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The proposal, by Supervisor Aaron Peskin, is scheduled to be heard next week in the board’s Land Use and Transportation Committee.\u003c/p>\n\u003cp>On another front, City Attorney Dennis Herrera said in a statement Monday his office has received “multiple” complaints about the scooters and is exploring what legal remedies might be used to ensure they don’t interfere with pedestrian safety.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The city’s sidewalks “are not dumping grounds for commercial scooters,” Herrera said. “Kids, parents with strollers, seniors or people in wheelchairs shouldn’t be tripping over scooters or forced into traffic to get around them. San Franciscans’ safety and public resources are not commodities for these companies to monetize. San Francisco has had enough of the mantra ‘move fast and break things.’ We are examining all of our legal options to protect the more than one million people who use San Francisco’s sidewalks every day.”\u003c/p>\n\u003cp>Early last year, Herrera’s office was successful in forcing Bluegogo, a now-defunct China-based dockless bike company, to remove its cycles from the streets. The Bluegogo episode prompted an ordinance by Peskin to require dockless bike companies to obtain SFMTA permits.\u003c/p>\n\u003cp>“Of course, we didn’t anticipate stationless scooters” when the dockless bike ordinance was written, Peskin said in an interview Monday. “I actually introduced legislation before Bird and Lime dumped hundreds of these devices on our sidewalks to give the San Francisco Municipal Transportation Agency the ability to permit these and set reasonable permit conditions. … I suspect these companies knew full well that this legislation was forthcoming and decided that they would rather ask forgiveness than permission.”\u003c/p>\n\u003cp>SFMTA spokesman Paul Rose said in an email Monday that the agency is working with Peskin to develop regulations for “motorized scooter sharing in the public right-of-way.”\u003c/p>\n\u003cp>He noted that while the electric stand-up scooters are not explicitly covered under the city’s transportation code, other legal requirements do apply.\u003c/p>\n\u003cp>“It is illegal to place a scooter (or any other object) in a manner that obstructs the sidewalk or other pedestrian paths of travel,” Rose said. “Also, state law prohibits riding motorized scooters on any sidewalk and requires that scooter riders wear helmets.”\u003c/p>\n\u003cp>He also said the city wants “any potential operators of new transportation services to work closely with us prior to launching a new program. While we welcome improved mobility options, we want to carefully consider the potential benefits and impacts of any new private transportation service to ensure that it serves the public interest.”\u003c/p>\n\u003cp>Bird and LimeBike did not respond immediately to requests for comment. However, San Francisco-based Spin maintained that it has been cooperative with the SFMTA and has taken steps to educate customers about the do’s and don’ts of scooter etiquette.\u003c/p>\n\u003cp>“This is the first time we’re hearing about this statement from the city attorney’s office,” Spin spokeswoman Rachel Starr said in an email Monday. “We have a policy that scooters must be ridden only on roads and bike lanes, and that they must be parked on wide sidewalks in the furniture zone — closer to the curb — so as not to impede pedestrian traffic and ensure public safety.”\u003c/p>\n\u003cp>Starr noted that Spin’s scooter app includes pop-ups informing users that riding on sidewalks is prohibited.\u003c/p>\n\u003cp>“Additionally, our in-house customer support team dispatches our crews whenever we receive a report of an improperly parked scooter that may be obstructing the right of way,” she said. “We’re committed to getting San Franciscans out of cars and using environmentally-friendly transportation options to help mitigate congestion and pollution in our city, but we understand the importance of addressing valuable concerns from the community around safety and appropriate usage of scooters. ”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the three firms, Bird gained early notoriety last fall when it distributed hundreds of its scooters in Santa Monica without informing the city. The city filed criminal charges, alleging that the company had failed to obtain business licenses and vendor permits. The company \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-bird-scooters-20180215-story.html\" target=\"_blank\" rel=\"noopener\">pleaded no contest\u003c/a> in February and agreed to pay $300,000 and get the required licenses to settle the case.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco officials are weighing steps — including possible legal action — to try to rein in the sudden proliferation of rental electric stand-up scooters on the city’s streets and sidewalks.\u003c/p>\n\u003cp>The scooters began appearing on city streets last month, distributed by a Southern California firm called Bird and two Bay Area dockless bike startups — LimeBike and Spin.\u003c/p>\n\u003cp>City officials voiced disapproval because the companies put the scooters on the street without permits. Numerous reports of people riding the mini-vehicles on sidewalks — and dumping them haphazardly when they’re done riding — has heightened that official displeasure.\u003c/p>\n\u003cp>The result: Board of Supervisors’ legislation that would empower the San Francisco Municipal Transportation Agency to develop and enforce regulations for the scooters. The proposal, by Supervisor Aaron Peskin, is scheduled to be heard next week in the board’s Land Use and Transportation Committee.\u003c/p>\n\u003cp>On another front, City Attorney Dennis Herrera said in a statement Monday his office has received “multiple” complaints about the scooters and is exploring what legal remedies might be used to ensure they don’t interfere with pedestrian safety.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The city’s sidewalks “are not dumping grounds for commercial scooters,” Herrera said. “Kids, parents with strollers, seniors or people in wheelchairs shouldn’t be tripping over scooters or forced into traffic to get around them. San Franciscans’ safety and public resources are not commodities for these companies to monetize. San Francisco has had enough of the mantra ‘move fast and break things.’ We are examining all of our legal options to protect the more than one million people who use San Francisco’s sidewalks every day.”\u003c/p>\n\u003cp>Early last year, Herrera’s office was successful in forcing Bluegogo, a now-defunct China-based dockless bike company, to remove its cycles from the streets. The Bluegogo episode prompted an ordinance by Peskin to require dockless bike companies to obtain SFMTA permits.\u003c/p>\n\u003cp>“Of course, we didn’t anticipate stationless scooters” when the dockless bike ordinance was written, Peskin said in an interview Monday. “I actually introduced legislation before Bird and Lime dumped hundreds of these devices on our sidewalks to give the San Francisco Municipal Transportation Agency the ability to permit these and set reasonable permit conditions. … I suspect these companies knew full well that this legislation was forthcoming and decided that they would rather ask forgiveness than permission.”\u003c/p>\n\u003cp>SFMTA spokesman Paul Rose said in an email Monday that the agency is working with Peskin to develop regulations for “motorized scooter sharing in the public right-of-way.”\u003c/p>\n\u003cp>He noted that while the electric stand-up scooters are not explicitly covered under the city’s transportation code, other legal requirements do apply.\u003c/p>\n\u003cp>“It is illegal to place a scooter (or any other object) in a manner that obstructs the sidewalk or other pedestrian paths of travel,” Rose said. “Also, state law prohibits riding motorized scooters on any sidewalk and requires that scooter riders wear helmets.”\u003c/p>\n\u003cp>He also said the city wants “any potential operators of new transportation services to work closely with us prior to launching a new program. While we welcome improved mobility options, we want to carefully consider the potential benefits and impacts of any new private transportation service to ensure that it serves the public interest.”\u003c/p>\n\u003cp>Bird and LimeBike did not respond immediately to requests for comment. However, San Francisco-based Spin maintained that it has been cooperative with the SFMTA and has taken steps to educate customers about the do’s and don’ts of scooter etiquette.\u003c/p>\n\u003cp>“This is the first time we’re hearing about this statement from the city attorney’s office,” Spin spokeswoman Rachel Starr said in an email Monday. “We have a policy that scooters must be ridden only on roads and bike lanes, and that they must be parked on wide sidewalks in the furniture zone — closer to the curb — so as not to impede pedestrian traffic and ensure public safety.”\u003c/p>\n\u003cp>Starr noted that Spin’s scooter app includes pop-ups informing users that riding on sidewalks is prohibited.\u003c/p>\n\u003cp>“Additionally, our in-house customer support team dispatches our crews whenever we receive a report of an improperly parked scooter that may be obstructing the right of way,” she said. “We’re committed to getting San Franciscans out of cars and using environmentally-friendly transportation options to help mitigate congestion and pollution in our city, but we understand the importance of addressing valuable concerns from the community around safety and appropriate usage of scooters. ”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the three firms, Bird gained early notoriety last fall when it distributed hundreds of its scooters in Santa Monica without informing the city. The city filed criminal charges, alleging that the company had failed to obtain business licenses and vendor permits. The company \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-bird-scooters-20180215-story.html\" target=\"_blank\" rel=\"noopener\">pleaded no contest\u003c/a> in February and agreed to pay $300,000 and get the required licenses to settle the case.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART to Early-Morning Riders: Would You Take a Bus During Tube Retrofit?",
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"content": "\u003cp>Early-morning BART riders are going to have some company on the train for a few days.\u003c/p>\n\u003cp>BART staff this week started riding trains at 4 a.m. to get feedback from riders on service changes that will affect them for the next several years.\u003c/p>\n\u003cp>BART is undertaking a $276 million retrofit of the Transbay Tube to protect it from a \"1,000-year earthquake.\" The plan is to install an inner steel lining throughout the tube, as well as a new pumping system, in hopes of slowing and mitigating any leaks that could occur during an earthquake.\u003c/p>\n\u003cp>To make that happen, BART will be pushing its service start time from 4 a.m. to 5 a.m. and single-tracking from 9:30 p.m. to midnight in the tube for the duration of the project. BART says the service changes will save four months and $15 million on the project.\u003c/p>\n\u003cp>But it will also heavily impact the 2,800 people who BART says use its trains weekdays in that first hour of service.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"There are no other transit options at 4 a.m. A lot of bus service doesn't even start at that hour. So these riders are really relying on BART,\" said transit system spokeswoman Alicia Trost.\u003c/p>\n\u003cp>That's why BART is putting its staff on those early-morning trains to see what kind of \u003cem>bus\u003c/em> service would most help riders during the project.\u003c/p>\n\u003cp>https://twitter.com/RadioBWatt/status/981864243849871361\u003c/p>\n\u003cp>BART is asking riders for their opinion on two different options. One would set up new AC Transit routes from the East Bay into San Francisco and enhance already existing early-morning bus service from AC Transit, Muni and SamTrans.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30307_BART-option-1-qut.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-11660180\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-800x581.jpg\" alt=\"\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-800x581.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-1020x741.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-960x698.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-240x174.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-520x378.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut.jpg 1025w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>The second would also establish four new express bus routes from popular East Bay stations into the Salesforce Transit Center in San Francisco.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30308_BART-option-2-qut.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-11660181\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-800x590.jpg\" alt=\"\" width=\"800\" height=\"590\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-800x590.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-160x118.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-960x707.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-240x177.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-375x276.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-520x383.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut.jpg 1015w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>Trost said setting up the express routes would cost more money, but could actually save riders time and money off their normal BART commute. She also said BART expects to lose riders because of the service change.\u003c/p>\n\u003cp>\"The work has to be done, and it's all about the safety and reliability of the system,\" she said. \"I think everyone agrees when it comes to the Transbay Tube, it's our most vital asset.\"\u003c/p>\n\u003cp>In addition to riding the trains, BART staff will also collect feedback \u003ca href=\"https://www.bart.gov/sites/default/files/docs/03-28-18%20Tube%20flyer_Final.pdf\" target=\"_blank\" rel=\"noopener\">in stations\u003c/a> over the next few weeks and encouraging riders to take the survey online.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Trost says they'll collect rider feedback through May, after which the board will make a final decision this summer. Depending on which option they choose, work on the Transbay Tube is expected to start either in September 2018 or February 2019.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>BART is asking riders for their opinion on two different options. One would set up new AC Transit routes from the East Bay into San Francisco and enhance already existing early-morning bus service from AC Transit, Muni and SamTrans.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30307_BART-option-1-qut.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-11660180\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-800x581.jpg\" alt=\"\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-800x581.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-1020x741.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-960x698.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-240x174.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-520x378.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut.jpg 1025w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>The second would also establish four new express bus routes from popular East Bay stations into the Salesforce Transit Center in San Francisco.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30308_BART-option-2-qut.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-11660181\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-800x590.jpg\" alt=\"\" width=\"800\" height=\"590\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-800x590.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-160x118.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-960x707.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-240x177.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-375x276.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-520x383.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut.jpg 1015w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>Trost said setting up the express routes would cost more money, but could actually save riders time and money off their normal BART commute. She also said BART expects to lose riders because of the service change.\u003c/p>\n\u003cp>\"The work has to be done, and it's all about the safety and reliability of the system,\" she said. \"I think everyone agrees when it comes to the Transbay Tube, it's our most vital asset.\"\u003c/p>\n\u003cp>In addition to riding the trains, BART staff will also collect feedback \u003ca href=\"https://www.bart.gov/sites/default/files/docs/03-28-18%20Tube%20flyer_Final.pdf\" target=\"_blank\" rel=\"noopener\">in stations\u003c/a> over the next few weeks and encouraging riders to take the survey online.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Trost says they'll collect rider feedback through May, after which the board will make a final decision this summer. Depending on which option they choose, work on the Transbay Tube is expected to start either in September 2018 or February 2019.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "How California Car Culture Killed the Promise of a 20-Minute Commute",
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"headTitle": "How California Car Culture Killed the Promise of a 20-Minute Commute | KQED",
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"content": "\u003cp>As an innovator and early adopter of freeways, California became the symbolic capital of car culture. But the ease of movement conferred by the massive postwar freeway building boom was short-lived, turning the dream of car travel into a nightmare of congestion and long commutes.\u003c/p>\n\u003cp>The story of how Californians went from getting around to getting stuck behind the wheel is deeply entwined with the history of the urban freeway, an enterprise that advanced earlier and on a larger scale here than anywhere else in the country.\u003c/p>\n\u003cp>Half a century ago, there was reason for optimism about cars. Los Angeles native Michael Alexander remembers the days when the old saying about getting anywhere in Los Angeles in 20 minutes actually held true.\u003c/p>\n\u003cp>“I trusted it at least in the first decade of driving that I did,” he said.\u003c/p>\n\u003cp>In 1964, Alexander was a newly minted teenage driver, many freeways had just been built and he got a job as a clown in the L.A. City Traveling Circus, performing at city parks from the San Fernando Valley to the port cities.\u003c/p>\n\u003cfigure id=\"attachment_11660158\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660158\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/KidsFollowTruck.jpg\" alt=\"Children follow a truck as it drives into position at Granada Hills Playground to set up the 1964 Combined Traveling Circus and Kiddie Carnival. Photo dated: July 4, 1964.\" width=\"1024\" height=\"760\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-160x119.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-800x594.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-1020x757.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-960x713.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-240x178.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-375x278.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-520x386.jpg 520w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Children follow a truck as it drives into position at Granada Hills Playground to set up the 1964 Combined Traveling Circus and Kiddie Carnival. Photo dated: July 4, 1964. \u003ccite>(HERALD-EXAMINER COLLECTION / LOS ANGELES PUBLIC LIBRARY)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We were truly able to ride the speed limit at any time of the day,” he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Today, that 20-minute rule is absurd. His wife, Vicki Kirsch, budgets five to six times that long to drive from their home northeast of downtown to her job teaching music at UCLA about 15 miles away.\u003c/p>\n\u003cp>Traffic data analytics firm \u003ca href=\"http://inrix.com/scorecard/?\">Inrix\u003c/a> ranked L.A. traffic not just the worst in the country, but the worst in the world in 2017, saying drivers spent more than 100 hours a year delayed by congestion.\u003c/p>\n\u003cp>It was not much better in the San Francisco Bay Area, ranked fifth most congested worldwide, where drivers were stuck in traffic almost 80 hours, according to Inrix.\u003c/p>\n\u003cp>The limited-access highways in urban areas were conceived in the 1920s as a way to provide speedier thoroughfares for cars while excluding streetcars, pedestrians and intersections.\u003c/p>\n\u003cp>That history can be traced less than a mile from Alexander and Kirsch’s home on a drive they take nearly every day down the Arroyo Seco Parkway, one of the earliest freeways in the country.\u003c/p>\n\u003cfigure id=\"attachment_11660160\" class=\"wp-caption aligncenter\" style=\"max-width: 953px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660160\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/ArroyoSeco.jpg\" alt=\"Arroyo Seco Parkway soon after opening, 1940.\" width=\"953\" height=\"724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco.jpg 953w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-160x122.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-800x608.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-240x182.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-375x285.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-520x395.jpg 520w\" sizes=\"(max-width: 953px) 100vw, 953px\">\u003cfigcaption class=\"wp-caption-text\">Arroyo Seco Parkway soon after opening, 1940. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Its opening in 1940 was a seminal moment, said Matthew Roth, historian for the Automobile Club of Southern California.\u003c/p>\n\u003cp>“Once you build a piece of freeway, you have determined future actions,” he said. “Once those lines are laid down in concrete, subsequent construction is going to have to connect with them.”\u003c/p>\n\u003cp>In the decades that followed, California did connect them — financing and designing a massive network of freeways that spans more than 50,000 miles across the state, a system that would become a model for the rest of the country.\u003c/p>\n\u003cp>“California was the right place, but it was also the right time,” said Brian Taylor, an urban planning professor who directs UCLA’s Institute of Transportation Studies.\u003c/p>\n\u003cfigure id=\"attachment_11660163\" class=\"wp-caption aligncenter\" style=\"max-width: 1004px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660163\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/OneWaySigns.jpg\" alt=\"One-way signs that were placed on exit ramps after opening because people did not understand the concept of on-ramps and off-ramps, 1942.\" width=\"1004\" height=\"718\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns.jpg 1004w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-800x572.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-960x687.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-240x172.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-375x268.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-520x372.jpg 520w\" sizes=\"(max-width: 1004px) 100vw, 1004px\">\u003cfigcaption class=\"wp-caption-text\">One-way signs that were placed on exit ramps after opening because people did not understand the concept of on-ramps and off-ramps, 1942. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The rise of the automobile was happening everywhere, but California was uniquely poised to embrace it, said Taylor, because it coincided with the state’s period of maximum growth. In the two decades after World War II, there was booming industry, plenty of land to develop and the population doubled. Car ownership was growing even faster than the population, with car registrations \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/bc1434a6-66a8-476c-b500-7e159ee9baaf/S7-1.pdf?MOD=AJPERES&CONVERT_TO=url&CACHEID=bc1434a6-66a8-476c-b500-7e159ee9baaf\">increasing by 10 percent\u003c/a> a year between 1946 and 1958, according to the state Department of Motor Vehicles.\u003c/p>\n\u003cp>In 1947, the state began raising the gas tax to fund the freeways with the landmark Collier-Burns Act, setting up a gas tax highway trust fund which would be copied at the federal level a decade later. Previously, most roads had been funded on an ad hoc basis through bonds, tolls or local property taxes.\u003c/p>\n\u003cp>The State Division of Highways, the precursor to Caltrans, built about a hundred miles of new freeway a year between the mid-’50s and mid-’60s, including sections of Highway 101 in Northern and Southern California, and much of Interstate 5, along with interstates 405 and 280.\u003c/p>\n\u003cp>Taylor said these roadways were designed for high speed and high capacity by an agency that had previously been responsible only for rural highways.\u003c/p>\n\u003cp>“We were off to the races building these big super highways that had really been designed to move people at 70 mph between cities rather than 15 mph within cities” he said.\u003c/p>\n\u003cp>What started as a hodge-podge of more modest facilities like Arroyo Seco Parkway, initiated and built at the local level and designed to fit the crowded urban environment, turned into a state-orchestrated effort that transformed urban landscapes with high-capacity speedways cutting through the heart of cities and out to their fringes.\u003c/p>\n\u003cfigure id=\"attachment_11660166\" class=\"wp-caption aligncenter\" style=\"max-width: 1012px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660166\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed.jpg\" alt=\"Grading the roadbed of the Harbor Freeway, 1958.\" width=\"1012\" height=\"715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed.jpg 1012w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-960x678.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-240x170.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-375x265.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-520x367.jpg 520w\" sizes=\"(max-width: 1012px) 100vw, 1012px\">\u003cfigcaption class=\"wp-caption-text\">Grading the roadbed of the Harbor Freeway, 1958. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yet only about half the freeways that were planned for the state were ever built. By the 1970s cities were revolting against displacement and smog. Taylor’s \u003ca href=\"https://www.accessmagazine.org/fall-1993/why-california-stopped-building-freeways/\">research\u003c/a> shows that state spending on freeways continued to increase, even as the number of miles constructed plummeted because of cost inflation.\u003c/p>\n\u003cp>Almost as quickly as it began, the era of freeway building came to an end. But Taylor said its legacy can still be felt, and has only compounded as California cities have grown and densified.\u003c/p>\n\u003cp>“These facilities supported development very far from the city center and created an expectation that it was somehow normal and reasonable to travel very far,” he said.\u003c/p>\n\u003cp>The success of the freeways helped drive commerce, development and population growth across the state. The state’s population nearly tripled in the last half of the 20th century and the once-sparsley populated suburbs began merging with the big city centers.\u003c/p>\n\u003cp>But Taylor said it’s a mistake to view the resulting vehicle traffic as a sign of failure or dysfunction.\u003c/p>\n\u003cp>“Congestion is a problem that arises from all of the activity we have in cities,” he said. “Cities exist because they push lots of activities together in a place. But when you push things together, things get crowded and slowed down.”\u003c/p>\n\u003cp>Congestion, not free movement, is the natural state of thriving cities. So what Michael Alexander experienced in 1964 — the dream of driving across a city in 20 minutes — was an anomaly, a blip brought on by a sudden burst of new capacity.\u003c/p>\n\u003cp>It’s likely the dream of a 20-minute car commute will live on only in the memories of folks like Alexander.\u003c/p>\n\u003cp>“I love the advantages the car culture gave me,” he said. “But I’m the beneficiary of something that might not have been best for society in the long run.”\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11660142\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/CADreamBanner-800x219.jpg\" alt=\"\" width=\"800\" height=\"219\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-800x219.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-160x44.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-1020x280.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-1180x324.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-960x263.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-240x66.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-375x103.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-520x143.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner.jpg 1867w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As an innovator and early adopter of freeways, California became the symbolic capital of car culture. But the ease of movement conferred by the massive postwar freeway building boom was short-lived, turning the dream of car travel into a nightmare of congestion and long commutes.\u003c/p>\n\u003cp>The story of how Californians went from getting around to getting stuck behind the wheel is deeply entwined with the history of the urban freeway, an enterprise that advanced earlier and on a larger scale here than anywhere else in the country.\u003c/p>\n\u003cp>Half a century ago, there was reason for optimism about cars. Los Angeles native Michael Alexander remembers the days when the old saying about getting anywhere in Los Angeles in 20 minutes actually held true.\u003c/p>\n\u003cp>“I trusted it at least in the first decade of driving that I did,” he said.\u003c/p>\n\u003cp>In 1964, Alexander was a newly minted teenage driver, many freeways had just been built and he got a job as a clown in the L.A. City Traveling Circus, performing at city parks from the San Fernando Valley to the port cities.\u003c/p>\n\u003cfigure id=\"attachment_11660158\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660158\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/KidsFollowTruck.jpg\" alt=\"Children follow a truck as it drives into position at Granada Hills Playground to set up the 1964 Combined Traveling Circus and Kiddie Carnival. Photo dated: July 4, 1964.\" width=\"1024\" height=\"760\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-160x119.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-800x594.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-1020x757.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-960x713.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-240x178.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-375x278.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-520x386.jpg 520w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Children follow a truck as it drives into position at Granada Hills Playground to set up the 1964 Combined Traveling Circus and Kiddie Carnival. Photo dated: July 4, 1964. \u003ccite>(HERALD-EXAMINER COLLECTION / LOS ANGELES PUBLIC LIBRARY)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We were truly able to ride the speed limit at any time of the day,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Today, that 20-minute rule is absurd. His wife, Vicki Kirsch, budgets five to six times that long to drive from their home northeast of downtown to her job teaching music at UCLA about 15 miles away.\u003c/p>\n\u003cp>Traffic data analytics firm \u003ca href=\"http://inrix.com/scorecard/?\">Inrix\u003c/a> ranked L.A. traffic not just the worst in the country, but the worst in the world in 2017, saying drivers spent more than 100 hours a year delayed by congestion.\u003c/p>\n\u003cp>It was not much better in the San Francisco Bay Area, ranked fifth most congested worldwide, where drivers were stuck in traffic almost 80 hours, according to Inrix.\u003c/p>\n\u003cp>The limited-access highways in urban areas were conceived in the 1920s as a way to provide speedier thoroughfares for cars while excluding streetcars, pedestrians and intersections.\u003c/p>\n\u003cp>That history can be traced less than a mile from Alexander and Kirsch’s home on a drive they take nearly every day down the Arroyo Seco Parkway, one of the earliest freeways in the country.\u003c/p>\n\u003cfigure id=\"attachment_11660160\" class=\"wp-caption aligncenter\" style=\"max-width: 953px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660160\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/ArroyoSeco.jpg\" alt=\"Arroyo Seco Parkway soon after opening, 1940.\" width=\"953\" height=\"724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco.jpg 953w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-160x122.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-800x608.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-240x182.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-375x285.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-520x395.jpg 520w\" sizes=\"(max-width: 953px) 100vw, 953px\">\u003cfigcaption class=\"wp-caption-text\">Arroyo Seco Parkway soon after opening, 1940. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Its opening in 1940 was a seminal moment, said Matthew Roth, historian for the Automobile Club of Southern California.\u003c/p>\n\u003cp>“Once you build a piece of freeway, you have determined future actions,” he said. “Once those lines are laid down in concrete, subsequent construction is going to have to connect with them.”\u003c/p>\n\u003cp>In the decades that followed, California did connect them — financing and designing a massive network of freeways that spans more than 50,000 miles across the state, a system that would become a model for the rest of the country.\u003c/p>\n\u003cp>“California was the right place, but it was also the right time,” said Brian Taylor, an urban planning professor who directs UCLA’s Institute of Transportation Studies.\u003c/p>\n\u003cfigure id=\"attachment_11660163\" class=\"wp-caption aligncenter\" style=\"max-width: 1004px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660163\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/OneWaySigns.jpg\" alt=\"One-way signs that were placed on exit ramps after opening because people did not understand the concept of on-ramps and off-ramps, 1942.\" width=\"1004\" height=\"718\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns.jpg 1004w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-800x572.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-960x687.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-240x172.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-375x268.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-520x372.jpg 520w\" sizes=\"(max-width: 1004px) 100vw, 1004px\">\u003cfigcaption class=\"wp-caption-text\">One-way signs that were placed on exit ramps after opening because people did not understand the concept of on-ramps and off-ramps, 1942. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The rise of the automobile was happening everywhere, but California was uniquely poised to embrace it, said Taylor, because it coincided with the state’s period of maximum growth. In the two decades after World War II, there was booming industry, plenty of land to develop and the population doubled. Car ownership was growing even faster than the population, with car registrations \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/bc1434a6-66a8-476c-b500-7e159ee9baaf/S7-1.pdf?MOD=AJPERES&CONVERT_TO=url&CACHEID=bc1434a6-66a8-476c-b500-7e159ee9baaf\">increasing by 10 percent\u003c/a> a year between 1946 and 1958, according to the state Department of Motor Vehicles.\u003c/p>\n\u003cp>In 1947, the state began raising the gas tax to fund the freeways with the landmark Collier-Burns Act, setting up a gas tax highway trust fund which would be copied at the federal level a decade later. Previously, most roads had been funded on an ad hoc basis through bonds, tolls or local property taxes.\u003c/p>\n\u003cp>The State Division of Highways, the precursor to Caltrans, built about a hundred miles of new freeway a year between the mid-’50s and mid-’60s, including sections of Highway 101 in Northern and Southern California, and much of Interstate 5, along with interstates 405 and 280.\u003c/p>\n\u003cp>Taylor said these roadways were designed for high speed and high capacity by an agency that had previously been responsible only for rural highways.\u003c/p>\n\u003cp>“We were off to the races building these big super highways that had really been designed to move people at 70 mph between cities rather than 15 mph within cities” he said.\u003c/p>\n\u003cp>What started as a hodge-podge of more modest facilities like Arroyo Seco Parkway, initiated and built at the local level and designed to fit the crowded urban environment, turned into a state-orchestrated effort that transformed urban landscapes with high-capacity speedways cutting through the heart of cities and out to their fringes.\u003c/p>\n\u003cfigure id=\"attachment_11660166\" class=\"wp-caption aligncenter\" style=\"max-width: 1012px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660166\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed.jpg\" alt=\"Grading the roadbed of the Harbor Freeway, 1958.\" width=\"1012\" height=\"715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed.jpg 1012w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-960x678.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-240x170.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-375x265.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-520x367.jpg 520w\" sizes=\"(max-width: 1012px) 100vw, 1012px\">\u003cfigcaption class=\"wp-caption-text\">Grading the roadbed of the Harbor Freeway, 1958. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yet only about half the freeways that were planned for the state were ever built. By the 1970s cities were revolting against displacement and smog. Taylor’s \u003ca href=\"https://www.accessmagazine.org/fall-1993/why-california-stopped-building-freeways/\">research\u003c/a> shows that state spending on freeways continued to increase, even as the number of miles constructed plummeted because of cost inflation.\u003c/p>\n\u003cp>Almost as quickly as it began, the era of freeway building came to an end. But Taylor said its legacy can still be felt, and has only compounded as California cities have grown and densified.\u003c/p>\n\u003cp>“These facilities supported development very far from the city center and created an expectation that it was somehow normal and reasonable to travel very far,” he said.\u003c/p>\n\u003cp>The success of the freeways helped drive commerce, development and population growth across the state. The state’s population nearly tripled in the last half of the 20th century and the once-sparsley populated suburbs began merging with the big city centers.\u003c/p>\n\u003cp>But Taylor said it’s a mistake to view the resulting vehicle traffic as a sign of failure or dysfunction.\u003c/p>\n\u003cp>“Congestion is a problem that arises from all of the activity we have in cities,” he said. “Cities exist because they push lots of activities together in a place. But when you push things together, things get crowded and slowed down.”\u003c/p>\n\u003cp>Congestion, not free movement, is the natural state of thriving cities. So what Michael Alexander experienced in 1964 — the dream of driving across a city in 20 minutes — was an anomaly, a blip brought on by a sudden burst of new capacity.\u003c/p>\n\u003cp>It’s likely the dream of a 20-minute car commute will live on only in the memories of folks like Alexander.\u003c/p>\n\u003cp>“I love the advantages the car culture gave me,” he said. “But I’m the beneficiary of something that might not have been best for society in the long run.”\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The U.S. Environmental Protection Agency \u003ca href=\"http://bit.ly/fioreepafuel\">rejected Obama-era fuel efficiency standards\u003c/a> and set the stage for a battle with California clean air regulators.\u003c/p>\n\u003cp>In a reference to the \u003ca href=\"https://www.kqed.org/science/1922025/feds-target-unique-waiver-that-allows-california-to-set-emissions-limits\" rel=\"noopener\" target=\"_blank\">special exemption that allows California to set tougher emissions standards\u003c/a> than the federal government does, EPA Administrator Scott Pruitt said, “cooperative federalism doesn’t mean that one state can dictate standards for the rest of the country.”\u003c/p>\n\u003cp>https://twitter.com/EPAScottPruitt/status/980886931524521984\u003c/p>\n\u003cp>Twelve other states join California in adopting tougher emissions standards, leading automakers to adopt the more stringent requirements rather than make cars for two different standards.\u003c/p>\n\u003cp>California Air Resources Board Chair Mary Nichols issued a statement saying, “this decision takes the U.S. auto industry backward.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>It looks like the Trump administration and California are speeding towards another court battle, this time over emissions standards.\u003c/p>\n\n",
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"content": "\u003cp>Tesla is under fire again over labor practices after the National Labor Relations Board (NLRB) tacked on additional charges to an existing complaint, including claims that Tesla fired an employee over efforts to unionize with the United Auto Workers at its Fremont plant. Tesla and the NLRB will go to trial in June.\u003c/p>\n\u003cp>The NLRB is an independent government agency that protects workers’ rights to unionize.\u003c/p>\n\u003cp>The latest allegations have been added to a \u003ca href=\"https://www.kqed.org/news/11615246/federal-labor-board-claims-tesla-intimidated-workers-trying-to-unionize\" target=\"_blank\" rel=\"noopener\">larger complaint\u003c/a> that three workers filed against the automaker.\u003c/p>\n\u003cp>In August, the three workers claimed the company illegally intimidated them when they wore UAW T-shirts. One worker said he was restrained by a security guard when he participated in union activities like passing out flyers and pamphlets with UAW information.\u003c/p>\n\u003cp>In the newly amended complaint, one employee last fall sent screen shots of workers’ photographs and job titles to another Tesla employee to post in a private employee Facebook page called “Fremont Tesla Employees for UAW Representation,” where workers can legally post comments regarding wages and working conditions.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Afterward, a Tesla employee-relations investigator interrogated the two workers about their activity. One worker was fired on Oct. 18 and then, a day later, the other worker received a disciplinary warning.\u003c/p>\n\u003cp>The NLRB says Tesla’s actions discourage employees from engaging in legal unionizing efforts and that the two employees were targeted for their UAW affiliation.\u003c/p>\n\u003cp>Around the same time the two workers were investigated, Tesla fired about 700 employees because of bad performance reviews, according to the automaker. But UAW alleges the firings were because workers were trying to unionize.\u003c/p>\n\u003cp>Labor rights experts aren’t surprised by the latest amendment from the NLRB. Bill Sokol, a labor lawyer and lecturer at San Francisco State University, said, “It’s very possible that there will be more amendments, depending on the NLRB’s investigation of new charges, because we know that 700 workers were terminated.”\u003c/p>\n\u003cp>Michael Sanchez, a Tesla factory worker and part of the complaint because he says he was intimidated for handing out union leaflets. He said he’s happy with this amended complaint because it’s a move in the right direction.\u003c/p>\n\u003cp>“It’s a step forward, you know, to just speak the truth,” Sanchez said. “We aren’t here to have a good job. We’re here to have a great career.”\u003c/p>\n\u003cp>Tesla workers like Sanchez have been actively trying to unionize since the beginning of 2017. They have claimed unsafe working conditions as well as low pay.\u003c/p>\n\u003cp>In a statement to KQED regarding the latest complaint, a Tesla spokesperson denies the additional charges:\u003c/p>\n\u003cblockquote>\u003cp>“We have over 37,000 individuals working towards a mission to accelerate the world’s transition to sustainable energy, and we care about creating a great culture and future for our employees. These allegations from the UAW are nothing new. The only thing that’s changed since the UAW filed these charges is that many of the allegations have been outright dismissed or are not being pursued by the NLRB. There’s no merit to any of them. We will continue to fight for what is right.”\u003c/p>\u003c/blockquote>\n\u003cp>Tesla must respond to the newest allegations by April 13, 2018. A trial before an administrative judge is set for June 11, 2018.\u003c/p>\n\u003cp>The electric car company seems to be having a tough time right now. \u003ca href=\"https://www.kqed.org/news/11658404\" target=\"_blank\" rel=\"noopener\">Tesla is under investigation\u003c/a> by the National Transportation Safety Board after a man died when he crashed his SUV Model X into a highway barrier on US-101 near Mountain View. Tesla admitted the car was in its \u003ca href=\"https://www.kqed.org/news/11659115\" target=\"_blank\" rel=\"noopener\">semiautonomous “Autopilot” mode\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>After this story was published, Tesla said that the company fired the employee listed in the amended NLRB complaint because he had lied about why he shared the photos during the internal investigation. The employee later admitted to lying, Tesla said, so the company terminated him.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Tesla is under fire again over labor practices after the National Labor Relations Board (NLRB) tacked on additional charges to an existing complaint, including claims that Tesla fired an employee over efforts to unionize with the United Auto Workers at its Fremont plant. Tesla and the NLRB will go to trial in June.\u003c/p>\n\u003cp>The NLRB is an independent government agency that protects workers’ rights to unionize.\u003c/p>\n\u003cp>The latest allegations have been added to a \u003ca href=\"https://www.kqed.org/news/11615246/federal-labor-board-claims-tesla-intimidated-workers-trying-to-unionize\" target=\"_blank\" rel=\"noopener\">larger complaint\u003c/a> that three workers filed against the automaker.\u003c/p>\n\u003cp>In August, the three workers claimed the company illegally intimidated them when they wore UAW T-shirts. One worker said he was restrained by a security guard when he participated in union activities like passing out flyers and pamphlets with UAW information.\u003c/p>\n\u003cp>In the newly amended complaint, one employee last fall sent screen shots of workers’ photographs and job titles to another Tesla employee to post in a private employee Facebook page called “Fremont Tesla Employees for UAW Representation,” where workers can legally post comments regarding wages and working conditions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Afterward, a Tesla employee-relations investigator interrogated the two workers about their activity. One worker was fired on Oct. 18 and then, a day later, the other worker received a disciplinary warning.\u003c/p>\n\u003cp>The NLRB says Tesla’s actions discourage employees from engaging in legal unionizing efforts and that the two employees were targeted for their UAW affiliation.\u003c/p>\n\u003cp>Around the same time the two workers were investigated, Tesla fired about 700 employees because of bad performance reviews, according to the automaker. But UAW alleges the firings were because workers were trying to unionize.\u003c/p>\n\u003cp>Labor rights experts aren’t surprised by the latest amendment from the NLRB. Bill Sokol, a labor lawyer and lecturer at San Francisco State University, said, “It’s very possible that there will be more amendments, depending on the NLRB’s investigation of new charges, because we know that 700 workers were terminated.”\u003c/p>\n\u003cp>Michael Sanchez, a Tesla factory worker and part of the complaint because he says he was intimidated for handing out union leaflets. He said he’s happy with this amended complaint because it’s a move in the right direction.\u003c/p>\n\u003cp>“It’s a step forward, you know, to just speak the truth,” Sanchez said. “We aren’t here to have a good job. We’re here to have a great career.”\u003c/p>\n\u003cp>Tesla workers like Sanchez have been actively trying to unionize since the beginning of 2017. They have claimed unsafe working conditions as well as low pay.\u003c/p>\n\u003cp>In a statement to KQED regarding the latest complaint, a Tesla spokesperson denies the additional charges:\u003c/p>\n\u003cblockquote>\u003cp>“We have over 37,000 individuals working towards a mission to accelerate the world’s transition to sustainable energy, and we care about creating a great culture and future for our employees. These allegations from the UAW are nothing new. The only thing that’s changed since the UAW filed these charges is that many of the allegations have been outright dismissed or are not being pursued by the NLRB. There’s no merit to any of them. We will continue to fight for what is right.”\u003c/p>\u003c/blockquote>\n\u003cp>Tesla must respond to the newest allegations by April 13, 2018. A trial before an administrative judge is set for June 11, 2018.\u003c/p>\n\u003cp>The electric car company seems to be having a tough time right now. \u003ca href=\"https://www.kqed.org/news/11658404\" target=\"_blank\" rel=\"noopener\">Tesla is under investigation\u003c/a> by the National Transportation Safety Board after a man died when he crashed his SUV Model X into a highway barrier on US-101 near Mountain View. Tesla admitted the car was in its \u003ca href=\"https://www.kqed.org/news/11659115\" target=\"_blank\" rel=\"noopener\">semiautonomous “Autopilot” mode\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>After this story was published, Tesla said that the company fired the employee listed in the amended NLRB complaint because he had lied about why he shared the photos during the internal investigation. The employee later admitted to lying, Tesla said, so the company terminated him.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Credit Union Is Suing San Francisco Over Taxi Medallion Meltdown",
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"content": "\u003cp>In 2010, San Francisco started selling taxi medallions to cab drivers. The city made millions of dollars. Today, the market for these taxi permits is in a shambles — the drivers who bought them are stuck with toxic assets, and the credit union that the city asked to finance loans for the medallions is suing for its losses.\u003c/p>\n\u003cp>A medallion is a permit to operate a taxi, and for years it was a surefire investment. Medallions were free and were awarded to taxi drivers based on seniority. Drivers would often wait over a decade to get one. And once they had a medallion, they could rent it out to make passive income when they weren’t driving. This was the de facto retirement plan for a cab driver, but it all started to change eight years ago.\u003c/p>\n\u003cp>In 2010, San Francisco was struggling to balance its budget. To make extra revenue, then-Mayor Gavin Newsom took a page from New York City’s playbook. \u003ca href=\"http://sanfrancisco.cbslocal.com/2017/12/18/san-francisco-taxi-medallions-center-financial-meltdown/\">He “monetized” the city’s medallions\u003c/a>. Newsom had the city start selling them for a fixed price of $250,000 apiece. \u003ca href=\"http://sfbgarchive.48hills.org/sfbgarchive/2009/01/16/newsoms-flip-flop-taxis/\">All this went back on a promise Newsom had made to keep the existing taxi medallion system in place.\u003c/a>\u003c/p>\n\u003cp>And $250,000 is a steep price for a cab driver. The city needed a lender to offer loans to drivers who wanted to purchase a medallion. But drivers are often immigrants with no credit history. Major banks weren’t interested in such high-risk lending. So, the city turned to its credit unions.\u003c/p>\n\u003cp>Jonathan Oliver is CEO of the San Francisco Federal Credit Union, one of three credit unions in the city. These credit unions fill a vital niche for the area.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“A lot of the programs we do in the city are things traditional banks won’t do,” Oliver said.\u003c/p>\n\u003cp>The San Francisco Federal Credit Union does things like finance small businesses and affordable housing projects. It also provides banking for minors. The credit union partnered with the city to offer medallion loans to drivers at a much-reduced interest rate: just 5 percent.\u003c/p>\n\u003cp>Oliver said the credit union should have been charging somewhere around 18 percent for these loans. But this was a program sanctioned by the city and intended to help local drivers. Oliver said city officials committed to San Francisco doing anything it could to ensure the medallion market, and by extension the taxi industry, remained viable. Oliver said that is the reason the credit union issued such low-rate loans.\u003c/p>\n\u003cp>At first the medallion market hummed along. The city sold approximately 700, and it made millions. But then San Francisco allowed Lyft and Uber to come operate in the city without medallions.\u003c/p>\n\u003cp>Medallions limit how many cabs can be on the road at one time. Because they weren’t made to abide by the permitting regulations, Lyft and Uber were able to flood the city’s streets with cars. They used their venture capital money to undercut taxi rates and \u003ca href=\"https://www.kqed.org/news/11651798\" target=\"_blank\" rel=\"noopener noreferrer\">eviscerate the industry\u003c/a>.\u003c/p>\n\u003cp>Taxi earnings plunged. Drivers started struggling just to make their loan payments. Around 100 taxi drivers have now defaulted, and the medallion market is totally frozen. Not a single one has sold in almost two years.\u003c/p>\n\u003cp>Oliver said the city has done virtually nothing to keep its promise.\u003c/p>\n\u003cp>“They’ve kinda put their head in the sand and said, ‘OK, well this situation is maybe going to fix itself or is just going to disappear,’ ” Oliver said.\u003c/p>\n\u003cp>So, the credit union is suing.\u003c/p>\n\u003cp>Oliver estimates the credit union’s losses from medallion loan defaults to be $28 million. City officials have told KQED that state law constrained how it could regulate Lyft and Uber. Both the credit union and drivers said the city could have done much more to prevent the taxi industry from being unfairly undercut, and the medallion market from being rapidly destroyed.\u003c/p>\n\u003cp>The drivers who bought medallions are now shackled with these toxic assets — worthless pieces of tin, as many drivers now refer to them. No one is buying the medallions. Even after all the changes in the industry, they are still fixed at $250,000, and drivers are on the hook for the loans.\u003c/p>\n\u003cp>Many of the drivers were counting on these medallions for their retirement. Now they’re driving to make the minimum payments on the loans. Some have taken on additional jobs just to keep from defaulting.\u003c/p>\n\u003cp>It is unclear what will happen for the drivers and their debt as this lawsuit unfolds. Oliver said he hopes that taking legal action will spur a conversation with the city on how to untangle this mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco City Attorney’s Office won’t comment directly on the details of the lawsuit, but says it’s currently reviewing it.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In 2010, San Francisco started selling taxi medallions to cab drivers. The city made millions of dollars. Today, the market for these taxi permits is in a shambles — the drivers who bought them are stuck with toxic assets, and the credit union that the city asked to finance loans for the medallions is suing for its losses.\u003c/p>\n\u003cp>A medallion is a permit to operate a taxi, and for years it was a surefire investment. Medallions were free and were awarded to taxi drivers based on seniority. Drivers would often wait over a decade to get one. And once they had a medallion, they could rent it out to make passive income when they weren’t driving. This was the de facto retirement plan for a cab driver, but it all started to change eight years ago.\u003c/p>\n\u003cp>In 2010, San Francisco was struggling to balance its budget. To make extra revenue, then-Mayor Gavin Newsom took a page from New York City’s playbook. \u003ca href=\"http://sanfrancisco.cbslocal.com/2017/12/18/san-francisco-taxi-medallions-center-financial-meltdown/\">He “monetized” the city’s medallions\u003c/a>. Newsom had the city start selling them for a fixed price of $250,000 apiece. \u003ca href=\"http://sfbgarchive.48hills.org/sfbgarchive/2009/01/16/newsoms-flip-flop-taxis/\">All this went back on a promise Newsom had made to keep the existing taxi medallion system in place.\u003c/a>\u003c/p>\n\u003cp>And $250,000 is a steep price for a cab driver. The city needed a lender to offer loans to drivers who wanted to purchase a medallion. But drivers are often immigrants with no credit history. Major banks weren’t interested in such high-risk lending. So, the city turned to its credit unions.\u003c/p>\n\u003cp>Jonathan Oliver is CEO of the San Francisco Federal Credit Union, one of three credit unions in the city. These credit unions fill a vital niche for the area.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“A lot of the programs we do in the city are things traditional banks won’t do,” Oliver said.\u003c/p>\n\u003cp>The San Francisco Federal Credit Union does things like finance small businesses and affordable housing projects. It also provides banking for minors. The credit union partnered with the city to offer medallion loans to drivers at a much-reduced interest rate: just 5 percent.\u003c/p>\n\u003cp>Oliver said the credit union should have been charging somewhere around 18 percent for these loans. But this was a program sanctioned by the city and intended to help local drivers. Oliver said city officials committed to San Francisco doing anything it could to ensure the medallion market, and by extension the taxi industry, remained viable. Oliver said that is the reason the credit union issued such low-rate loans.\u003c/p>\n\u003cp>At first the medallion market hummed along. The city sold approximately 700, and it made millions. But then San Francisco allowed Lyft and Uber to come operate in the city without medallions.\u003c/p>\n\u003cp>Medallions limit how many cabs can be on the road at one time. Because they weren’t made to abide by the permitting regulations, Lyft and Uber were able to flood the city’s streets with cars. They used their venture capital money to undercut taxi rates and \u003ca href=\"https://www.kqed.org/news/11651798\" target=\"_blank\" rel=\"noopener noreferrer\">eviscerate the industry\u003c/a>.\u003c/p>\n\u003cp>Taxi earnings plunged. Drivers started struggling just to make their loan payments. Around 100 taxi drivers have now defaulted, and the medallion market is totally frozen. Not a single one has sold in almost two years.\u003c/p>\n\u003cp>Oliver said the city has done virtually nothing to keep its promise.\u003c/p>\n\u003cp>“They’ve kinda put their head in the sand and said, ‘OK, well this situation is maybe going to fix itself or is just going to disappear,’ ” Oliver said.\u003c/p>\n\u003cp>So, the credit union is suing.\u003c/p>\n\u003cp>Oliver estimates the credit union’s losses from medallion loan defaults to be $28 million. City officials have told KQED that state law constrained how it could regulate Lyft and Uber. Both the credit union and drivers said the city could have done much more to prevent the taxi industry from being unfairly undercut, and the medallion market from being rapidly destroyed.\u003c/p>\n\u003cp>The drivers who bought medallions are now shackled with these toxic assets — worthless pieces of tin, as many drivers now refer to them. No one is buying the medallions. Even after all the changes in the industry, they are still fixed at $250,000, and drivers are on the hook for the loans.\u003c/p>\n\u003cp>Many of the drivers were counting on these medallions for their retirement. Now they’re driving to make the minimum payments on the loans. Some have taken on additional jobs just to keep from defaulting.\u003c/p>\n\u003cp>It is unclear what will happen for the drivers and their debt as this lawsuit unfolds. Oliver said he hopes that taking legal action will spur a conversation with the city on how to untangle this mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco City Attorney’s Office won’t comment directly on the details of the lawsuit, but says it’s currently reviewing it.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "harley-davidson-singles-out-bay-areas-alta-motors-to-go-electric",
"title": "Harley-Davidson Singles Out Bay Area's Alta Motors to Go Electric",
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"content": "\u003cp>Proud Harley-Davidson owner Dan Bustindy, 65, has been riding this brand of motorcycle for over 20 years in the Bay Area. Bustindy says he just loves the way Harleys make you feel when you ride them.\u003c/p>\n\u003cp>“You get to feel all of your senses, not just your sight and your hearing,” says Bustindy.\u003c/p>\n\u003cp>And if you’ve ever been around a Harley-Davidson, you know that one of its most distinctive qualities is the way it sounds. It’s that unmistakable syncopated engine rumble that some lovingly call the “potato-potato-potato” sound. (Say it out loud, and you’ll understand.)\u003c/p>\n\u003cp>But that distinctive rumble could soon be a thing of the past for Harley-Davidson as the company looks to go electric.\u003c/p>\n\u003cp>In March, Harley-Davidson invested in Alta Motors, a small electric motorcycle company tucked away in Brisbane. Why? Harley wants Alta’s expertise to help them enter the electric motorcycle market and, more importantly, to attract new and younger riders.\u003c/p>\n\u003cfigure id=\"attachment_11659261\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11659261 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-800x800.jpg\" alt=\"\" width=\"800\" height=\"800\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-800x800.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-160x160.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-1020x1020.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-960x960.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-240x240.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-375x375.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-520x520.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-32x32.jpg 32w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-50x50.jpg 50w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-64x64.jpg 64w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-96x96.jpg 96w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-128x128.jpg 128w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-150x150.jpg 150w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut.jpg 1080w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alta Motors’ Redshift SM looks similar to a traditional motorcycle. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is a really typical move in the Bay Area,” says CityBike editor Surj Gish. “You acquire talent by buying a company or investing in a company.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Gish says Harley-Davidson, along with other major motorcycle manufacturers, is behind the curve when it comes to electric vehicle technology, so this is a smart move.\u003c/p>\n\u003cp>But Gish says there’s just one problem that Harley has in particular.\u003c/p>\n\u003cp>“They’ve developed the hell out of their brand,” says Gish.\u003c/p>\n\u003cp>That’s usually a good thing, but Gish says their brand appeals to an older crowd. So some people might think of older gentlemen in leather chaps, or “Sons of Anarchy,” the television show about the outlaw Harley motorcycle gang. But like most of the motorcycle industry, Harley riders are aging out.\u003c/p>\n\u003cp>“Harley has an opportunity that they have to take, which is they have to attract the attention of other purchasers, without losing the old-timers that just want big touring bikes and what-not,” says Gish.\u003c/p>\n\u003cp>That means rebranding and moving away from what some might see as unwieldy and loud motorcycles to quiet and easy-to-ride motorcycles.\u003c/p>\n\u003cp>“Really anybody can throw a leg over one and safely operate it,” says Alta Motors co-founder Marc Fenigstein of the company’s dirt bike, called the Redshift.\u003c/p>\n\u003cfigure id=\"attachment_11659262\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11659262\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alta co-founder Marc Fenigstein says the company strives to make their motorcycles better than gas-powered motorcycles. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fenigstein says electric motorcycles are generally easy to master because they have no gears. It’s just twist and go.\u003c/p>\n\u003cp>And Alta’s bikes are high-powered. In 2016, one of its electric motorcycles beat out its gas-powered counterparts in a supercross race. It was a first in the electric motorcycle world.\u003c/p>\n\u003cp>But the question still lingers: What do Harley’s tried-and-true base think about electric hogs?\u003c/p>\n\u003cp>“It would be great for commuters. It would be great for people who have never ridden a motorcycle before,” says Bustindy. “But I don’t think I would ever own one because I like to tour.”\u003c/p>\n\u003cp>Motorcycle touring, or going on long rides, is not something electric motorcycles can do because they run out of charge quicker than traditional engines run out of gas. At least for now. Currently, Alta’s motorcycles can go up to 50 miles on one charge, and the battery takes about 90 minutes to fully recharge.\u003c/p>\n\u003cfigure id=\"attachment_11659264\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11659264\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">This reporter used about a quarter of the electric motorcycle’s battery life after a 20-minute test ride. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our approach has been to give our customers enough charge to meet their daily needs so that the charge time is less important, and they can charge overnight or while they’re at the office,” says Alta’s Fenigstein.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But this charge issue is not stopping Harley-Davidson. The company has announced it plans to launch a fleet of green electric motorcycles, separately from Alta, next year.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Proud Harley-Davidson owner Dan Bustindy, 65, has been riding this brand of motorcycle for over 20 years in the Bay Area. Bustindy says he just loves the way Harleys make you feel when you ride them.\u003c/p>\n\u003cp>“You get to feel all of your senses, not just your sight and your hearing,” says Bustindy.\u003c/p>\n\u003cp>And if you’ve ever been around a Harley-Davidson, you know that one of its most distinctive qualities is the way it sounds. It’s that unmistakable syncopated engine rumble that some lovingly call the “potato-potato-potato” sound. (Say it out loud, and you’ll understand.)\u003c/p>\n\u003cp>But that distinctive rumble could soon be a thing of the past for Harley-Davidson as the company looks to go electric.\u003c/p>\n\u003cp>In March, Harley-Davidson invested in Alta Motors, a small electric motorcycle company tucked away in Brisbane. Why? Harley wants Alta’s expertise to help them enter the electric motorcycle market and, more importantly, to attract new and younger riders.\u003c/p>\n\u003cfigure id=\"attachment_11659261\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11659261 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-800x800.jpg\" alt=\"\" width=\"800\" height=\"800\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-800x800.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-160x160.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-1020x1020.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-960x960.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-240x240.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-375x375.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-520x520.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-32x32.jpg 32w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-50x50.jpg 50w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-64x64.jpg 64w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-96x96.jpg 96w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-128x128.jpg 128w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-150x150.jpg 150w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut.jpg 1080w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alta Motors’ Redshift SM looks similar to a traditional motorcycle. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is a really typical move in the Bay Area,” says CityBike editor Surj Gish. “You acquire talent by buying a company or investing in a company.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Gish says Harley-Davidson, along with other major motorcycle manufacturers, is behind the curve when it comes to electric vehicle technology, so this is a smart move.\u003c/p>\n\u003cp>But Gish says there’s just one problem that Harley has in particular.\u003c/p>\n\u003cp>“They’ve developed the hell out of their brand,” says Gish.\u003c/p>\n\u003cp>That’s usually a good thing, but Gish says their brand appeals to an older crowd. So some people might think of older gentlemen in leather chaps, or “Sons of Anarchy,” the television show about the outlaw Harley motorcycle gang. But like most of the motorcycle industry, Harley riders are aging out.\u003c/p>\n\u003cp>“Harley has an opportunity that they have to take, which is they have to attract the attention of other purchasers, without losing the old-timers that just want big touring bikes and what-not,” says Gish.\u003c/p>\n\u003cp>That means rebranding and moving away from what some might see as unwieldy and loud motorcycles to quiet and easy-to-ride motorcycles.\u003c/p>\n\u003cp>“Really anybody can throw a leg over one and safely operate it,” says Alta Motors co-founder Marc Fenigstein of the company’s dirt bike, called the Redshift.\u003c/p>\n\u003cfigure id=\"attachment_11659262\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11659262\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alta co-founder Marc Fenigstein says the company strives to make their motorcycles better than gas-powered motorcycles. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fenigstein says electric motorcycles are generally easy to master because they have no gears. It’s just twist and go.\u003c/p>\n\u003cp>And Alta’s bikes are high-powered. In 2016, one of its electric motorcycles beat out its gas-powered counterparts in a supercross race. It was a first in the electric motorcycle world.\u003c/p>\n\u003cp>But the question still lingers: What do Harley’s tried-and-true base think about electric hogs?\u003c/p>\n\u003cp>“It would be great for commuters. It would be great for people who have never ridden a motorcycle before,” says Bustindy. “But I don’t think I would ever own one because I like to tour.”\u003c/p>\n\u003cp>Motorcycle touring, or going on long rides, is not something electric motorcycles can do because they run out of charge quicker than traditional engines run out of gas. At least for now. Currently, Alta’s motorcycles can go up to 50 miles on one charge, and the battery takes about 90 minutes to fully recharge.\u003c/p>\n\u003cfigure id=\"attachment_11659264\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11659264\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">This reporter used about a quarter of the electric motorcycle’s battery life after a 20-minute test ride. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our approach has been to give our customers enough charge to meet their daily needs so that the charge time is less important, and they can charge overnight or while they’re at the office,” says Alta’s Fenigstein.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But this charge issue is not stopping Harley-Davidson. The company has announced it plans to launch a fleet of green electric motorcycles, separately from Alta, next year.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Tesla Says Vehicle in Deadly Crash Was on Autopilot",
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"content": "\u003cp>The vehicle in a fatal crash last week in Mountain View was operating on Autopilot, making it the latest accident to involve a self-driving vehicle, Tesla confirmed.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Read More About the Tesla Crash\u003c/h3>\n\u003cp> \u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener\">Safety Agency Orders Probe of Tesla Crash; Company Points to Freeway Hazard\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The electric car maker said the driver, who was killed in the accident, did not have his hands on the steering wheel for six seconds before the crash, despite several warnings from the vehicle.\u003c/p>\n\u003cp>Tesla Inc. tells drivers that its Autopilot system, which can keep speed, change lanes and self-park, requires drivers to keep their eyes on the road and hands on the wheel in order to take control of the vehicle to avoid accidents.\u003c/p>\n\u003cfigure id=\"attachment_11658478\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11658478\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-28-at-1.40.19-PM-e1522529621919.png\" alt=\"A Tesla Model X burns on U.S. 101 after crashing Friday morning in Mountain View.\" width=\"1920\" height=\"1288\">\u003cfigcaption class=\"wp-caption-text\">A Tesla Model X burns on U.S. 101 after crashing Friday morning in Mountain View. \u003ccite>(\u003ca href=\"https://twitter.com/nbcbayarea/status/978684941679648768\" target=\"_blank\">NBC Bay Area via Twitter\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tesla said its vehicle logs show the driver took no action to stop the Model X SUV from crashing into a concrete lane divider. Photographs of the SUV show that the front of the vehicle was demolished; its hood was ripped off; and its front wheels were scattered on the freeway.\u003c/p>\n\u003cp>The vehicle also caught fire, though Tesla said no one was in the vehicle when that happened. The company said the crash was made worse by a missing or damaged safety shield on the end of the freeway barrier that is supposed to reduce the impact into the concrete lane divider.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The driver was Walter Huang, 38, a software engineer for Apple.\u003c/p>\n\u003cp>\"None of this changes how devastating an event like this is or how much we feel for our customer's family and friends,\" Tesla said on its \u003ca href=\"https://www.tesla.com/blog/update-last-week%E2%80%99s-accident\" target=\"_blank\" rel=\"noopener\">website\u003c/a> late Friday.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Read More About Uber Crash\u003c/h3>\n\u003cp> \u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\" target=\"_blank\" rel=\"noopener\">Uber Won't Seek California Permit Renewal to Test Self-Driving Vehicles After Fatal Crash\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11657306/police-release-video-of-fatal-crash-involving-uber-self-driving-car\" target=\"_blank\" rel=\"noopener\">Police Release Video Of Fatal Crash Involving Uber Self-Driving Car\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>Earlier this month, a self-driving Volvo SUV being tested by ride-hailing service Uber struck and killed a pedestrian in Arizona.\u003c/p>\n\u003cp>Tesla Inc. defended its Autopilot feature, saying that while it doesn't prevent all accidents, it makes them less likely to occur than vehicles without it.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Federal investigators are looking into last week's crash, as well as a separate crash in January of a Tesla Model S that may have been operating under the Autopilot system.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The vehicle in a fatal crash last week in Mountain View was operating on Autopilot, making it the latest accident to involve a self-driving vehicle, Tesla confirmed.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Read More About the Tesla Crash\u003c/h3>\n\u003cp> \u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener\">Safety Agency Orders Probe of Tesla Crash; Company Points to Freeway Hazard\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The electric car maker said the driver, who was killed in the accident, did not have his hands on the steering wheel for six seconds before the crash, despite several warnings from the vehicle.\u003c/p>\n\u003cp>Tesla Inc. tells drivers that its Autopilot system, which can keep speed, change lanes and self-park, requires drivers to keep their eyes on the road and hands on the wheel in order to take control of the vehicle to avoid accidents.\u003c/p>\n\u003cfigure id=\"attachment_11658478\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11658478\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-28-at-1.40.19-PM-e1522529621919.png\" alt=\"A Tesla Model X burns on U.S. 101 after crashing Friday morning in Mountain View.\" width=\"1920\" height=\"1288\">\u003cfigcaption class=\"wp-caption-text\">A Tesla Model X burns on U.S. 101 after crashing Friday morning in Mountain View. \u003ccite>(\u003ca href=\"https://twitter.com/nbcbayarea/status/978684941679648768\" target=\"_blank\">NBC Bay Area via Twitter\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tesla said its vehicle logs show the driver took no action to stop the Model X SUV from crashing into a concrete lane divider. Photographs of the SUV show that the front of the vehicle was demolished; its hood was ripped off; and its front wheels were scattered on the freeway.\u003c/p>\n\u003cp>The vehicle also caught fire, though Tesla said no one was in the vehicle when that happened. The company said the crash was made worse by a missing or damaged safety shield on the end of the freeway barrier that is supposed to reduce the impact into the concrete lane divider.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The driver was Walter Huang, 38, a software engineer for Apple.\u003c/p>\n\u003cp>\"None of this changes how devastating an event like this is or how much we feel for our customer's family and friends,\" Tesla said on its \u003ca href=\"https://www.tesla.com/blog/update-last-week%E2%80%99s-accident\" target=\"_blank\" rel=\"noopener\">website\u003c/a> late Friday.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Read More About Uber Crash\u003c/h3>\n\u003cp> \u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\" target=\"_blank\" rel=\"noopener\">Uber Won't Seek California Permit Renewal to Test Self-Driving Vehicles After Fatal Crash\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11657306/police-release-video-of-fatal-crash-involving-uber-self-driving-car\" target=\"_blank\" rel=\"noopener\">Police Release Video Of Fatal Crash Involving Uber Self-Driving Car\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>Earlier this month, a self-driving Volvo SUV being tested by ride-hailing service Uber struck and killed a pedestrian in Arizona.\u003c/p>\n\u003cp>Tesla Inc. defended its Autopilot feature, saying that while it doesn't prevent all accidents, it makes them less likely to occur than vehicles without it.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Federal investigators are looking into last week's crash, as well as a separate crash in January of a Tesla Model S that may have been operating under the Autopilot system.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The Sonoma County Sheriff’s Office and the national association that oversees drag racing are investigating a crash at Sonoma Raceway that killed a 75-year-old Napa man Wednesday night.\u003c/p>\n\u003cp>Sheriff’s officials on Thursday morning \u003ca href=\"http://nixle.us/A27ZX\" target=\"_blank\" rel=\"noopener\">identified the driver\u003c/a> of the 1976 customized Ford Pinto that slammed into a barrier at the end of the raceway’s quarter-mile drag strip shortly after 6 p.m. as James Kenneth Rambo.\u003c/p>\n\u003cp>“It’s a very sad day for everybody involved,” said Steve Page, \u003ca href=\"http://www.sonomaraceway.com/\" target=\"_blank\" rel=\"noopener\">Sonoma Raceway\u003c/a>‘s president and general manager, in an interview. “It’s a traumatic event for the racing community, for our staff.”\u003c/p>\n\u003cp>The crash took placing during a weekly community program called Wednesday Night Drags, an open racing event that includes dozens of street car and race car drivers.\u003c/p>\n\u003cfigure id=\"attachment_11658698\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658698\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/IMG_1591-e1522354587645.jpg\" alt=\"\" width=\"1920\" height=\"1280\">\u003cfigcaption class=\"wp-caption-text\">The quarter-mile drag strip at Sonoma Raceway in Sonoma, California. \u003ccite>(Courtesy of Sonoma Raceway)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rambo was traveling 120 mph when he crossed the finish line, according to Page.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The crash took place just beyond the finish line. Rambo lost control and headed to the left into a barrier wall.\u003c/p>\n\u003cp>“It appears he braked but his vehicle pulled to the left and he hit a k-rail,” said a statement from the Sonoma County Sheriff’s Office.\u003c/p>\n\u003cp>Track crews extricated Rambo and an ambulance responded, but he died at the scene. The California Highway Patrol arrived and the remainder of the event was canceled.\u003c/p>\n\u003cp>The National Hot Rod Association is investigating the crash, according to NHRA spokeswoman Jessica Hatcher.\u003c/p>\n\u003cp>“We are working with the track and always look into serious incidents,” Hatcher wrote in an email.\u003c/p>\n\u003cp>Page believes Rambo was an experienced driver.\u003c/p>\n\u003cp>“The safety measures and equipment that have been built into this sport over the years have made this kind of incident very rare, which is fortunate, but you can never make things 100 percent safe,” Page said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The crash marks the first fatality at Sonoma Raceway since May 2010, when a \u003ca href=\"http://abc7news.com/archive/7444817/\" target=\"_blank\" rel=\"noopener\">motorcyclist died\u003c/a> during a competition after getting into a crash with two other participants. It’s the first on-track fatality in the 30-year history of the Wednesday Night Drags program.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Sonoma County Sheriff’s Office and the national association that oversees drag racing are investigating a crash at Sonoma Raceway that killed a 75-year-old Napa man Wednesday night.\u003c/p>\n\u003cp>Sheriff’s officials on Thursday morning \u003ca href=\"http://nixle.us/A27ZX\" target=\"_blank\" rel=\"noopener\">identified the driver\u003c/a> of the 1976 customized Ford Pinto that slammed into a barrier at the end of the raceway’s quarter-mile drag strip shortly after 6 p.m. as James Kenneth Rambo.\u003c/p>\n\u003cp>“It’s a very sad day for everybody involved,” said Steve Page, \u003ca href=\"http://www.sonomaraceway.com/\" target=\"_blank\" rel=\"noopener\">Sonoma Raceway\u003c/a>‘s president and general manager, in an interview. “It’s a traumatic event for the racing community, for our staff.”\u003c/p>\n\u003cp>The crash took placing during a weekly community program called Wednesday Night Drags, an open racing event that includes dozens of street car and race car drivers.\u003c/p>\n\u003cfigure id=\"attachment_11658698\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658698\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/IMG_1591-e1522354587645.jpg\" alt=\"\" width=\"1920\" height=\"1280\">\u003cfigcaption class=\"wp-caption-text\">The quarter-mile drag strip at Sonoma Raceway in Sonoma, California. \u003ccite>(Courtesy of Sonoma Raceway)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rambo was traveling 120 mph when he crossed the finish line, according to Page.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The crash took place just beyond the finish line. Rambo lost control and headed to the left into a barrier wall.\u003c/p>\n\u003cp>“It appears he braked but his vehicle pulled to the left and he hit a k-rail,” said a statement from the Sonoma County Sheriff’s Office.\u003c/p>\n\u003cp>Track crews extricated Rambo and an ambulance responded, but he died at the scene. The California Highway Patrol arrived and the remainder of the event was canceled.\u003c/p>\n\u003cp>The National Hot Rod Association is investigating the crash, according to NHRA spokeswoman Jessica Hatcher.\u003c/p>\n\u003cp>“We are working with the track and always look into serious incidents,” Hatcher wrote in an email.\u003c/p>\n\u003cp>Page believes Rambo was an experienced driver.\u003c/p>\n\u003cp>“The safety measures and equipment that have been built into this sport over the years have made this kind of incident very rare, which is fortunate, but you can never make things 100 percent safe,” Page said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The crash marks the first fatality at Sonoma Raceway since May 2010, when a \u003ca href=\"http://abc7news.com/archive/7444817/\" target=\"_blank\" rel=\"noopener\">motorcyclist died\u003c/a> during a competition after getting into a crash with two other participants. It’s the first on-track fatality in the 30-year history of the Wednesday Night Drags program.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Safety Agency Orders Probe of Tesla Crash; Company Points to Freeway Hazard",
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"content": "\u003cp>\u003cem>\u003ca href=\"#update\">Updated 12:45 p.m. Thursday\u003c/a>\u003c/em>\u003c/p>\n\u003cp>No one knows yet exactly why a Tesla Model X crashed last Friday on U.S. 101 in Mountain View, killing its 38-year-old driver.\u003c/p>\n\u003cp>But both the carmaker and federal and state investigators are looking at a range of factors surrounding the crash and its aftermath, including whether the electric vehicle’s Autopilot system was engaged, the apparent absence of a safety barrier that may have made the crash impact more severe and the fact local firefighters needed to call Tesla for help in controlling the battery fire that followed the crash.\u003c/p>\n\u003cp>The crash occurred just before 9:30 a.m. Friday, when the Model X struck a concrete highway divider along southbound U.S. 101. The CHP reported the crash occurred “at freeway speeds,” and witnesses said the Model X burst into flames immediately.\u003c/p>\n\u003cp>Authorities identified the driver as Wei Huang, 38, of Mountain View, though he was known to family, friends and associates as Walter Huang. He died at Stanford University Medical Center several hours after the crash. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Huang was a longtime software engineer at Electronic Arts before taking an engineering job at Apple last November. Huang was lived in Foster City and was married with two children. \u003c/p>\n\u003cp>The CHP confirmed Thursday that Huang’s family has told investigators he had reported problems with his Model X’s Autopilot system at the same spot where he crashed Friday. \u003c/p>\n\u003cp>\u003cstrong>Report: Vehicle ‘Would Swivel Toward Barrier’\u003c/strong>\u003c/p>\n\u003cp>ABC7 on Wednesday night \u003ca href=\"http://abc7news.com/automotive/i-team-exclusive-victim-who-died-in-tesla-crash-had-complained-about-auto-pilot/3275600/\" rel=\"noopener noreferrer\" target=\"_blank\">quoted\u003c/a> Huang’s brother as saying Walter Huang had told family members of multiple occasions when the Model X “would swivel toward that same exact barrier during auto-pilot.” \u003c/p>\n\u003cp>Will Huang told ABC7 that his brother brought the car into a dealership to have the problem checked out, but technicians could not duplicate the issue.\u003c/p>\n\u003cp>In response to the report, Tesla said it had no records of a service visit specifically related to the car’s Autopilot system.\u003c/p>\n\u003cp>The company said in \u003ca href=\"https://www.tesla.com/blog/what-we-know-about-last-weeks-accident\" target=\"_blank\" rel=\"noopener noreferrer\">a statement\u003c/a> late Tuesday that because of severe damage to the SUV, it has been unable so far to recover data from the car’s onboard computer. The data could show whether the car’s semi-autonomous Autopilot system was engaged at the time of the crash, whether the vehicle’s brakes were applied before the collision and other information.\u003c/p>\n\u003cp>Tesla’s statement highlighted the role of a missing safety barrier — called a crash attenuator — at the crash site.\u003c/p>\n\u003cp>The crash occurred at a point where the left lane of southbound 101 exits onto a flyover ramp that carries traffic to southbound Highway 85. As traffic moves toward the ramp, it’s separated from the flow of southbound 101 by a concrete divider.\u003c/p>\n\u003cp>Google Streetview images show that since 2011, Caltrans has replaced a simple guardrail at the site and installed a crash attenuator — in this case, a steel framework designed to collapse upon impact to dissipate the energy of a crash — to reduce the danger to motorists who may hit the concrete wall.\u003c/p>\n\u003cfigure id=\"attachment_11658421\" class=\"wp-caption alignright\" style=\"max-width: 458px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash1.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658421\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash1.png\" alt=\"\" width=\"458\" height=\"240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1.png 458w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-160x84.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-240x126.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-375x197.png 375w\" sizes=\"(max-width: 458px) 100vw, 458px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Google Streetview image from November 2017 shows a crash attenuator in place at an exit from southbound U.S. 101 to southbound Highway 85 in Mountain View. \u003ccite>(Google Streetview via Tesla)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11658420\" class=\"wp-caption alignright\" style=\"max-width: 459px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash2.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658420\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash2.png\" alt=\"\" width=\"459\" height=\"238\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2.png 459w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-160x83.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-240x124.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-375x194.png 375w\" sizes=\"(max-width: 459px) 100vw, 459px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An image that Tesla says was taken March 22 and shows crash attenuator missing from site of fatal Model X incident the following day. Tesla says the severity of the crash was due to the absence of the safety barrier. \u003ccite>(Tesla )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tesla’s statement compares a Streetview image from November to a picture captured by a passing vehicle’s dashboard camera last Thursday and says the images prove the crash attenuator was not in place. The company makes a further claim, too: that the absence of the safety barrier was primarily responsible for the devastating damage the crash caused to the company’s vehicle.\u003c/p>\n\u003cp>“The reason this crash was so severe is that the crash attenuator, a highway safety barrier which is designed to reduce the impact into a concrete lane divider, had either been removed or crushed in a prior accident without being replaced,” Tesla said. “… We have never seen this level of damage to a Model X in any other crash.”\u003c/p>\n\u003cp>The National Transportation Safety Board told the Washington Post the agency is “looking at the damaged attenuator and looking at an undamaged one and looking at if it had an effect.”\u003c/p>\n\u003cp>The California Highway Patrol reported Thursday that the crash attenuator had been damaged in a crash March 12. \u003c/p>\n\u003cp>Caltrans said in a statement late Wednesday afternoon that the agency is “reviewing the facts and circumstances of this incident and are cooperating with the National Transportation Safety Board’s ongoing investigation. Safety is our top priority and Caltrans will carefully evaluate the investigation’s findings and take appropriate action.”\u003c/p>\n\u003cp>\u003cstrong>Previous Damage Visible in Online Images\u003c/strong>\u003c/p>\n\u003cp>A review of Google Streetview images over the last seven years shows the crash barrier was installed between May 2011 and December 2013. Images from 2014 through 2016 depict it intact, but it’s absent in pictures captured in January and February 2017, apparently after a crash at the site. The attenuator was back in place by late last fall.\u003c/p>\n\u003cp>Tesla’s statement came after the National Transportation Safety Board announced it has dispatched two investigators to look into the post-crash fire and the steps that firefighters and Tesla technicians had to take to make the Model X safe to remove from the crash scene.\u003c/p>\n\u003cp>Fires are a well-known hazard for conventional gasoline-fueled vehicles. But both manufacturers and emergency responders are facing unique fire hazards posed by battery-powered vehicles like the Model X involved in Friday’s crash. California has about 350,000 electric vehicles on the road — and hundreds of thousands of hybrids and plug-in hybrids that use similar battery technology.\u003c/p>\n\u003cp>The high-voltage batteries used by Tesla and other electric carmakers — actually a collection of modules containing hundreds of small lithium ion cells — are known to pose a fire risk if the battery compartment is breached.\u003c/p>\n\u003cp>Tesla and other manufacturers publish emergency guides for first responders with special instructions on how to deal with the risk.\u003c/p>\n\u003cp>“If the high voltage battery catches fire, is exposed to high heat, or is bent, twisted, cracked, or breached in any way, use large amounts of water to cool the battery,” Tesla’s \u003ca href=\"http://assets.teslastatic.com/2016_Model_X_Emergency_Response_Guide.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2016 emergency response guide\u003c/a> for the Model X warns. “DO NOT extinguish with a small amount of water. Always establish or request an additional water supply.”\u003c/p>\n\u003cp>The guide adds that the batteries can burn for 24 hours and that responders should use thermal imaging equipment to ensure that a fire is actually out.\u003c/p>\n\u003cp>\u003cstrong>Firefighters Turned to Tesla for Help\u003c/strong>\u003c/p>\n\u003cp>Mountain View Fire Chief Juan Diaz told reporters Friday that his firefighters had only a limited amount of water to try to douse the battery fire that broke out after the Model X crash. That led the Fire Department to seek outside expertise — from Tesla itself.\u003c/p>\n\u003cp>Diaz told the \u003ca href=\"https://www.mv-voice.com/news/2018/03/26/driver-identified-in-fiery-tesla-crash\" target=\"_blank\" rel=\"noopener noreferrer\">Mountain View Voice\u003c/a> news site:\u003c/p>\n\u003cblockquote>\u003cp>Diaz said the department was put in a difficult situation. Fire crews had 500 gallons of water at the scene, but getting any more would have required running 2,000 feet of thick fire hose across Highway 101, which would have been catastrophic for traffic in both directions, Diaz said. But letting the car continue to burn on a busy highway, destroying the battery, would have been a bad choice as well, he said.\u003c/p>\n\u003cp>“In the middle of the Highway 101 freeway, that’s not something we want to do,” he said. “And it’s not good for the environment with the byproducts of combustion.”\u003c/p>\n\u003cp>Fire crews used the available supply of water and contacted the manufacturer of the vehicle, Palo Alto-based Tesla, to assist in getting the battery’s temperature under control. Diaz said the engineers essentially disassembled a portion of the car battery on the spot, and that subsequent thermal imaging showed that the battery was no longer unstable.\u003c/p>\u003c/blockquote>\n\u003cp>It took about 5½ hours after the crash before the vehicle was considered stable enough to move. Diaz said crews monitored the wreckage at an impound yard because of the possibility of reignition.\u003c/p>\n\u003cp>Tesla’s share price has fallen nearly $50 — from $304 at the open of trading Tuesday to $257 late Wednesday — partly in response to news of the NTSB probe into the Friday crash. Analysts say investors are also selling Tesla shares because of \u003ca href=\"https://www.reuters.com/article/us-tesla-crash-ntsb/u-s-opens-probe-into-fatal-tesla-crash-fire-in-california-idUSKBN1H32OT\">a credit downgrade\u003c/a> announced Tuesday night.\u003cbr>\n<a id=\"update\"\u003cbr>\n\u003cem>Updates:\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>5 p.m. Wednesday, to include response from Caltrans.\u003c/li>\n\u003cli>1 p.m. Thursday, to include new details about victim Walter Huang and claims that he had complained about his Tesla Model X’s Autopilot system.\u003c/li>\n\u003c/ul>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003c/p>\n\n",
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"title": "Safety Agency Orders Probe of Tesla Crash; Company Points to Freeway Hazard | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"#update\">Updated 12:45 p.m. Thursday\u003c/a>\u003c/em>\u003c/p>\n\u003cp>No one knows yet exactly why a Tesla Model X crashed last Friday on U.S. 101 in Mountain View, killing its 38-year-old driver.\u003c/p>\n\u003cp>But both the carmaker and federal and state investigators are looking at a range of factors surrounding the crash and its aftermath, including whether the electric vehicle’s Autopilot system was engaged, the apparent absence of a safety barrier that may have made the crash impact more severe and the fact local firefighters needed to call Tesla for help in controlling the battery fire that followed the crash.\u003c/p>\n\u003cp>The crash occurred just before 9:30 a.m. Friday, when the Model X struck a concrete highway divider along southbound U.S. 101. The CHP reported the crash occurred “at freeway speeds,” and witnesses said the Model X burst into flames immediately.\u003c/p>\n\u003cp>Authorities identified the driver as Wei Huang, 38, of Mountain View, though he was known to family, friends and associates as Walter Huang. He died at Stanford University Medical Center several hours after the crash. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Huang was a longtime software engineer at Electronic Arts before taking an engineering job at Apple last November. Huang was lived in Foster City and was married with two children. \u003c/p>\n\u003cp>The CHP confirmed Thursday that Huang’s family has told investigators he had reported problems with his Model X’s Autopilot system at the same spot where he crashed Friday. \u003c/p>\n\u003cp>\u003cstrong>Report: Vehicle ‘Would Swivel Toward Barrier’\u003c/strong>\u003c/p>\n\u003cp>ABC7 on Wednesday night \u003ca href=\"http://abc7news.com/automotive/i-team-exclusive-victim-who-died-in-tesla-crash-had-complained-about-auto-pilot/3275600/\" rel=\"noopener noreferrer\" target=\"_blank\">quoted\u003c/a> Huang’s brother as saying Walter Huang had told family members of multiple occasions when the Model X “would swivel toward that same exact barrier during auto-pilot.” \u003c/p>\n\u003cp>Will Huang told ABC7 that his brother brought the car into a dealership to have the problem checked out, but technicians could not duplicate the issue.\u003c/p>\n\u003cp>In response to the report, Tesla said it had no records of a service visit specifically related to the car’s Autopilot system.\u003c/p>\n\u003cp>The company said in \u003ca href=\"https://www.tesla.com/blog/what-we-know-about-last-weeks-accident\" target=\"_blank\" rel=\"noopener noreferrer\">a statement\u003c/a> late Tuesday that because of severe damage to the SUV, it has been unable so far to recover data from the car’s onboard computer. The data could show whether the car’s semi-autonomous Autopilot system was engaged at the time of the crash, whether the vehicle’s brakes were applied before the collision and other information.\u003c/p>\n\u003cp>Tesla’s statement highlighted the role of a missing safety barrier — called a crash attenuator — at the crash site.\u003c/p>\n\u003cp>The crash occurred at a point where the left lane of southbound 101 exits onto a flyover ramp that carries traffic to southbound Highway 85. As traffic moves toward the ramp, it’s separated from the flow of southbound 101 by a concrete divider.\u003c/p>\n\u003cp>Google Streetview images show that since 2011, Caltrans has replaced a simple guardrail at the site and installed a crash attenuator — in this case, a steel framework designed to collapse upon impact to dissipate the energy of a crash — to reduce the danger to motorists who may hit the concrete wall.\u003c/p>\n\u003cfigure id=\"attachment_11658421\" class=\"wp-caption alignright\" style=\"max-width: 458px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash1.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658421\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash1.png\" alt=\"\" width=\"458\" height=\"240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1.png 458w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-160x84.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-240x126.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-375x197.png 375w\" sizes=\"(max-width: 458px) 100vw, 458px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Google Streetview image from November 2017 shows a crash attenuator in place at an exit from southbound U.S. 101 to southbound Highway 85 in Mountain View. \u003ccite>(Google Streetview via Tesla)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11658420\" class=\"wp-caption alignright\" style=\"max-width: 459px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash2.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658420\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash2.png\" alt=\"\" width=\"459\" height=\"238\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2.png 459w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-160x83.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-240x124.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-375x194.png 375w\" sizes=\"(max-width: 459px) 100vw, 459px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An image that Tesla says was taken March 22 and shows crash attenuator missing from site of fatal Model X incident the following day. Tesla says the severity of the crash was due to the absence of the safety barrier. \u003ccite>(Tesla )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tesla’s statement compares a Streetview image from November to a picture captured by a passing vehicle’s dashboard camera last Thursday and says the images prove the crash attenuator was not in place. The company makes a further claim, too: that the absence of the safety barrier was primarily responsible for the devastating damage the crash caused to the company’s vehicle.\u003c/p>\n\u003cp>“The reason this crash was so severe is that the crash attenuator, a highway safety barrier which is designed to reduce the impact into a concrete lane divider, had either been removed or crushed in a prior accident without being replaced,” Tesla said. “… We have never seen this level of damage to a Model X in any other crash.”\u003c/p>\n\u003cp>The National Transportation Safety Board told the Washington Post the agency is “looking at the damaged attenuator and looking at an undamaged one and looking at if it had an effect.”\u003c/p>\n\u003cp>The California Highway Patrol reported Thursday that the crash attenuator had been damaged in a crash March 12. \u003c/p>\n\u003cp>Caltrans said in a statement late Wednesday afternoon that the agency is “reviewing the facts and circumstances of this incident and are cooperating with the National Transportation Safety Board’s ongoing investigation. Safety is our top priority and Caltrans will carefully evaluate the investigation’s findings and take appropriate action.”\u003c/p>\n\u003cp>\u003cstrong>Previous Damage Visible in Online Images\u003c/strong>\u003c/p>\n\u003cp>A review of Google Streetview images over the last seven years shows the crash barrier was installed between May 2011 and December 2013. Images from 2014 through 2016 depict it intact, but it’s absent in pictures captured in January and February 2017, apparently after a crash at the site. The attenuator was back in place by late last fall.\u003c/p>\n\u003cp>Tesla’s statement came after the National Transportation Safety Board announced it has dispatched two investigators to look into the post-crash fire and the steps that firefighters and Tesla technicians had to take to make the Model X safe to remove from the crash scene.\u003c/p>\n\u003cp>Fires are a well-known hazard for conventional gasoline-fueled vehicles. But both manufacturers and emergency responders are facing unique fire hazards posed by battery-powered vehicles like the Model X involved in Friday’s crash. California has about 350,000 electric vehicles on the road — and hundreds of thousands of hybrids and plug-in hybrids that use similar battery technology.\u003c/p>\n\u003cp>The high-voltage batteries used by Tesla and other electric carmakers — actually a collection of modules containing hundreds of small lithium ion cells — are known to pose a fire risk if the battery compartment is breached.\u003c/p>\n\u003cp>Tesla and other manufacturers publish emergency guides for first responders with special instructions on how to deal with the risk.\u003c/p>\n\u003cp>“If the high voltage battery catches fire, is exposed to high heat, or is bent, twisted, cracked, or breached in any way, use large amounts of water to cool the battery,” Tesla’s \u003ca href=\"http://assets.teslastatic.com/2016_Model_X_Emergency_Response_Guide.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2016 emergency response guide\u003c/a> for the Model X warns. “DO NOT extinguish with a small amount of water. Always establish or request an additional water supply.”\u003c/p>\n\u003cp>The guide adds that the batteries can burn for 24 hours and that responders should use thermal imaging equipment to ensure that a fire is actually out.\u003c/p>\n\u003cp>\u003cstrong>Firefighters Turned to Tesla for Help\u003c/strong>\u003c/p>\n\u003cp>Mountain View Fire Chief Juan Diaz told reporters Friday that his firefighters had only a limited amount of water to try to douse the battery fire that broke out after the Model X crash. That led the Fire Department to seek outside expertise — from Tesla itself.\u003c/p>\n\u003cp>Diaz told the \u003ca href=\"https://www.mv-voice.com/news/2018/03/26/driver-identified-in-fiery-tesla-crash\" target=\"_blank\" rel=\"noopener noreferrer\">Mountain View Voice\u003c/a> news site:\u003c/p>\n\u003cblockquote>\u003cp>Diaz said the department was put in a difficult situation. Fire crews had 500 gallons of water at the scene, but getting any more would have required running 2,000 feet of thick fire hose across Highway 101, which would have been catastrophic for traffic in both directions, Diaz said. But letting the car continue to burn on a busy highway, destroying the battery, would have been a bad choice as well, he said.\u003c/p>\n\u003cp>“In the middle of the Highway 101 freeway, that’s not something we want to do,” he said. “And it’s not good for the environment with the byproducts of combustion.”\u003c/p>\n\u003cp>Fire crews used the available supply of water and contacted the manufacturer of the vehicle, Palo Alto-based Tesla, to assist in getting the battery’s temperature under control. Diaz said the engineers essentially disassembled a portion of the car battery on the spot, and that subsequent thermal imaging showed that the battery was no longer unstable.\u003c/p>\u003c/blockquote>\n\u003cp>It took about 5½ hours after the crash before the vehicle was considered stable enough to move. Diaz said crews monitored the wreckage at an impound yard because of the possibility of reignition.\u003c/p>\n\u003cp>Tesla’s share price has fallen nearly $50 — from $304 at the open of trading Tuesday to $257 late Wednesday — partly in response to news of the NTSB probe into the Friday crash. Analysts say investors are also selling Tesla shares because of \u003ca href=\"https://www.reuters.com/article/us-tesla-crash-ntsb/u-s-opens-probe-into-fatal-tesla-crash-fire-in-california-idUSKBN1H32OT\">a credit downgrade\u003c/a> announced Tuesday night.\u003cbr>\n<a id=\"update\"\u003cbr>\n\u003cem>Updates:\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>5 p.m. Wednesday, to include response from Caltrans.\u003c/li>\n\u003cli>1 p.m. Thursday, to include new details about victim Walter Huang and claims that he had complained about his Tesla Model X’s Autopilot system.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Uber Won't Seek California Permit Renewal to Test Self-Driving Vehicles After Fatal Crash",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cstrong>Updated at 9:10 a.m. ET Wednesday\u003c/strong>\u003c/p>\n\u003cp>The future of Uber's self-driving car program is likely nonexistent in California, at least for now.\u003c/p>\n\u003cp>The company announced it will not renew Uber's permit through the state's Department of Motor Vehicles to continue testing a fleet of autonomous-driving cars on California roads, following \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/19/594950197/uber-suspends-self-driving-tests-after-pedestrian-is-killed-in-arizona\" target=\"_blank\" rel=\"noopener\">last week's deadly crash\u003c/a> in Tempe, Arizona.\u003c/p>\n\u003cp>\"We decided to not reapply for a California DMV permit with the understanding that our self-driving vehicles would not operate on public roads in the immediate future,\" a spokesperson \u003ca href=\"https://www.theverge.com/2018/3/27/17170138/uber-self-driving-california-dmv-permit-renew\" target=\"_blank\" rel=\"noopener\">told \u003c/a>The Verge.\u003c/p>\n\u003cp>Uber \u003ca href=\"https://twitter.com/Uber_Comms/status/978440309053964288\" target=\"_blank\" rel=\"noopener\">voluntarily suspended\u003c/a> all of its self-driving programs in cities around the country. The current permit from the California DMV is set to expire on March 31, according to the Associated Press.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The DMV will soon begin evaluating permit applications for companies interested in launching self-piloted car tests, although the likelihood of approval appears to be slim.\u003c/p>\n\u003cp>\"The DMV is allowed to begin issuing driverless testing and/or deployment permits on April 2, but that doesn't mean a manufacturer will meet the requirements or if we will approve them,\" a DMV spokesperson told The Verge.\u003c/p>\n\u003cp>Also on Tuesday, chipmaker Nvidia Corp. announced it also will temporarily suspend self-driving tests, company spokesman Hector Marinez told NPR.\u003c/p>\n\u003cp>The company supplies the chips for Uber's autonomous cars and has five test cars of its own operating in California and New Jersey.\u003c/p>\n\u003cp>\"Although we developed our self-driving technology independently, as good engineering practice, we will wait to learn from Uber's incident. The entire industry will learn from this incident,\" Marinez said.\u003c/p>\n\u003cp>The change in Uber's strategy follows a decision hours earlier by Arizona Gov. Doug Ducey to suspend testing in that state, where the fatal accident happened.\u003c/p>\n\u003cp>The crash, which occurred late at night in the Phoenix suburb of Tempe, killed 49-year-old Elaine Herzberg as she was walking her bicycle across a dimly lit city street.\u003c/p>\n\u003cp>In a letter sent Monday to Uber CEO Dara Khosrowshahi, Ducey called the incident an \"unquestionable failure\" to meet public safety expectations.\u003c/p>\n\u003cp>https://twitter.com/Scarpinato/status/978639521137942533\u003c/p>\n\u003cp>The local police chief initially called the incident \"unavoidable,\" but sentiment quickly changed after the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/21/595941015/police-in-arizona-release-dashcam-video-of-fatal-crash-involving-self-driving-ca\" target=\"_blank\" rel=\"noopener\">release of video of the crash\u003c/a>. The video, which depicts both internal and external views of the Uber vehicle, shows the car's safety driver looking down, away from the road, as a pedestrian suddenly emerges into the headlights.\u003c/p>\n\u003cp>The governor cited the video on Monday in both his letter and tweets about the crash.\u003c/p>\n\u003cp>\"I found the video to be disturbing and alarming, and it raises many questions about the ability of Uber to continue testing in Arizona,\" Ducey wrote in the letter.\u003c/p>\n\u003cp>https://twitter.com/dougducey/status/978636729983778817\u003c/p>\n\u003cp>He acknowledged \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20180320.aspx\" target=\"_blank\" rel=\"noopener\">ongoing investigations\u003c/a> by the National Transportation Safety Board and the National Highway Traffic Safety Administration but said Arizona \"must take action now.\"\u003c/p>\n\u003cp>It is unclear how exactly the Uber suspension will be enforced. Unlike California, Arizona does not have a permitting system for autonomous vehicles. An \u003ca href=\"https://azgovernor.gov/sites/default/files/related-docs/eo2018-04_1.pdf\" target=\"_blank\" rel=\"noopener\">executive order\u003c/a> signed by Ducey earlier this month requires only that testers submit a statement to state regulators attesting to their vehicles' safety. The order did note, however, that \"nothing in this order establishes a right to operate an autonomous vehicle in Arizona.\"\u003c/p>\n\u003cp>According to a state Department of Transportation spokesperson, the suspension applies only to Uber. Arizona will continue to allow other companies to test autonomous vehicles.\u003c/p>\n\u003cp>Nonetheless, the announcement is a swift reversal for a state once called the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/20/595115055/arizona-governor-helped-make-state-wild-west-for-driverless-cars\" target=\"_blank\" rel=\"noopener\">\"Wild West\" of self-driving cars\u003c/a>. In 2016, Ducey welcomed Uber with \"open arms and wide open roads\" as the company sought alternatives to California's regulatory environment.\u003c/p>\n\u003cp>https://twitter.com/NTSB_Newsroom/status/976215176323194880\u003c/p>\n\u003cp>For its part, Uber says it will continue to cooperate with investigators. A spokesperson for the company told NPR that federal investigators have the vehicle, along with data from its onboard cameras and sensors. The spokesperson stressed Uber's \"proactive\" steps in suspending testing after the crash, not only in Arizona but in all other test cities — Pittsburgh, San Francisco and Toronto.\u003c/p>\n\u003cp>But the accident comes as yet another controversy for a company trying to \u003ca href=\"https://www.reuters.com/article/us-uber-grab-breakingviews/breakingviews-uber-races-towards-ipo-with-southeast-asian-deal-idUSKBN1H208Y\" target=\"_blank\" rel=\"noopener\">position itself\u003c/a> for a public stock offering. The past year has seen Uber struggle through a \u003ca href=\"https://www.bloomberg.com/news/features/2018-01-18/the-fall-of-travis-kalanick-was-a-lot-weirder-and-darker-than-you-thought\" target=\"_blank\" rel=\"noopener\">leadership crisis\u003c/a>, a \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/11/21/565857184/uber-data-on-57-million-people-stolen-in-massive-hack\" target=\"_blank\" rel=\"noopener\">massive data breach\u003c/a>, a \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\" target=\"_blank\" rel=\"noopener\">sexual harassment scandal\u003c/a>, and a \u003ca href=\"https://www.npr.org/2018/02/05/583367084/battle-over-self-driving-cars-goes-to-court-in-case-between-googles-waymo-and-ub\" target=\"_blank\" rel=\"noopener\">high-profile trial\u003c/a> ending in \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/02/09/584522541/uber-googles-waymo-settle-case-over-trade-secrets-for-self-driving-cars\" target=\"_blank\" rel=\"noopener\">substantial concessions\u003c/a> to its competitor, Google subsidiary Waymo.\u003c/p>\n\u003cp>The Uber spokesperson says the company is unable to comment on details of the crash. Last week, Uber's CEO \u003ca href=\"https://twitter.com/dkhos/status/975778435455995905\" target=\"_blank\" rel=\"noopener\">tweeted\u003c/a> that \"we're thinking of the victim's family.\"\u003c/p>\n\u003cp>In a separate incident, the National Transportation Safety Board launched an investigation Tuesday into the fatal crash of a Tesla car equipped with a self-driving system. The vehicle struck a highway barrier, caught fire, and was later hit by another in Northern California.\u003c/p>\n\u003cp>\u003cem>The Mercury News\u003c/em> \u003ca href=\"https://www.mercurynews.com/2018/03/26/driver-identified-in-fatal-tesla-crash-on-highway-101/\" target=\"_blank\" rel=\"noopener\">reported\u003c/a> the driver died in a hospital Friday, the day of the crash.\u003c/p>\n\u003cp>It is unclear if the autonomous driving system, called Autopilot, was controlling the vehicle.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003c/p>\n\n",
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"excerpt": "Company's decision, which follows death of pedestrian in Arizona last week, means future of the program is likely nonexistent in the state.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated at 9:10 a.m. ET Wednesday\u003c/strong>\u003c/p>\n\u003cp>The future of Uber's self-driving car program is likely nonexistent in California, at least for now.\u003c/p>\n\u003cp>The company announced it will not renew Uber's permit through the state's Department of Motor Vehicles to continue testing a fleet of autonomous-driving cars on California roads, following \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/19/594950197/uber-suspends-self-driving-tests-after-pedestrian-is-killed-in-arizona\" target=\"_blank\" rel=\"noopener\">last week's deadly crash\u003c/a> in Tempe, Arizona.\u003c/p>\n\u003cp>\"We decided to not reapply for a California DMV permit with the understanding that our self-driving vehicles would not operate on public roads in the immediate future,\" a spokesperson \u003ca href=\"https://www.theverge.com/2018/3/27/17170138/uber-self-driving-california-dmv-permit-renew\" target=\"_blank\" rel=\"noopener\">told \u003c/a>The Verge.\u003c/p>\n\u003cp>Uber \u003ca href=\"https://twitter.com/Uber_Comms/status/978440309053964288\" target=\"_blank\" rel=\"noopener\">voluntarily suspended\u003c/a> all of its self-driving programs in cities around the country. The current permit from the California DMV is set to expire on March 31, according to the Associated Press.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The DMV will soon begin evaluating permit applications for companies interested in launching self-piloted car tests, although the likelihood of approval appears to be slim.\u003c/p>\n\u003cp>\"The DMV is allowed to begin issuing driverless testing and/or deployment permits on April 2, but that doesn't mean a manufacturer will meet the requirements or if we will approve them,\" a DMV spokesperson told The Verge.\u003c/p>\n\u003cp>Also on Tuesday, chipmaker Nvidia Corp. announced it also will temporarily suspend self-driving tests, company spokesman Hector Marinez told NPR.\u003c/p>\n\u003cp>The company supplies the chips for Uber's autonomous cars and has five test cars of its own operating in California and New Jersey.\u003c/p>\n\u003cp>\"Although we developed our self-driving technology independently, as good engineering practice, we will wait to learn from Uber's incident. The entire industry will learn from this incident,\" Marinez said.\u003c/p>\n\u003cp>The change in Uber's strategy follows a decision hours earlier by Arizona Gov. Doug Ducey to suspend testing in that state, where the fatal accident happened.\u003c/p>\n\u003cp>The crash, which occurred late at night in the Phoenix suburb of Tempe, killed 49-year-old Elaine Herzberg as she was walking her bicycle across a dimly lit city street.\u003c/p>\n\u003cp>In a letter sent Monday to Uber CEO Dara Khosrowshahi, Ducey called the incident an \"unquestionable failure\" to meet public safety expectations.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The local police chief initially called the incident \"unavoidable,\" but sentiment quickly changed after the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/21/595941015/police-in-arizona-release-dashcam-video-of-fatal-crash-involving-self-driving-ca\" target=\"_blank\" rel=\"noopener\">release of video of the crash\u003c/a>. The video, which depicts both internal and external views of the Uber vehicle, shows the car's safety driver looking down, away from the road, as a pedestrian suddenly emerges into the headlights.\u003c/p>\n\u003cp>The governor cited the video on Monday in both his letter and tweets about the crash.\u003c/p>\n\u003cp>\"I found the video to be disturbing and alarming, and it raises many questions about the ability of Uber to continue testing in Arizona,\" Ducey wrote in the letter.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>He acknowledged \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20180320.aspx\" target=\"_blank\" rel=\"noopener\">ongoing investigations\u003c/a> by the National Transportation Safety Board and the National Highway Traffic Safety Administration but said Arizona \"must take action now.\"\u003c/p>\n\u003cp>It is unclear how exactly the Uber suspension will be enforced. Unlike California, Arizona does not have a permitting system for autonomous vehicles. An \u003ca href=\"https://azgovernor.gov/sites/default/files/related-docs/eo2018-04_1.pdf\" target=\"_blank\" rel=\"noopener\">executive order\u003c/a> signed by Ducey earlier this month requires only that testers submit a statement to state regulators attesting to their vehicles' safety. The order did note, however, that \"nothing in this order establishes a right to operate an autonomous vehicle in Arizona.\"\u003c/p>\n\u003cp>According to a state Department of Transportation spokesperson, the suspension applies only to Uber. Arizona will continue to allow other companies to test autonomous vehicles.\u003c/p>\n\u003cp>Nonetheless, the announcement is a swift reversal for a state once called the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/20/595115055/arizona-governor-helped-make-state-wild-west-for-driverless-cars\" target=\"_blank\" rel=\"noopener\">\"Wild West\" of self-driving cars\u003c/a>. In 2016, Ducey welcomed Uber with \"open arms and wide open roads\" as the company sought alternatives to California's regulatory environment.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>For its part, Uber says it will continue to cooperate with investigators. A spokesperson for the company told NPR that federal investigators have the vehicle, along with data from its onboard cameras and sensors. The spokesperson stressed Uber's \"proactive\" steps in suspending testing after the crash, not only in Arizona but in all other test cities — Pittsburgh, San Francisco and Toronto.\u003c/p>\n\u003cp>But the accident comes as yet another controversy for a company trying to \u003ca href=\"https://www.reuters.com/article/us-uber-grab-breakingviews/breakingviews-uber-races-towards-ipo-with-southeast-asian-deal-idUSKBN1H208Y\" target=\"_blank\" rel=\"noopener\">position itself\u003c/a> for a public stock offering. The past year has seen Uber struggle through a \u003ca href=\"https://www.bloomberg.com/news/features/2018-01-18/the-fall-of-travis-kalanick-was-a-lot-weirder-and-darker-than-you-thought\" target=\"_blank\" rel=\"noopener\">leadership crisis\u003c/a>, a \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/11/21/565857184/uber-data-on-57-million-people-stolen-in-massive-hack\" target=\"_blank\" rel=\"noopener\">massive data breach\u003c/a>, a \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\" target=\"_blank\" rel=\"noopener\">sexual harassment scandal\u003c/a>, and a \u003ca href=\"https://www.npr.org/2018/02/05/583367084/battle-over-self-driving-cars-goes-to-court-in-case-between-googles-waymo-and-ub\" target=\"_blank\" rel=\"noopener\">high-profile trial\u003c/a> ending in \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/02/09/584522541/uber-googles-waymo-settle-case-over-trade-secrets-for-self-driving-cars\" target=\"_blank\" rel=\"noopener\">substantial concessions\u003c/a> to its competitor, Google subsidiary Waymo.\u003c/p>\n\u003cp>The Uber spokesperson says the company is unable to comment on details of the crash. Last week, Uber's CEO \u003ca href=\"https://twitter.com/dkhos/status/975778435455995905\" target=\"_blank\" rel=\"noopener\">tweeted\u003c/a> that \"we're thinking of the victim's family.\"\u003c/p>\n\u003cp>In a separate incident, the National Transportation Safety Board launched an investigation Tuesday into the fatal crash of a Tesla car equipped with a self-driving system. The vehicle struck a highway barrier, caught fire, and was later hit by another in Northern California.\u003c/p>\n\u003cp>\u003cem>The Mercury News\u003c/em> \u003ca href=\"https://www.mercurynews.com/2018/03/26/driver-identified-in-fatal-tesla-crash-on-highway-101/\" target=\"_blank\" rel=\"noopener\">reported\u003c/a> the driver died in a hospital Friday, the day of the crash.\u003c/p>\n\u003cp>It is unclear if the autonomous driving system, called Autopilot, was controlling the vehicle.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Caltrans Gets Green Light, and $52 Million, to Turn Bay Bridge Piers Into Parks",
"title": "Caltrans Gets Green Light, and $52 Million, to Turn Bay Bridge Piers Into Parks",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Back \u003ca href=\"https://www.mercurynews.com/2018/01/25/old-bay-bridge-piers-to-be-reused-as-public-boardwalk-vista-points/\">in January\u003c/a>, an important but rather obscure committee of state and regional transportation officials approved a Caltrans plan to turn four of the support piers from the Bay Bridge’s old eastern span into a pair of public parks. \u003c/p>\n\u003cp>The \u003ca href=\"http://baybridgeinfo.org/tbpoc\" rel=\"noopener\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a> imposed one rather important condition on its approval: The budget for the project, which involves some demolition along with the anticipated construction, was limited to $52 million. \u003c/p>\n\u003cp>Caltrans, along with officials from the Metropolitan Transportation Commission and agencies on both sides of the bay, see the massive relics of the now-vanished span as a once-in-a-century opportunity to give the public access to areas just offshore of Oakland and Yerba Buena Island. The new parks would be great vantage points for taking in the workings of the Port of Oakland, for instance, and marveling at the $6.5 billion splendor of the new eastern span.\u003c/p>\n\u003cp>On Monday in San Francisco, Caltrans' chief bridge engineer Brian Maroney reported to the three-member oversight committee that the agency is ready to proceed with a slightly scaled-back version of the agency's original vision for the waterfront parks. \u003c/p>\n\u003cp>To manage all the work in the project for $52 million -- to implode two of the half-dozen remaining piers, build a 600-foot walkway over the bay on three of the remaining piers near the Oakland shore and construct a massive viewing platform on a pier adjacent to Yerba Buena Island -- Maroney said a team of architects, engineers and contractors had to revise some of their more ambitious plans. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"After we went out and got bids, we were closer to 60 (million dollars) than we were to 52,\" Maroney told the panel. \"About two weeks ago, we had one of those 'come to Jesus' meetings, where everybody got together, and it was really tough. ... I made it clear I wasn't coming back here and asking for any more money.\" \u003c/p>\n\u003cp>To get under the budget and include a 10 percent contingency -- a cushion for unforeseen expenses -- Maroney said the team identified eliminated some details of the original plan. For instance, a large parking lot and paved walkway leading to the Yerba Buena Island viewing platform was removed from the project and replaced by a simple crushed-gravel walkway. \u003c/p>\n\u003cp>And although electrical connections will be provided for both the Oakland and Yerba Buena parks, no lighting will be installed. That's in part because the agencies that will manage the sites -- the East Bay Regional Park District and the Treasure Island Development Authority -- don't want them to be open at night. \u003c/p>\n\u003cp>\"We identified items that if taken out, somebody in the future could put back in if they wanted,\" Maroney said. \"That was painful.\"\u003c/p>\n\u003cfigure id=\"attachment_11658369\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM.png\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-800x409.png\" alt=\"\" width=\"800\" height=\"409\" class=\"size-medium wp-image-11658369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-800x409.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-160x82.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1020x521.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1920x982.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1180x603.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-960x491.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-240x123.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-375x192.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-520x266.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Caltrans rendering of the view from the existing Bay Bridge bike path to a planned park and recreational pier on the Oakland shoreline. \u003ccite>(Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maroney also said the general contractor on the job, Kiewit/Manson, had agreed to forego $2 million in their normal overhead and markup charges. \"They took a bite of the sandwich, too,\" Maroney said.\u003c/p>\n\u003cp>Maroney added that Caltrans feels it's essential to start moving on the project immediately. The price of steel needed for the project has been changing rapidly because of the Trump administration's threats of tariffs against Chinese steel. \u003c/p>\n\u003cp>A Caltrans contractor told the agency last week that \"when they were getting quotes, they were literally getting quotes that only lasted for one hour.\"\u003c/p>\n\u003cp>More important, Maroney said the project has not yet obtained environmental approvals from the host of federal and state agencies, including the Bay Conservation and Development Commission and the U.S. Army Corps of Engineers, that will need to sign off. \u003c/p>\n\u003cp>\"We do not have any permits to build this work,\" Maroney told the committee, adding that delays in approvals could threaten the Caltrans timeline to finish its in-water construction work by the end of the year. \u003c/p>\n\u003cp>But he said he was encouraged by recent meetings the agencies that permits could be expedited \"and we are asking, respectfully, to do things a little faster.\"\u003c/p>\n\u003cp>The committee unanimously granted Caltrans permission to sign contracts to proceed. If the agency's timeline holds up, the new shoreline park facilities could open to the public in about a year. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On the Oakland shoreline, the new recreational pier would tie into a new shoreline park planned by the East Bay park district. Development of that site, on land immediately south of the Bay Bridge that was once part of the Oakland Army Base, is being held up by the need to clean up contaminants on the property.\u003c/p>\n\n",
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"excerpt": "Four piers from the Bay Bridge's old eastern span will be converted to recreational sites. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Back \u003ca href=\"https://www.mercurynews.com/2018/01/25/old-bay-bridge-piers-to-be-reused-as-public-boardwalk-vista-points/\">in January\u003c/a>, an important but rather obscure committee of state and regional transportation officials approved a Caltrans plan to turn four of the support piers from the Bay Bridge’s old eastern span into a pair of public parks. \u003c/p>\n\u003cp>The \u003ca href=\"http://baybridgeinfo.org/tbpoc\" rel=\"noopener\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a> imposed one rather important condition on its approval: The budget for the project, which involves some demolition along with the anticipated construction, was limited to $52 million. \u003c/p>\n\u003cp>Caltrans, along with officials from the Metropolitan Transportation Commission and agencies on both sides of the bay, see the massive relics of the now-vanished span as a once-in-a-century opportunity to give the public access to areas just offshore of Oakland and Yerba Buena Island. The new parks would be great vantage points for taking in the workings of the Port of Oakland, for instance, and marveling at the $6.5 billion splendor of the new eastern span.\u003c/p>\n\u003cp>On Monday in San Francisco, Caltrans' chief bridge engineer Brian Maroney reported to the three-member oversight committee that the agency is ready to proceed with a slightly scaled-back version of the agency's original vision for the waterfront parks. \u003c/p>\n\u003cp>To manage all the work in the project for $52 million -- to implode two of the half-dozen remaining piers, build a 600-foot walkway over the bay on three of the remaining piers near the Oakland shore and construct a massive viewing platform on a pier adjacent to Yerba Buena Island -- Maroney said a team of architects, engineers and contractors had to revise some of their more ambitious plans. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"After we went out and got bids, we were closer to 60 (million dollars) than we were to 52,\" Maroney told the panel. \"About two weeks ago, we had one of those 'come to Jesus' meetings, where everybody got together, and it was really tough. ... I made it clear I wasn't coming back here and asking for any more money.\" \u003c/p>\n\u003cp>To get under the budget and include a 10 percent contingency -- a cushion for unforeseen expenses -- Maroney said the team identified eliminated some details of the original plan. For instance, a large parking lot and paved walkway leading to the Yerba Buena Island viewing platform was removed from the project and replaced by a simple crushed-gravel walkway. \u003c/p>\n\u003cp>And although electrical connections will be provided for both the Oakland and Yerba Buena parks, no lighting will be installed. That's in part because the agencies that will manage the sites -- the East Bay Regional Park District and the Treasure Island Development Authority -- don't want them to be open at night. \u003c/p>\n\u003cp>\"We identified items that if taken out, somebody in the future could put back in if they wanted,\" Maroney said. \"That was painful.\"\u003c/p>\n\u003cfigure id=\"attachment_11658369\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM.png\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-800x409.png\" alt=\"\" width=\"800\" height=\"409\" class=\"size-medium wp-image-11658369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-800x409.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-160x82.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1020x521.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1920x982.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1180x603.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-960x491.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-240x123.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-375x192.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-520x266.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Caltrans rendering of the view from the existing Bay Bridge bike path to a planned park and recreational pier on the Oakland shoreline. \u003ccite>(Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maroney also said the general contractor on the job, Kiewit/Manson, had agreed to forego $2 million in their normal overhead and markup charges. \"They took a bite of the sandwich, too,\" Maroney said.\u003c/p>\n\u003cp>Maroney added that Caltrans feels it's essential to start moving on the project immediately. The price of steel needed for the project has been changing rapidly because of the Trump administration's threats of tariffs against Chinese steel. \u003c/p>\n\u003cp>A Caltrans contractor told the agency last week that \"when they were getting quotes, they were literally getting quotes that only lasted for one hour.\"\u003c/p>\n\u003cp>More important, Maroney said the project has not yet obtained environmental approvals from the host of federal and state agencies, including the Bay Conservation and Development Commission and the U.S. Army Corps of Engineers, that will need to sign off. \u003c/p>\n\u003cp>\"We do not have any permits to build this work,\" Maroney told the committee, adding that delays in approvals could threaten the Caltrans timeline to finish its in-water construction work by the end of the year. \u003c/p>\n\u003cp>But he said he was encouraged by recent meetings the agencies that permits could be expedited \"and we are asking, respectfully, to do things a little faster.\"\u003c/p>\n\u003cp>The committee unanimously granted Caltrans permission to sign contracts to proceed. If the agency's timeline holds up, the new shoreline park facilities could open to the public in about a year. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On the Oakland shoreline, the new recreational pier would tie into a new shoreline park planned by the East Bay park district. Development of that site, on land immediately south of the Bay Bridge that was once part of the Oakland Army Base, is being held up by the need to clean up contaminants on the property.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
"airtime": "SUN 9pm-10pm",
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"meta": {
"site": "radio",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.commonwealthclub.org/podcasts",
"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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}
},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
}
},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"id": "here-and-now",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/hiddenbrain.jpg",
"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
"site": "news",
"source": "NPR"
},
"link": "/radio/program/hidden-brain",
"subscribe": {
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"tuneIn": "https://tunein.com/podcasts/Science-Podcasts/Hidden-Brain-p787503/",
"rss": "https://feeds.npr.org/510308/podcast.xml"
}
},
"how-i-built-this": {
"id": "how-i-built-this",
"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"rss": "https://feeds.npr.org/510313/podcast.xml"
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
"imageAlt": "KQED Hyphenación",
"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"amazon": "https://music.amazon.com/podcasts/6c3dd23c-93fb-4aab-97ba-1725fa6315f1/hyphenaci%C3%B3n",
"rss": "https://feeds.megaphone.fm/KQINC2275451163"
}
},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED The Political Mind of Jerry Brown",
"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/xtTd",
"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
"site": "news",
"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
"meta": {
"site": "news",
"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/id73801135",
"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/M4f5",
"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
"tuneIn": "https://tunein.com/podcasts/Business--Economics-Podcasts/Planet-Money-p164680/",
"rss": "https://feeds.npr.org/510289/podcast.xml"
}
},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Political Breakdown",
"officialWebsiteLink": "/podcasts/politicalbreakdown",
"meta": {
"site": "radio",
"source": "kqed",
"order": 5
},
"link": "/podcasts/politicalbreakdown",
"subscribe": {
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"amazon": "https://music.amazon.com/podcasts/e0c2d153-ad36-4c8d-901d-f1da6a724824/political-breakdown",
"npr": "https://www.npr.org/podcasts/572155894/political-breakdown",
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