals\u003c/a>, resulting in resignations and investigations, staffers were encouraged to take part in the survey gauging workplace culture in the Capitol. Along with the survey, the Joint Subcommittee on Sexual Harassment Prevention and Response has been formed, two first steps in a long process to fix a broken system.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "trump-open-to-gas-mileage-negotiations-with-california",
"title": "Trump Open to Gas Mileage Negotiations With California",
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"headTitle": "Trump Open to Gas Mileage Negotiations With California | KQED",
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"content": "\u003cp>Addressing a key concern for manufacturers, President Trump instructed his administration to explore negotiations with California on achieving a single fuel economy standard for the nation during a meeting with auto industry executives Friday.\u003c/p>\n\u003cp>The president met with top auto executives to discuss the standards and tasked Transportation Secretary Elaine Chao and Environmental Protection Agency Administrator Scott Pruitt to handle the talks with California officials, according to two people briefed on the meeting. The people spoke on condition of anonymity to describe the private discussions.\u003c/p>\n\u003cp>The auto industry wants to relax the federal fuel economy standards, but not so much that they provoke a legal fight with California, which has power to impose its own stricter tailpipe pollution limits. Such a fight could create two different mileage standards in the U.S., forcing automakers to engineer and produce two versions of each of their vehicle models and driving up costs.\u003c/p>\n\u003cp>A Trump administration official said the two agencies have had meetings and discussions with California officials on the issue for several months.\u003c/p>\n\u003cp>Two auto industry trade groups confirmed in a statement that Trump was willing to talk with California, but they provided no specifics. The Alliance for Automotive Manufacturers and Global Automakers said they appreciated Trump’s “openness to a discussion with California on an expedited basis.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>During the meeting, one executive brought up how it would be better for the industry to have one standard instead of two, and Trump instructed Pruitt and Chao to go to California for talks, the people said.\u003c/p>\n\u003cp>White House press secretary Sarah Huckabee Sanders said the president and the automakers discussed “how best to move forward” on the fuel economy standards.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/science/1921972\" target=\"_blank\" rel=\"noopener\">The EPA under Trump has proposed freezing the standards at 2020 levels for the next five year\u003c/a>s, according to a draft of the proposal obtained by Sen. Tom Carper, D-Del. Under the proposal, the fleet of new vehicles would have to average roughly 30 miles per gallon in real-world driving, and that wouldn’t change through at least 2025.\u003c/p>\n\u003cp>The EPA under Obama proposed standards that gradually would become tougher during that period, rising to 36 mpg in 2025, 10 mpg higher than the current requirement. California and automakers agreed to the rules in 2012, setting a single national fuel economy standard.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Read More About the Fight Over Fuel Standards\u003c/h3>\n\u003cp> \u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1923269/california-sues-over-plan-to-scrap-car-emission-standards\" target=\"_blank\" rel=\"noopener\">California Sues Over Plan to Scrap Car Emission Standards\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1921972\" target=\"_blank\" rel=\"noopener\">EPA Moves To Weaken Landmark Fuel Efficiency Rules\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1923382/the-science-behind-the-brown-trump-feud-whats-really-at-stake-in-the-emissions-debate\" target=\"_blank\" rel=\"noopener\">The Science Behind the Brown-Trump Feud: What’s Really at Stake in the Emissions Debate?\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1518365/fuel-economy-standards-pushing-auto-makers-to-greener-cars\" target=\"_blank\" rel=\"noopener\">A 50 MPG Car May Be in Your Future No Matter What Trump Does\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>If California splits from the federal rule under consideration by the Trump administration, it likely would be joined by 12 states that follow its standards. Together they make up about 40 percent of U.S. new-vehicle sales.\u003c/p>\n\u003cp>Any big change by Trump certainly would bring lawsuits from environmental groups as well as California. Leaks about the Trump EPA plan already have \u003ca href=\"https://www.kqed.org/science/1923269/california-sues-over-plan-to-scrap-car-emission-standards\" target=\"_blank\" rel=\"noopener\">provoked a suit from California\u003c/a> and 16 other states.\u003c/p>\n\u003cp>In testimony to Congress this month, Mitch Bainwol, CEO of the manufacturers’ alliance, said the trade group urged the administration to find a solution that increases mileage requirements from 2022 to 2025 and includes California to keep one national standard.\u003c/p>\n\u003cp>“The resulting regulatory nightmare would ultimately harm consumers by increasing vehicle costs and restricting consumer choice,” Bainwol said.\u003c/p>\n\u003cp>Trump said during the meeting in the Roosevelt Room of the White House that he wanted to discuss the “manufacturing of millions of more cars within the United States, for Michigan, for Ohio, for Pennsylvania” and states like South Carolina and North Carolina.\u003c/p>\n\u003cp>As the auto executives introduced themselves, the president joked to Sergio Marchionne, CEO of Fiat Chrysler, that “right now he’s my favorite man in the room” because he’s moving a plant from Mexico to Michigan.\u003c/p>\n\u003cp>Trump won the presidency in 2016 in part on his strength in the industrial Midwest states of Michigan and Ohio, which employ thousands of people in auto and parts manufacturing. The meeting came as the administration has been holding extensive negotiations with Mexico and Canada on a rewrite of the North American Free Trade Agreement, which the auto industry is watching warily.\u003c/p>\n\u003cp>Asked if the deal might adversely affect the industry, Trump said, “NAFTA has been a terrible deal, we’re renegotiating it now, we’ll see what happens.”\u003c/p>\n\u003cp>“Mexico and Canada, look, they don’t like to lose the golden goose. But I’m representing the United States. I’m not representing Mexico and I’m not representing Canada,” he said. “We’ll see if we can make it reasonable.”\u003c/p>\n\u003cp>Automakers have been lobbying the Trump administration to revisit the fuel economy requirements, saying they’ll have trouble reaching them because people are buying bigger vehicles due to low gas prices.\u003c/p>\n\u003cp>When the single national standard was adopted six years ago, cars, which get better mileage than trucks and SUVs, made up just under half of U.S. new vehicle sales. By the end of last year, however, trucks and SUVs were close to two-thirds of all sales.\u003c/p>\n\u003cp>Some environmental groups oppose any reduction in the standards, saying that the ones developed in 2012 allow for changes in consumer buying habits. Reducing the standards, they say, will increase pollution and raise gasoline prices at the pump.\u003c/p>\n\u003cp>Requirements now are lower for bigger vehicles such as trucks and SUVs, said Luke Tonachel, director of clean vehicles for the Natural Resources Defense Council. “The standards automatically adjust to the sales mix of vehicles,” he said.\u003c/p>\n\u003cp>Environmental groups also say the industry marketed trucks and SUVs to the public because they bring higher profits than cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Auto executives attending the meeting included Marchionne, General Motors CEO Mary Barra, Ford CEO Jim Hackett and Bob Carter, executive vice president of North America for Toyota.\u003c/p>\n\n",
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"title": "Trump Open to Gas Mileage Negotiations With California | KQED",
"description": "The auto industry wants to relax the federal fuel economy standards, but not so much that they provoke a legal fight with California and end up with two different mileage standards.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Addressing a key concern for manufacturers, President Trump instructed his administration to explore negotiations with California on achieving a single fuel economy standard for the nation during a meeting with auto industry executives Friday.\u003c/p>\n\u003cp>The president met with top auto executives to discuss the standards and tasked Transportation Secretary Elaine Chao and Environmental Protection Agency Administrator Scott Pruitt to handle the talks with California officials, according to two people briefed on the meeting. The people spoke on condition of anonymity to describe the private discussions.\u003c/p>\n\u003cp>The auto industry wants to relax the federal fuel economy standards, but not so much that they provoke a legal fight with California, which has power to impose its own stricter tailpipe pollution limits. Such a fight could create two different mileage standards in the U.S., forcing automakers to engineer and produce two versions of each of their vehicle models and driving up costs.\u003c/p>\n\u003cp>A Trump administration official said the two agencies have had meetings and discussions with California officials on the issue for several months.\u003c/p>\n\u003cp>Two auto industry trade groups confirmed in a statement that Trump was willing to talk with California, but they provided no specifics. The Alliance for Automotive Manufacturers and Global Automakers said they appreciated Trump’s “openness to a discussion with California on an expedited basis.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>During the meeting, one executive brought up how it would be better for the industry to have one standard instead of two, and Trump instructed Pruitt and Chao to go to California for talks, the people said.\u003c/p>\n\u003cp>White House press secretary Sarah Huckabee Sanders said the president and the automakers discussed “how best to move forward” on the fuel economy standards.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/science/1921972\" target=\"_blank\" rel=\"noopener\">The EPA under Trump has proposed freezing the standards at 2020 levels for the next five year\u003c/a>s, according to a draft of the proposal obtained by Sen. Tom Carper, D-Del. Under the proposal, the fleet of new vehicles would have to average roughly 30 miles per gallon in real-world driving, and that wouldn’t change through at least 2025.\u003c/p>\n\u003cp>The EPA under Obama proposed standards that gradually would become tougher during that period, rising to 36 mpg in 2025, 10 mpg higher than the current requirement. California and automakers agreed to the rules in 2012, setting a single national fuel economy standard.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Read More About the Fight Over Fuel Standards\u003c/h3>\n\u003cp> \u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1923269/california-sues-over-plan-to-scrap-car-emission-standards\" target=\"_blank\" rel=\"noopener\">California Sues Over Plan to Scrap Car Emission Standards\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1921972\" target=\"_blank\" rel=\"noopener\">EPA Moves To Weaken Landmark Fuel Efficiency Rules\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1923382/the-science-behind-the-brown-trump-feud-whats-really-at-stake-in-the-emissions-debate\" target=\"_blank\" rel=\"noopener\">The Science Behind the Brown-Trump Feud: What’s Really at Stake in the Emissions Debate?\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1518365/fuel-economy-standards-pushing-auto-makers-to-greener-cars\" target=\"_blank\" rel=\"noopener\">A 50 MPG Car May Be in Your Future No Matter What Trump Does\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>If California splits from the federal rule under consideration by the Trump administration, it likely would be joined by 12 states that follow its standards. Together they make up about 40 percent of U.S. new-vehicle sales.\u003c/p>\n\u003cp>Any big change by Trump certainly would bring lawsuits from environmental groups as well as California. Leaks about the Trump EPA plan already have \u003ca href=\"https://www.kqed.org/science/1923269/california-sues-over-plan-to-scrap-car-emission-standards\" target=\"_blank\" rel=\"noopener\">provoked a suit from California\u003c/a> and 16 other states.\u003c/p>\n\u003cp>In testimony to Congress this month, Mitch Bainwol, CEO of the manufacturers’ alliance, said the trade group urged the administration to find a solution that increases mileage requirements from 2022 to 2025 and includes California to keep one national standard.\u003c/p>\n\u003cp>“The resulting regulatory nightmare would ultimately harm consumers by increasing vehicle costs and restricting consumer choice,” Bainwol said.\u003c/p>\n\u003cp>Trump said during the meeting in the Roosevelt Room of the White House that he wanted to discuss the “manufacturing of millions of more cars within the United States, for Michigan, for Ohio, for Pennsylvania” and states like South Carolina and North Carolina.\u003c/p>\n\u003cp>As the auto executives introduced themselves, the president joked to Sergio Marchionne, CEO of Fiat Chrysler, that “right now he’s my favorite man in the room” because he’s moving a plant from Mexico to Michigan.\u003c/p>\n\u003cp>Trump won the presidency in 2016 in part on his strength in the industrial Midwest states of Michigan and Ohio, which employ thousands of people in auto and parts manufacturing. The meeting came as the administration has been holding extensive negotiations with Mexico and Canada on a rewrite of the North American Free Trade Agreement, which the auto industry is watching warily.\u003c/p>\n\u003cp>Asked if the deal might adversely affect the industry, Trump said, “NAFTA has been a terrible deal, we’re renegotiating it now, we’ll see what happens.”\u003c/p>\n\u003cp>“Mexico and Canada, look, they don’t like to lose the golden goose. But I’m representing the United States. I’m not representing Mexico and I’m not representing Canada,” he said. “We’ll see if we can make it reasonable.”\u003c/p>\n\u003cp>Automakers have been lobbying the Trump administration to revisit the fuel economy requirements, saying they’ll have trouble reaching them because people are buying bigger vehicles due to low gas prices.\u003c/p>\n\u003cp>When the single national standard was adopted six years ago, cars, which get better mileage than trucks and SUVs, made up just under half of U.S. new vehicle sales. By the end of last year, however, trucks and SUVs were close to two-thirds of all sales.\u003c/p>\n\u003cp>Some environmental groups oppose any reduction in the standards, saying that the ones developed in 2012 allow for changes in consumer buying habits. Reducing the standards, they say, will increase pollution and raise gasoline prices at the pump.\u003c/p>\n\u003cp>Requirements now are lower for bigger vehicles such as trucks and SUVs, said Luke Tonachel, director of clean vehicles for the Natural Resources Defense Council. “The standards automatically adjust to the sales mix of vehicles,” he said.\u003c/p>\n\u003cp>Environmental groups also say the industry marketed trucks and SUVs to the public because they bring higher profits than cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Auto executives attending the meeting included Marchionne, General Motors CEO Mary Barra, Ford CEO Jim Hackett and Bob Carter, executive vice president of North America for Toyota.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco Death Trip: The Street Carnage of 1906",
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"content": "\u003cp>\u003cem>Updated Sunday, May 13\u003c/em>\u003c/p>\n\u003cp>[dropcap]S[/dropcap]an Francisco, and cities everywhere, are in the midst of a transportation revolution. You can tell because it's not called \"transportation\" anymore. It's called \"mobility.\"\u003c/p>\n\u003cp>We already take the ride-service companies, Uber and Lyft, for granted. Bicyclists are taking to the streets in large numbers. We've got all sorts of shared (rental) bicycles and electric mopeds and electric stand-up scooters that promise to solve transit's \"last mile\" problem, ease traffic congestion and cut greenhouse gas emissions.\u003c/p>\n\u003cp>Electric skateboards? Yeah, we've got lots of those, too.\u003c/p>\n\u003cp>That emerging streetscape is the subject of \u003ca href=\"https://altaonline.com/wheels-of-change/\" target=\"_blank\" rel=\"noopener\">a recently published article\u003c/a> in the new, Will Hearst-financed Alta magazine.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The piece features a bit of philosophizing about what our streets will look like as they evolve -- and how San Francisco's past might offer clues about the coming pedestrian and traffic reality:\u003c/p>\n\u003cblockquote>\u003cp>... Let’s consider an ancient bit of black-and-white footage, filmed in San Francisco in the spring of 1906, barely one week before the Great Earthquake and Fire. ... As the camera — which has been attached to the front of a streetcar and shakes with every jostle of the vehicle — records a journey east on Market Street, with the Ferry Building as its terminus, a different set of correlations begins to emerge.\u003c/p>\n\u003cp>Pedestrians cut in front of the streetcar with seeming impunity, while cars and horse-drawn carts veer in and out of traffic lanes. The effect is somewhat chaotic, as if the citizens haven’t yet learned how to use the streets. In fact, however, it is a portrait of another version of city living, in which the streets have not yet been taken over by the automobile.\u003c/p>\n\u003cp>“When we turned streets into pipes of cars over the past century,” Amin argues, “we did all kinds of damage to communities, we killed people, and created traffic jams.” In this glimpse of San Francisco on the eve of its destruction, then, we observe not just the city as it was but also (perhaps) as it may again be.\u003c/p>\n\u003cp>“The instructive thing,” Tierney said of the film during a 2016 Curbed digital symposium, “is seeing people walk without being conditioned to walk under the front of buildings. They just use the space whatever way they want. Up until about 100 years ago, that was how everyone experienced the city. Only recently have we been trained to walk dutifully along a little sidewalk, waiting for the man on the sign to turn from white to red.”\u003c/p>\u003c/blockquote>\n\u003cp>\"A portrait of another version of city living\"? \"Trained to walk dutifully along a little sidewalk\"? That makes it sound like we're missing out on some kind of pedestrian paradise of the pre-automobile past.\u003c/p>\n\u003cp>It made me think: How many people were dying on the city streets depicted in \u003ca href=\"https://youtu.be/jZpKqOoMpnk\" target=\"_blank\" rel=\"noopener\">that 1906 film\u003c/a>? That question prompted a quick review of vehicle-related deaths in the city, principally in \u003ca href=\"https://www.familysearch.org/ark:/61903/3:1:33S7-95FQ-9ZZW?i=144&owc=319R-W38%3A20726101%3Fcc%3D1402856&wc=319R-DPX%3A20726101%2C33207001&cc=1402856\" target=\"_blank\" rel=\"noopener\">city coroner's records\u003c/a> digitized by FamilySearch.org and 1906 issues of the San Francisco Call available through the \u003ca href=\"https://cdnc.ucr.edu/\" target=\"_blank\" rel=\"noopener\">California Digital Newspaper Collection\u003c/a>.\u003c/p>\n\u003cp>The overall death toll -- at least 95 in a San Francisco with less than half the population of today's city -- was surprisingly high. Also eye-opening, for me, was the principal cause of vehicle-related deaths.\u003c/p>\n\u003cp>The main menace plying the city streets in the year of the Great Earthquake was not automotive. Though frequent collisions involving motorcars were reported, just seven people were reported killed by motor vehicles.\u003c/p>\n\u003cp>Seven others died in incidents involving trains (that count does not include the dozen or more railroad workers killed in the city's train yards during the year).\u003c/p>\n\u003cp>Twenty deaths involved horse-drawn vehicles that struck and killed bystanders or sometimes their own drivers.\u003c/p>\n\u003cp>But the real scourge for people venturing through San Francisco's boulevards was the streetcar. Sixty-one people were listed as dying in incidents involving the frequently overcrowded transit vehicles. People fell from the cars. They were run down crossing tracks. Many were fatally injured as they got on or off the cars.\u003c/p>\n\u003cp>The Call often related these fatalities in excruciatingly explicit detail. Skulls were crushed. Heads were severed. Limbs were torn off.\u003c/p>\n\u003cp>Here's how the paper described the demise of a teenager named Helen Umfrid, who died while changing cars at Mission and Third streets:\u003c/p>\n\u003cblockquote>\u003cp>\"Mowed down by the thirty-ton juggernaut, her body was churned round the forward wheels and mangled so frightfully that it became almost welded to the [car] and could not be removed for more than an hour. When it was finally recovered the appearance it presented unnerved the great gathering that had watched employees of the United Railroads working round the car with primitive wrecking apparatus, and heads were turned away as it was borne to the Morgue wagon.\"\u003c/p>\u003c/blockquote>\n\u003cp>This account of the vehicle toll in the city doesn't count the dozens or hundreds of incidents in which people were injured. And it portrays the city at a moment when it was about to change dramatically. By 1927, automobiles ruled the streets and accounted for a huge majority of the record 158 vehicle-related deaths reported that year.\u003c/p>\n\u003cp>For the sake of comparing 1906 San Francisco with its modern self: The city has averaged about 30 traffic deaths a year since 2005, according to the city's Vision Zero program. The 20 fatalities recorded last year was the lowest figure in the city's modern history.\u003c/p>\n\u003cp>Given the city's population of roughly 450,000 people in 1906, the incidence of traffic-related deaths was about 21 per 100,000. The approximate incidence in current-day San Francisco -- where we'll use the average of 30 deaths a year and a population of 800,000 -- is 3.75/100,000.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"Vehicle-Related Deaths in San Francisco, 1906\" aria-label=\"Long Table\" id=\"datawrapper-chart-gFHhI\" src=\"//datawrapper.dwcdn.net/gFHhI/2/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important;\" height=\"17400\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Sunday, May 13\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">S\u003c/span>\u003c/p>\u003cp>an Francisco, and cities everywhere, are in the midst of a transportation revolution. You can tell because it's not called \"transportation\" anymore. It's called \"mobility.\"\u003c/p>\n\u003cp>We already take the ride-service companies, Uber and Lyft, for granted. Bicyclists are taking to the streets in large numbers. We've got all sorts of shared (rental) bicycles and electric mopeds and electric stand-up scooters that promise to solve transit's \"last mile\" problem, ease traffic congestion and cut greenhouse gas emissions.\u003c/p>\n\u003cp>Electric skateboards? Yeah, we've got lots of those, too.\u003c/p>\n\u003cp>That emerging streetscape is the subject of \u003ca href=\"https://altaonline.com/wheels-of-change/\" target=\"_blank\" rel=\"noopener\">a recently published article\u003c/a> in the new, Will Hearst-financed Alta magazine.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The piece features a bit of philosophizing about what our streets will look like as they evolve -- and how San Francisco's past might offer clues about the coming pedestrian and traffic reality:\u003c/p>\n\u003cblockquote>\u003cp>... Let’s consider an ancient bit of black-and-white footage, filmed in San Francisco in the spring of 1906, barely one week before the Great Earthquake and Fire. ... As the camera — which has been attached to the front of a streetcar and shakes with every jostle of the vehicle — records a journey east on Market Street, with the Ferry Building as its terminus, a different set of correlations begins to emerge.\u003c/p>\n\u003cp>Pedestrians cut in front of the streetcar with seeming impunity, while cars and horse-drawn carts veer in and out of traffic lanes. The effect is somewhat chaotic, as if the citizens haven’t yet learned how to use the streets. In fact, however, it is a portrait of another version of city living, in which the streets have not yet been taken over by the automobile.\u003c/p>\n\u003cp>“When we turned streets into pipes of cars over the past century,” Amin argues, “we did all kinds of damage to communities, we killed people, and created traffic jams.” In this glimpse of San Francisco on the eve of its destruction, then, we observe not just the city as it was but also (perhaps) as it may again be.\u003c/p>\n\u003cp>“The instructive thing,” Tierney said of the film during a 2016 Curbed digital symposium, “is seeing people walk without being conditioned to walk under the front of buildings. They just use the space whatever way they want. Up until about 100 years ago, that was how everyone experienced the city. Only recently have we been trained to walk dutifully along a little sidewalk, waiting for the man on the sign to turn from white to red.”\u003c/p>\u003c/blockquote>\n\u003cp>\"A portrait of another version of city living\"? \"Trained to walk dutifully along a little sidewalk\"? That makes it sound like we're missing out on some kind of pedestrian paradise of the pre-automobile past.\u003c/p>\n\u003cp>It made me think: How many people were dying on the city streets depicted in \u003ca href=\"https://youtu.be/jZpKqOoMpnk\" target=\"_blank\" rel=\"noopener\">that 1906 film\u003c/a>? That question prompted a quick review of vehicle-related deaths in the city, principally in \u003ca href=\"https://www.familysearch.org/ark:/61903/3:1:33S7-95FQ-9ZZW?i=144&owc=319R-W38%3A20726101%3Fcc%3D1402856&wc=319R-DPX%3A20726101%2C33207001&cc=1402856\" target=\"_blank\" rel=\"noopener\">city coroner's records\u003c/a> digitized by FamilySearch.org and 1906 issues of the San Francisco Call available through the \u003ca href=\"https://cdnc.ucr.edu/\" target=\"_blank\" rel=\"noopener\">California Digital Newspaper Collection\u003c/a>.\u003c/p>\n\u003cp>The overall death toll -- at least 95 in a San Francisco with less than half the population of today's city -- was surprisingly high. Also eye-opening, for me, was the principal cause of vehicle-related deaths.\u003c/p>\n\u003cp>The main menace plying the city streets in the year of the Great Earthquake was not automotive. Though frequent collisions involving motorcars were reported, just seven people were reported killed by motor vehicles.\u003c/p>\n\u003cp>Seven others died in incidents involving trains (that count does not include the dozen or more railroad workers killed in the city's train yards during the year).\u003c/p>\n\u003cp>Twenty deaths involved horse-drawn vehicles that struck and killed bystanders or sometimes their own drivers.\u003c/p>\n\u003cp>But the real scourge for people venturing through San Francisco's boulevards was the streetcar. Sixty-one people were listed as dying in incidents involving the frequently overcrowded transit vehicles. People fell from the cars. They were run down crossing tracks. Many were fatally injured as they got on or off the cars.\u003c/p>\n\u003cp>The Call often related these fatalities in excruciatingly explicit detail. Skulls were crushed. Heads were severed. Limbs were torn off.\u003c/p>\n\u003cp>Here's how the paper described the demise of a teenager named Helen Umfrid, who died while changing cars at Mission and Third streets:\u003c/p>\n\u003cblockquote>\u003cp>\"Mowed down by the thirty-ton juggernaut, her body was churned round the forward wheels and mangled so frightfully that it became almost welded to the [car] and could not be removed for more than an hour. When it was finally recovered the appearance it presented unnerved the great gathering that had watched employees of the United Railroads working round the car with primitive wrecking apparatus, and heads were turned away as it was borne to the Morgue wagon.\"\u003c/p>\u003c/blockquote>\n\u003cp>This account of the vehicle toll in the city doesn't count the dozens or hundreds of incidents in which people were injured. And it portrays the city at a moment when it was about to change dramatically. By 1927, automobiles ruled the streets and accounted for a huge majority of the record 158 vehicle-related deaths reported that year.\u003c/p>\n\u003cp>For the sake of comparing 1906 San Francisco with its modern self: The city has averaged about 30 traffic deaths a year since 2005, according to the city's Vision Zero program. The 20 fatalities recorded last year was the lowest figure in the city's modern history.\u003c/p>\n\u003cp>Given the city's population of roughly 450,000 people in 1906, the incidence of traffic-related deaths was about 21 per 100,000. The approximate incidence in current-day San Francisco -- where we'll use the average of 30 deaths a year and a population of 800,000 -- is 3.75/100,000.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"Vehicle-Related Deaths in San Francisco, 1906\" aria-label=\"Long Table\" id=\"datawrapper-chart-gFHhI\" src=\"//datawrapper.dwcdn.net/gFHhI/2/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important;\" height=\"17400\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Gov. Jerry Brown Proposes One-Time Spending on Homelessness, Infrastructure",
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"content": "\u003cp>It's not the long-term investments in anti-poverty programs that liberal lawmakers have been pushing for, but Gov. Jerry Brown does want to use an unexpected $8 billion in projected revenues to tackle some of California's most intransigent problems, including helping cities combat homelessness and mental illness and investing in crumbling infrastructure.\u003c/p>\n\u003cp>A relaxed Brown appeared before reporters Friday morning to unveil his final budget proposal, a revision of his January plan for the fiscal year that begins July 1.\u003c/p>\n\u003cp>He repeated a now-familiar refrain, warning that the state's nearly decade-long economic expansion will eventually end -- and making clear that his priorities include growing the state's so-called rainy day fund to a record $13.8 billion and investing extra money in one-time expenditures, not ongoing spending.\u003c/p>\n\u003cp>\"I am trying to leave the most responsible budget I can to the next governor, so I am going to be reluctant to embark upon programs that will continue and grow into the future,\" Brown said. \"They all have merit to them, but we are already overextended -- it's hard to believe when we have so much money in the bank, but we are.\"\u003c/p>\n\u003cp>Brown spoke as he stood between familiar charts laying out the history of economic downturns and the massive growth that programs such as public education and Medi-Cal, the state's health insurance for the poor, have enjoyed under his watch.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"As you know we are nearing the longest economic recovery in modern history and as Isaac Newton once observed, what goes up must go down,\" Brown said. \"It's time to save for the future -- as I've said before, and I will say again: Let's not blow it now.\"\u003c/p>\n\u003cp>But in a nod to legislative Democrats' focus on income inequality, Brown is expanding the state’s Earned Income Tax Credit program to include workers between the ages of 18 and 25, and above 64. The income limits tied to that tax credit are also being increased to reflect the state's minimum wage increase to $12 an hour in 2019.\u003c/p>\n\u003cp>Brown didn't cave on one of Senate Democrats' big priorities: increasing the grant levels for the state's welfare-to-work recipients. But he said he will \"take a look at what the Legislature proposes\" in the coming month.\u003c/p>\n\u003cp>Assembly Republican leader Brian Dahle agreed more money should go into the state's rainy day fund. He said he'd also like to see some go toward infrastructure.\u003c/p>\n\u003cp>\"And obviously we should give some of it back to the taxpayers,\" Dahle said. \"You know once the government gets a hold of our money, it's really hard for them to let go of it.\"\u003c/p>\n\u003cp>The governor is proposing putting about $4 billion of the surplus into one-time expenditures, including $2 billion to help state universities, facilities and courts tackle years of deferred infrastructure maintenance. Some of that money would also go to flood control needs, such as shoring up levees.\u003c/p>\n\u003cp>The governor also wants to send $359 million to local governments to address homelessness, and use $312 million for mental health screenings and the education of mental health professionals. Those are one-time expenditures aimed at bridging a gap until money from a new fee on real estate transactions and other money materializes.\u003c/p>\n\u003cp>Brown noted that many of the state's biggest-ticket items have grown substantially over his eight years in office.\u003c/p>\n\u003cp>Spending on K-12 schools and community colleges has ballooned from $47.3 billion in his first year in office to a proposed $78.4 billion next fiscal year. That's an increase of $4,600 in per pupil spending since he took office.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"No state comes close to us on health care and education spending,\" the governor said.\u003c/p>\n\n",
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"excerpt": "With his final budget proposal as governor, Brown wants to use an unexpected $8 billion in projected revenues to tackle some of California's most intransigent problems.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's not the long-term investments in anti-poverty programs that liberal lawmakers have been pushing for, but Gov. Jerry Brown does want to use an unexpected $8 billion in projected revenues to tackle some of California's most intransigent problems, including helping cities combat homelessness and mental illness and investing in crumbling infrastructure.\u003c/p>\n\u003cp>A relaxed Brown appeared before reporters Friday morning to unveil his final budget proposal, a revision of his January plan for the fiscal year that begins July 1.\u003c/p>\n\u003cp>He repeated a now-familiar refrain, warning that the state's nearly decade-long economic expansion will eventually end -- and making clear that his priorities include growing the state's so-called rainy day fund to a record $13.8 billion and investing extra money in one-time expenditures, not ongoing spending.\u003c/p>\n\u003cp>\"I am trying to leave the most responsible budget I can to the next governor, so I am going to be reluctant to embark upon programs that will continue and grow into the future,\" Brown said. \"They all have merit to them, but we are already overextended -- it's hard to believe when we have so much money in the bank, but we are.\"\u003c/p>\n\u003cp>Brown spoke as he stood between familiar charts laying out the history of economic downturns and the massive growth that programs such as public education and Medi-Cal, the state's health insurance for the poor, have enjoyed under his watch.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"As you know we are nearing the longest economic recovery in modern history and as Isaac Newton once observed, what goes up must go down,\" Brown said. \"It's time to save for the future -- as I've said before, and I will say again: Let's not blow it now.\"\u003c/p>\n\u003cp>But in a nod to legislative Democrats' focus on income inequality, Brown is expanding the state’s Earned Income Tax Credit program to include workers between the ages of 18 and 25, and above 64. The income limits tied to that tax credit are also being increased to reflect the state's minimum wage increase to $12 an hour in 2019.\u003c/p>\n\u003cp>Brown didn't cave on one of Senate Democrats' big priorities: increasing the grant levels for the state's welfare-to-work recipients. But he said he will \"take a look at what the Legislature proposes\" in the coming month.\u003c/p>\n\u003cp>Assembly Republican leader Brian Dahle agreed more money should go into the state's rainy day fund. He said he'd also like to see some go toward infrastructure.\u003c/p>\n\u003cp>\"And obviously we should give some of it back to the taxpayers,\" Dahle said. \"You know once the government gets a hold of our money, it's really hard for them to let go of it.\"\u003c/p>\n\u003cp>The governor is proposing putting about $4 billion of the surplus into one-time expenditures, including $2 billion to help state universities, facilities and courts tackle years of deferred infrastructure maintenance. Some of that money would also go to flood control needs, such as shoring up levees.\u003c/p>\n\u003cp>The governor also wants to send $359 million to local governments to address homelessness, and use $312 million for mental health screenings and the education of mental health professionals. Those are one-time expenditures aimed at bridging a gap until money from a new fee on real estate transactions and other money materializes.\u003c/p>\n\u003cp>Brown noted that many of the state's biggest-ticket items have grown substantially over his eight years in office.\u003c/p>\n\u003cp>Spending on K-12 schools and community colleges has ballooned from $47.3 billion in his first year in office to a proposed $78.4 billion next fiscal year. That's an increase of $4,600 in per pupil spending since he took office.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"No state comes close to us on health care and education spending,\" the governor said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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"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",
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"source": "American Public Media"
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"masters-of-scale": {
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},
"mindshift": {
"id": "mindshift",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"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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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"on-the-media": {
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"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"link": "/radio/program/on-the-media",
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/pbs-newshour",
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"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
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},
"perspectives": {
"id": "perspectives",
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"order": 14
},
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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},
"link": "/radio/program/planet-money",
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
"subscribe": {
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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"source": "PRI"
},
"link": "/radio/program/pri-the-world",
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"tuneIn": "https://tunein.com/podcasts/News--Politics-Podcasts/PRIs-The-World-p24/",
"rss": "http://feeds.feedburner.com/pri/theworld"
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
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