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"content": "\u003cp>Gobee is a no-go — at least in France.\u003c/p>\n\u003cp>France’s first dockless bike-sharing program, which launched in October, has shut down operations across the country, citing “the mass destruction” of its fleet.\u003c/p>\n\u003cp>The decision to shut down on Saturday was “disappointing and extremely frustrating,” the Hong Kong-based company wrote in its \u003ca href=\"http://gobee.bike/goodbye-en/\">announcement\u003c/a>. “We hoped for the best. But we were wrong … In 4 months, 60% of our fleet was destroyed, stolen or privatized, making the whole European project no longer sustainable.”\u003c/p>\n\u003cp>Dockless bike-share programs allow users to rent bikes using a smartphone app, usually by scanning a code on the bike to trigger it to unlock. At the end of the trip, bicycles can be parked anywhere; more established bike-share systems, like Paris’ Velib program, require bikes to be returned to “docking stations” set up around the city.\u003c/p>\n\u003cp>Docklessness appealed to some users, like Alexandre Jacques, a 23-year-old computer science student in Paris who spoke to NPR’s Eleanor Beardsley about the service.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I discovered Gobee bikes in December and I really liked it,” Jacques said. “With the app and GPS you could always find a bike near you. I rode it to school every day. It was better than Velib because you didn’t have to find a bike stand to return the bike — you could just leave it anywhere.\u003c/p>\n\u003cp>“It’s too bad it’s not working anymore,” he said.\u003c/p>\n\u003cp>Reuters \u003ca href=\"https://www.reuters.com/article/us-france-paris-bicycles/dockless-bike-share-pioneer-gobee-quits-paris-idUSKCN1G723V\">reports\u003c/a> that are other dockless bike options in Paris, at least for now:\u003c/p>\n\u003cblockquote>\u003cp>“Gobee’s exit leaves Paris with three remaining Asian-owned operators, Singapore’s oBike, with about 1,800 grey-orange bikes, and two major Chinese firms: Ofo, with about 1,000 yellow bikes, and Mobike, with several thousand red bikes.”\u003c/p>\u003c/blockquote>\n\u003cp>Dockless bikes first caught on in Asia, particularly in \u003ca href=\"https://www.theguardian.com/cities/2017/mar/22/bike-wars-dockless-china-millions-bicycles-hangzhou\">large cities in China\u003c/a>, where multiple startups are competing in a crowded market.\u003c/p>\n\u003cp>NPR’s Steve Inskeep and Miranda Kennedy reported from Beijing this past November:\u003c/p>\n\u003cblockquote>\u003cp>“China’s push to lower emissions, and the sheer impracticality of driving on traffic-clogged streets, means that in some places bikes are having a second coming — in the form of bike-shares. The new image of the streets of Beijing is a millennial riding a sturdy, brightly colored bicycle — orange, yellow or green, depending on the brand. More than two dozen bike-share companies are operating in China now.\u003c/p>\n\u003cp>“There are between 16 million and 18 million shared bikes on China’s streets — dockless, with an automatic electronic wheel lock. Once locked, the bikes can be safely left unattended, and they are — thousands at a time.”\u003c/p>\u003c/blockquote>\n\u003cp>In October, Gobee became the first dockless bike program to launch in France, with a soft launch in Lille and a big debut in Paris. As the company’s\u003ca href=\"https://gobee.bike/gobee-to-become-the-first-dockless-bike-sharing-operator-in-france/\"> extremely cheerful press release\u003c/a> put it at the time, “The City of Lights greeted our eco-friendly fleet with boundless joy and enthusiasm. Amidst the excitement of being the first dockless bikeshare operator in town, adoption was rapid, with Parisians signing up and registering for a Gobee account the very same day.”\u003c/p>\n\u003cp>“We hope to instill a greater conscience for sustainability and clean living amongst city dwellers,” the company wrote.\u003c/p>\n\u003cp>But a lack of conscience among city dwellers took the company down. Gobee wrote in their less-joyful au revoir this past weekend:\u003c/p>\n\u003cblockquote>\u003cp>“Over the months of December and January, the mass destruction of our fleet has become the new entertainment of underaged individuals, encouraged by content broadly shared on social media. In total, it is more than a thousand bikes stolen or privatized, nearly 3,400 bikes broken nationwide, around 280 complaints filed to the French Municipal Police and close to 6,500 repairs performed by our on-the-ground agents and repair partners.”\u003c/p>\u003c/blockquote>\n\u003cp>France has been home to several groundbreaking bike-sharing efforts, as the Atlantic’s CityLab \u003ca href=\"https://www.citylab.com/city-makers-connections/bike-share/\">detailed\u003c/a> a few years ago. The first city-scale bike-share program to use RFID technology was in Rennes, France; the first smart bike-share system with 1,500 bikes was in Lyon; and Velib set a new record when it launched in Paris in 2007 with 6,000 bikes.\u003c/p>\n\u003cp>Now, even as Gobee is shuttering, the once-revolutionary Velib programs is facing problems of its own.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Paris is switching to a new operator for the program, as \u003ca href=\"http://www.telegraph.co.uk/news/2018/02/25/wheels-fall-latest-paris-bike-scheme-thefts-vandalism/\">The Telegraph reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>“The switchover, which involves replacing all of the bikes with new ones, a third of which will be electric, has been largely seen as a fiasco.\u003c/p>\n\u003cp>“By early February only 200 of about 1,400 planned docking stations were up and running, leaving only a fraction of the planned fleet of 20,000 bikes in operation.\u003c/p>\n\u003cp>“Smovengo, the new operator, has blamed the delays on electrical problems and a legal dispute with JCDecaux, the firm that has run the scheme since it was launched in 2007.”\u003c/p>\u003c/blockquote>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Bike-Share+Firm+Hits+The+Brakes+In+France+After+%27Mass+Destruction%27+Of+Dockless+Bikes&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I discovered Gobee bikes in December and I really liked it,” Jacques said. “With the app and GPS you could always find a bike near you. I rode it to school every day. It was better than Velib because you didn’t have to find a bike stand to return the bike — you could just leave it anywhere.\u003c/p>\n\u003cp>“It’s too bad it’s not working anymore,” he said.\u003c/p>\n\u003cp>Reuters \u003ca href=\"https://www.reuters.com/article/us-france-paris-bicycles/dockless-bike-share-pioneer-gobee-quits-paris-idUSKCN1G723V\">reports\u003c/a> that are other dockless bike options in Paris, at least for now:\u003c/p>\n\u003cblockquote>\u003cp>“Gobee’s exit leaves Paris with three remaining Asian-owned operators, Singapore’s oBike, with about 1,800 grey-orange bikes, and two major Chinese firms: Ofo, with about 1,000 yellow bikes, and Mobike, with several thousand red bikes.”\u003c/p>\u003c/blockquote>\n\u003cp>Dockless bikes first caught on in Asia, particularly in \u003ca href=\"https://www.theguardian.com/cities/2017/mar/22/bike-wars-dockless-china-millions-bicycles-hangzhou\">large cities in China\u003c/a>, where multiple startups are competing in a crowded market.\u003c/p>\n\u003cp>NPR’s Steve Inskeep and Miranda Kennedy reported from Beijing this past November:\u003c/p>\n\u003cblockquote>\u003cp>“China’s push to lower emissions, and the sheer impracticality of driving on traffic-clogged streets, means that in some places bikes are having a second coming — in the form of bike-shares. The new image of the streets of Beijing is a millennial riding a sturdy, brightly colored bicycle — orange, yellow or green, depending on the brand. More than two dozen bike-share companies are operating in China now.\u003c/p>\n\u003cp>“There are between 16 million and 18 million shared bikes on China’s streets — dockless, with an automatic electronic wheel lock. Once locked, the bikes can be safely left unattended, and they are — thousands at a time.”\u003c/p>\u003c/blockquote>\n\u003cp>In October, Gobee became the first dockless bike program to launch in France, with a soft launch in Lille and a big debut in Paris. As the company’s\u003ca href=\"https://gobee.bike/gobee-to-become-the-first-dockless-bike-sharing-operator-in-france/\"> extremely cheerful press release\u003c/a> put it at the time, “The City of Lights greeted our eco-friendly fleet with boundless joy and enthusiasm. Amidst the excitement of being the first dockless bikeshare operator in town, adoption was rapid, with Parisians signing up and registering for a Gobee account the very same day.”\u003c/p>\n\u003cp>“We hope to instill a greater conscience for sustainability and clean living amongst city dwellers,” the company wrote.\u003c/p>\n\u003cp>But a lack of conscience among city dwellers took the company down. Gobee wrote in their less-joyful au revoir this past weekend:\u003c/p>\n\u003cblockquote>\u003cp>“Over the months of December and January, the mass destruction of our fleet has become the new entertainment of underaged individuals, encouraged by content broadly shared on social media. In total, it is more than a thousand bikes stolen or privatized, nearly 3,400 bikes broken nationwide, around 280 complaints filed to the French Municipal Police and close to 6,500 repairs performed by our on-the-ground agents and repair partners.”\u003c/p>\u003c/blockquote>\n\u003cp>France has been home to several groundbreaking bike-sharing efforts, as the Atlantic’s CityLab \u003ca href=\"https://www.citylab.com/city-makers-connections/bike-share/\">detailed\u003c/a> a few years ago. The first city-scale bike-share program to use RFID technology was in Rennes, France; the first smart bike-share system with 1,500 bikes was in Lyon; and Velib set a new record when it launched in Paris in 2007 with 6,000 bikes.\u003c/p>\n\u003cp>Now, even as Gobee is shuttering, the once-revolutionary Velib programs is facing problems of its own.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Paris is switching to a new operator for the program, as \u003ca href=\"http://www.telegraph.co.uk/news/2018/02/25/wheels-fall-latest-paris-bike-scheme-thefts-vandalism/\">The Telegraph reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>“The switchover, which involves replacing all of the bikes with new ones, a third of which will be electric, has been largely seen as a fiasco.\u003c/p>\n\u003cp>“By early February only 200 of about 1,400 planned docking stations were up and running, leaving only a fraction of the planned fleet of 20,000 bikes in operation.\u003c/p>\n\u003cp>“Smovengo, the new operator, has blamed the delays on electrical problems and a legal dispute with JCDecaux, the firm that has run the scheme since it was launched in 2007.”\u003c/p>\u003c/blockquote>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Bike-Share+Firm+Hits+The+Brakes+In+France+After+%27Mass+Destruction%27+Of+Dockless+Bikes&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "DMV Greenlights Testing of Driverless Cars on California Roads",
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"content": "\u003cp>LOS ANGELES — Driverless cars will be tested in California for the first time without a person behind a steering wheel under new rules that state regulators approved Monday for the fast-developing technology.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/a6ea01e0-072f-4f93-aa6c-e12b844443cc/DriverlessAV_Adopted_Regulatory_Text.pdf?MOD=AJPERES\" target=\"_blank\" rel=\"noopener\">new regulations\u003c/a> from the Department of Motor Vehicles are a major step toward getting autonomous vehicles to dealerships and onto the public roads. Until now, driverless cars could only be tested on public roads in the state if a person could take the wheel in an emergency.\u003c/p>\n\u003cp>\"I think this is a move that had to happen for California to stay competitive in this field,\" said Nidhi Kalra, a Rand Corp. senior scientist who has been studying the issue for a decade.\u003c/p>\n\u003cp>Although the technology is being developed in California, companies such as Google's Waymo have already been testing in other states such as neighboring Arizona because requiring a human driver limits the kind of car that can be tested, she said.\u003c/p>\n\u003cp>\"You can't test what true, full autonomy looks like\" unless there's no driver at all, Kalra said. \"To be able to test it right in your backyard is a really big deal.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But the advocacy group Consumer Watchdog slammed the new rules, claiming autonomous cars have not yet been proveD safe enough to be deployed without a human backup driver.\u003c/p>\n\u003cp>\"It will be just like playing a video game, except lives will be at stake,\" said John Simpson, the group's privacy and technology project director.\u003c/p>\n\u003cp>Fifty companies already have permits to test on public roads and highways in California, a prime proving ground given its size as the most populous state, its clout as the nation's biggest car market and its longtime role as a cultural trendsetter.\u003c/p>\n\u003cp>The vehicles will no longer need to have drivers inside during tests, but people will still be in charge. Under the regulations, driverless cars being tested on public roads must have a remote operator monitoring at all times, ready to take over as needed. The remote operator must also be able to communicate with police as well as any passengers in the event of an accident.\u003c/p>\n\u003cp>Law enforcement must provide permission to test on local roads and be provided with routes the cars will take.\u003c/p>\n\u003cp>Manufacturers can apply for permits allowing driverless testing when the regulations go into effect April 2.\u003c/p>\n\u003cp>The rules, written by the DMV and approved by the state's Office of Administrative Law, also create the framework under which consumers can eventually buy driverless cars.\u003c/p>\n\u003cp>DMV Director Jean Shiomoto said it's a big boost for regulations in the works for years and that \"safety is our top concern.\"\u003c/p>\n\u003cp>Major automakers like Mercedes, BMW, Ford, Nissan and Volvo have all said it will likely be at least 2020 before their driverless vehicles are available, and even then, they could be confined to ride-hailing fleets and other shared applications.\u003c/p>\n\u003cp>Tesla said last year that the cars it's making have the hardware they need for full self-driving. The company is still testing the software and won't make it available to owners without regulatory approval.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Associated Press writers Justin Pritchard and Robert Jablon contributed.\u003c/em>\u003c/p>\n\n",
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"nprByline": "\u003cstrong>Christopher Weber\u003cbr />Associated Press\u003c/strong>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>LOS ANGELES — Driverless cars will be tested in California for the first time without a person behind a steering wheel under new rules that state regulators approved Monday for the fast-developing technology.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/a6ea01e0-072f-4f93-aa6c-e12b844443cc/DriverlessAV_Adopted_Regulatory_Text.pdf?MOD=AJPERES\" target=\"_blank\" rel=\"noopener\">new regulations\u003c/a> from the Department of Motor Vehicles are a major step toward getting autonomous vehicles to dealerships and onto the public roads. Until now, driverless cars could only be tested on public roads in the state if a person could take the wheel in an emergency.\u003c/p>\n\u003cp>\"I think this is a move that had to happen for California to stay competitive in this field,\" said Nidhi Kalra, a Rand Corp. senior scientist who has been studying the issue for a decade.\u003c/p>\n\u003cp>Although the technology is being developed in California, companies such as Google's Waymo have already been testing in other states such as neighboring Arizona because requiring a human driver limits the kind of car that can be tested, she said.\u003c/p>\n\u003cp>\"You can't test what true, full autonomy looks like\" unless there's no driver at all, Kalra said. \"To be able to test it right in your backyard is a really big deal.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the advocacy group Consumer Watchdog slammed the new rules, claiming autonomous cars have not yet been proveD safe enough to be deployed without a human backup driver.\u003c/p>\n\u003cp>\"It will be just like playing a video game, except lives will be at stake,\" said John Simpson, the group's privacy and technology project director.\u003c/p>\n\u003cp>Fifty companies already have permits to test on public roads and highways in California, a prime proving ground given its size as the most populous state, its clout as the nation's biggest car market and its longtime role as a cultural trendsetter.\u003c/p>\n\u003cp>The vehicles will no longer need to have drivers inside during tests, but people will still be in charge. Under the regulations, driverless cars being tested on public roads must have a remote operator monitoring at all times, ready to take over as needed. The remote operator must also be able to communicate with police as well as any passengers in the event of an accident.\u003c/p>\n\u003cp>Law enforcement must provide permission to test on local roads and be provided with routes the cars will take.\u003c/p>\n\u003cp>Manufacturers can apply for permits allowing driverless testing when the regulations go into effect April 2.\u003c/p>\n\u003cp>The rules, written by the DMV and approved by the state's Office of Administrative Law, also create the framework under which consumers can eventually buy driverless cars.\u003c/p>\n\u003cp>DMV Director Jean Shiomoto said it's a big boost for regulations in the works for years and that \"safety is our top concern.\"\u003c/p>\n\u003cp>Major automakers like Mercedes, BMW, Ford, Nissan and Volvo have all said it will likely be at least 2020 before their driverless vehicles are available, and even then, they could be confined to ride-hailing fleets and other shared applications.\u003c/p>\n\u003cp>Tesla said last year that the cars it's making have the hardware they need for full self-driving. The company is still testing the software and won't make it available to owners without regulatory approval.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Associated Press writers Justin Pritchard and Robert Jablon contributed.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Hillary Ronen says she has used BART's 16th and Mission Station for 15 years, but what she confronted the morning after last Halloween still shocked her.\u003c/p>\n\u003cp>Ronen, who represents the Mission on the San Francisco Board of Supervisors, was joining BART board member Bevan Dufty for his weekly cleanup of the station's street-level plazas.\u003c/p>\n\u003cp>\"We know things are a little worse after Halloween,\" Ronen said during a meeting Wednesday of the board's Public Safety and Neighborhood Services Committee. \"But it was one of the most obscene and unhealthy situations that I had ever seen. ... There were used needles, there was human waste, the stench of urine was overwhelming, heaps of clothing, dead animals. I could go on and on, but I'll spare you all.\"\u003c/p>\n\u003cp>That anecdote was her preamble to a hearing on conditions at the plazas, which serve both as a commute hub and as a sort of outdoor living space for residents of \u003ca href=\"https://48hills.org/2014/03/battle-16th-mission-inside-campaign-clean-plaza-build-luxury-housing/\" target=\"_blank\" rel=\"noopener\">a neighborhood long known\u003c/a> for a high level of need: poverty, homelessness, substance abuse, mental illness and crime. And yes, the plazas and station complex have been notorious for their general air of chaos and filth.\u003c/p>\n\u003cp>Ronen said that she and Dufty \"have made it a crusade to change conditions at the station,\" and announced that BART was about to deliver some \"really good news.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>She turned the proceedings over to Paul Oversier, BART's assistant general manager for operations, who started by saying the system's riders \"have been speaking loud and clear over the last couple of years about some of the conditions they find in our stations and even on some of our trains.\"\u003c/p>\n\u003cp>Oversier said that has led the agency to revamp its cleaning department, hire more workers and reassign some from outlying, relatively low-traffic stations to the system's busy San Francisco core, including 16th Street. The net result -- and the \"really good news\" that Ronen mentioned -- was that by April the agency will have filled all 14 cleaning shifts at the station and that two cleaners will be working simultaneously during six of those 14 shifts.\u003c/p>\n\u003cp>Oversier also told the committee BART has expanded steam cleaning of the plazas from one hour to four hours a night, seven nights a week. In April, he said, the agency will pay to have the plaza surfaces deep-cleaned and sealed. That will make the nightly cleanings \"much more effective in dealing with the smells and some of the other issues that are there.\"\u003c/p>\n\u003cp>Supervisor Jeff Sheehy, the committee chair, said he was thankful for the steps Dufty, Ronen and BART are taking to improve things at 16th and Mission. But he said the transit agency has a much bigger problem on its hands with the large population of destitute people, including many drug users, who have taken up daytime residence in and around the Civic Center and Powell Street stations.\u003c/p>\n\u003cp>\"I wonder what the thinking is at BART about addressing this issue of homelessness more holistically,\" he said. \"You know, my daughter will not get out at Powell Street to go skating at Yerba Buena because it's disgusting. ... And what's even worse is that it's heart-wrenching just as a human being when you have bodies, some of them partially dressed, passed out, injecting ...\"\u003c/p>\n\u003cp>Sheehy said some BART trains now resembled \"a moving homeless shelter.\"\u003c/p>\n\u003cp>\"What's missing is a coordinated response,\" Sheehy said, adding that he thought BART should set up its own formal homeless response program or work better with the cities it serves to provide services.\u003c/p>\n\u003cp>\"I can tell you both from my own experience and from my constituents that what you're doing is not working, and the trajectory is downward, not upward,\" Sheehy said. \"... What is the plan? You've got this great plan for one station ... and just cleaning when the root of the problem is this homelessness problem.\"\u003c/p>\n\u003cp>\"Respectfully, we're a transportation agency,\" Oversier answered. \"That's our charter, that's why the state created us. That said, our customers are telling us, just us you told me, that what they're encountering on our system is not acceptable to them. And frankly, they don't care whose responsibility it is. They're encountering it in our stations and on our trains and they expect us to deal with it.\"\u003c/p>\n\u003cp>Dufty, a former member of the Board of Supervisors who later directed the city's homeless services, acknowledged Sheehy's concerns but said BART is working both within the agency and with other jurisdictions to address the issues he raised.\u003c/p>\n\u003cp>\"The plan that's been presented [within BART] is very comprehensive,\" Dufty said, adding later: \"BART is not unlike anyone else. Law enforcement is not an effective response to homelessness. Housing is how you have to respond to homelessness, and that's where we really have to partner with the city and be more effective.\"\u003c/p>\n\u003cp>The hearing's public comment segment swung to yet another of the many issues swirling around the corner of 16th and Mission -- gentrification.\u003c/p>\n\u003cp>The northeast corner of the intersection -- now occupied by one of the BART plazas, a Walgreen's, a defunct Burger King, a produce market, a Chinese restaurant and a bar -- is the proposed site of a massive market-rate condominium development dubbed the \u003ca href=\"https://ww2.kqed.org/news/2016/06/10/the-monster-is-back-updated-proposal-for-project-at-16th-and-mission/\" target=\"_blank\" rel=\"noopener\">Monster in the Mission\u003c/a> by neighborhood opponents.\u003c/p>\n\u003cp>Many of the public comments came from people who said they're part of the \u003ca href=\"https://plaza16.org/\" target=\"_blank\" rel=\"noopener\">Plaza 16 Coalition\u003c/a>, a group organized five years ago to head off the condo development.\u003c/p>\n\u003cp>Katie Selcraig, the hearing's first public commenter, told the hearing the issues at play at 16th and Mission go far beyond the plazas' cleanliness.\u003c/p>\n\u003cp>Selcraig, who said she works with the Mission SRO Collaborative, Dolores Street Community Services and Plaza 16, said while she welcomes the steps to improve conditions at the BART station, a history of government neglect has worked to open the door for gentrification in the neighborhood.\u003c/p>\n\u003cp>That neglect has fueled prejudice against the poor, she said, and \"allows people who have never been homeless to say and believe that homeless people are dirty and disrespectful of the environment -- which are offensive and derogatory statements.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"BART and the city of San Francisco would never be this neglectful in a majority white area,\" Selcraig said. \"Wealthy white people trash Dolores Park\" -- just a few blocks from 16th and Mission -- \"and it's immediately cleaned. This is a conversation about disparate government services and the fix that is needed for that.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Hillary Ronen says she has used BART's 16th and Mission Station for 15 years, but what she confronted the morning after last Halloween still shocked her.\u003c/p>\n\u003cp>Ronen, who represents the Mission on the San Francisco Board of Supervisors, was joining BART board member Bevan Dufty for his weekly cleanup of the station's street-level plazas.\u003c/p>\n\u003cp>\"We know things are a little worse after Halloween,\" Ronen said during a meeting Wednesday of the board's Public Safety and Neighborhood Services Committee. \"But it was one of the most obscene and unhealthy situations that I had ever seen. ... There were used needles, there was human waste, the stench of urine was overwhelming, heaps of clothing, dead animals. I could go on and on, but I'll spare you all.\"\u003c/p>\n\u003cp>That anecdote was her preamble to a hearing on conditions at the plazas, which serve both as a commute hub and as a sort of outdoor living space for residents of \u003ca href=\"https://48hills.org/2014/03/battle-16th-mission-inside-campaign-clean-plaza-build-luxury-housing/\" target=\"_blank\" rel=\"noopener\">a neighborhood long known\u003c/a> for a high level of need: poverty, homelessness, substance abuse, mental illness and crime. And yes, the plazas and station complex have been notorious for their general air of chaos and filth.\u003c/p>\n\u003cp>Ronen said that she and Dufty \"have made it a crusade to change conditions at the station,\" and announced that BART was about to deliver some \"really good news.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>She turned the proceedings over to Paul Oversier, BART's assistant general manager for operations, who started by saying the system's riders \"have been speaking loud and clear over the last couple of years about some of the conditions they find in our stations and even on some of our trains.\"\u003c/p>\n\u003cp>Oversier said that has led the agency to revamp its cleaning department, hire more workers and reassign some from outlying, relatively low-traffic stations to the system's busy San Francisco core, including 16th Street. The net result -- and the \"really good news\" that Ronen mentioned -- was that by April the agency will have filled all 14 cleaning shifts at the station and that two cleaners will be working simultaneously during six of those 14 shifts.\u003c/p>\n\u003cp>Oversier also told the committee BART has expanded steam cleaning of the plazas from one hour to four hours a night, seven nights a week. In April, he said, the agency will pay to have the plaza surfaces deep-cleaned and sealed. That will make the nightly cleanings \"much more effective in dealing with the smells and some of the other issues that are there.\"\u003c/p>\n\u003cp>Supervisor Jeff Sheehy, the committee chair, said he was thankful for the steps Dufty, Ronen and BART are taking to improve things at 16th and Mission. But he said the transit agency has a much bigger problem on its hands with the large population of destitute people, including many drug users, who have taken up daytime residence in and around the Civic Center and Powell Street stations.\u003c/p>\n\u003cp>\"I wonder what the thinking is at BART about addressing this issue of homelessness more holistically,\" he said. \"You know, my daughter will not get out at Powell Street to go skating at Yerba Buena because it's disgusting. ... And what's even worse is that it's heart-wrenching just as a human being when you have bodies, some of them partially dressed, passed out, injecting ...\"\u003c/p>\n\u003cp>Sheehy said some BART trains now resembled \"a moving homeless shelter.\"\u003c/p>\n\u003cp>\"What's missing is a coordinated response,\" Sheehy said, adding that he thought BART should set up its own formal homeless response program or work better with the cities it serves to provide services.\u003c/p>\n\u003cp>\"I can tell you both from my own experience and from my constituents that what you're doing is not working, and the trajectory is downward, not upward,\" Sheehy said. \"... What is the plan? You've got this great plan for one station ... and just cleaning when the root of the problem is this homelessness problem.\"\u003c/p>\n\u003cp>\"Respectfully, we're a transportation agency,\" Oversier answered. \"That's our charter, that's why the state created us. That said, our customers are telling us, just us you told me, that what they're encountering on our system is not acceptable to them. And frankly, they don't care whose responsibility it is. They're encountering it in our stations and on our trains and they expect us to deal with it.\"\u003c/p>\n\u003cp>Dufty, a former member of the Board of Supervisors who later directed the city's homeless services, acknowledged Sheehy's concerns but said BART is working both within the agency and with other jurisdictions to address the issues he raised.\u003c/p>\n\u003cp>\"The plan that's been presented [within BART] is very comprehensive,\" Dufty said, adding later: \"BART is not unlike anyone else. Law enforcement is not an effective response to homelessness. Housing is how you have to respond to homelessness, and that's where we really have to partner with the city and be more effective.\"\u003c/p>\n\u003cp>The hearing's public comment segment swung to yet another of the many issues swirling around the corner of 16th and Mission -- gentrification.\u003c/p>\n\u003cp>The northeast corner of the intersection -- now occupied by one of the BART plazas, a Walgreen's, a defunct Burger King, a produce market, a Chinese restaurant and a bar -- is the proposed site of a massive market-rate condominium development dubbed the \u003ca href=\"https://ww2.kqed.org/news/2016/06/10/the-monster-is-back-updated-proposal-for-project-at-16th-and-mission/\" target=\"_blank\" rel=\"noopener\">Monster in the Mission\u003c/a> by neighborhood opponents.\u003c/p>\n\u003cp>Many of the public comments came from people who said they're part of the \u003ca href=\"https://plaza16.org/\" target=\"_blank\" rel=\"noopener\">Plaza 16 Coalition\u003c/a>, a group organized five years ago to head off the condo development.\u003c/p>\n\u003cp>Katie Selcraig, the hearing's first public commenter, told the hearing the issues at play at 16th and Mission go far beyond the plazas' cleanliness.\u003c/p>\n\u003cp>Selcraig, who said she works with the Mission SRO Collaborative, Dolores Street Community Services and Plaza 16, said while she welcomes the steps to improve conditions at the BART station, a history of government neglect has worked to open the door for gentrification in the neighborhood.\u003c/p>\n\u003cp>That neglect has fueled prejudice against the poor, she said, and \"allows people who have never been homeless to say and believe that homeless people are dirty and disrespectful of the environment -- which are offensive and derogatory statements.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"BART and the city of San Francisco would never be this neglectful in a majority white area,\" Selcraig said. \"Wealthy white people trash Dolores Park\" -- just a few blocks from 16th and Mission -- \"and it's immediately cleaned. This is a conversation about disparate government services and the fix that is needed for that.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The White House plan for U.S. infrastructure \u003ca href=\"http://bit.ly/fioreinfrastructure\">dramatically shifts financial responsibility\u003c/a> from the federal government to states and local jurisdictions.\u003c/p>\n\u003cp>Even though the administration is touting the \u003ca href=\"https://www.whitehouse.gov/wp-content/uploads/2018/02/INFRASTRUCTURE-211.pdf\">$1.5 trillion infrastructure plan\u003c/a>, much of that investment is dependent on states and uncertain private sector funding.\u003c/p>\n\u003cp>President Trump's infrastructure plan was released on the same day as his proposed budget that expands military funding while \u003ca href=\"https://www.npr.org/sections/thesalt/2018/02/12/585130274/trump-administration-wants-to-decide-what-food-snap-recipients-will-get\">slashing food stamp funding by billions of dollars\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The White House plan for U.S. infrastructure \u003ca href=\"http://bit.ly/fioreinfrastructure\">dramatically shifts financial responsibility\u003c/a> from the federal government to states and local jurisdictions.\u003c/p>\n\u003cp>Even though the administration is touting the \u003ca href=\"https://www.whitehouse.gov/wp-content/uploads/2018/02/INFRASTRUCTURE-211.pdf\">$1.5 trillion infrastructure plan\u003c/a>, much of that investment is dependent on states and uncertain private sector funding.\u003c/p>\n\u003cp>President Trump's infrastructure plan was released on the same day as his proposed budget that expands military funding while \u003ca href=\"https://www.npr.org/sections/thesalt/2018/02/12/585130274/trump-administration-wants-to-decide-what-food-snap-recipients-will-get\">slashing food stamp funding by billions of dollars\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The White House on Monday unveiled President Trump's long-awaited plan to invest U.S. infrastructure -- the highways, bridges, railroads, ports, transit, water systems and communications networks that are both key to the nation's economy and victims of chronic underfunding.\u003c/p>\n\u003cp>As Trump put it in his State of the Union address last month: \"We will build gleaming new roads, bridges, highways, railways, and waterways all across our land. And we will do it with American heart, and American hands, and American grit.\"\u003c/p>\n\u003cp>The two key elements of the proposal -- the White House released \u003ca href=\"https://www.whitehouse.gov/wp-content/uploads/2018/02/INFRASTRUCTURE-211.pdf\" target=\"_blank\" rel=\"noopener\">this 55-page summary\u003c/a> Monday morning and the president met with governors, mayors and other local officials to discuss it -- involve: a) a dramatic shift of financial responsibility from Washington to states and local jurisdictions, a reversal of federal policy since World War II, and b) guaranteeing project approvals in two years by truncating environmental review processes.\u003c/p>\n\u003cp>As NPR \u003ca href=\"https://www.npr.org/2018/02/11/584940681/trump-to-unveil-long-awaited-1-5-trillion-infrastructure-plan\" target=\"_blank\" rel=\"noopener\">summarizes the shift\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Funding for federal-aid highways, including interstates, is usually allocated in an 80-20 federal-state split. This program would flip that funding burden. Major mass transit projects are often funded on a 50-50 federal-local basis. Again, this plan puts a much greater burden on local taxpayers and users.\u003c/p>\u003c/blockquote>\n\u003cp>The administration plan would offer $200 billion in funding that, through private investment and the use of matching funds from states and local agencies, would stimulate $1.5 trillion in infrastructure spending over the next decade.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The plan includes: $100 billion to state and local agencies for projects ranging from passenger rail to Superfund cleanup projects: $50 billion for rural infrastructure -- projects to \"facilitate freight movement, improve access to reliable and affordable transportation options and enhance health and safety for residents and businesses\"; $20 billion for \"transformative projects\" -- \"ambitious, exploratory, and ground-breaking project ideas that have significantly more risk than standard infrastructure projects, but offer a much larger reward profile\"; and $30 billion for a variety of existing infrastructure financing programs.\u003c/p>\n\u003cp>How might state and local funding work? As it happens, the White House has signaled it likes recent initiatives by California voters to step up and pay their own way.\u003c/p>\n\u003cp>As \u003ca href=\"http://www.latimes.com/nation/la-na-pol-trump-california-infrastructure-20180211-story.html\" target=\"_blank\" rel=\"noopener\">the Los Angeles Times notes\u003c/a>, an unnamed administration official pointed to Los Angeles County's \u003ca href=\"http://theplan.metro.net/\" target=\"_blank\" rel=\"noopener\">Measure M\u003c/a>, a 2016 sales-tax increase, as a model:\u003c/p>\n\u003cblockquote>\u003cp>A senior administration official, speaking in advance of Monday's release of the White House's \"infrastructure principles,\" singled out for praise a Los Angeles County sales-tax increase that was a top initiative of Mayor Eric Garcetti. ...\u003c/p>\n\u003cp>... \"When we're thinking of revenues at the state and local level ... a good case study would be Measure M in Los Angeles,\" the administration official said, noting approvingly that the ballot-approved tax increase is \"the ultimate sustainable source of revenue for projects.\"\u003c/p>\u003c/blockquote>\n\u003cp>Measure M, which passed with a 71 percent \"yes\" vote, imposed a half-cent sales-tax increase that will raise an estimated $120 billion for transit projects over the next 40 years. Among many other projects, the tax is funding L.A. Metro's Purple Line extension to Westwood, a light-rail extension to Los Angeles International Airport and bridge retrofits throughout the county.\u003c/p>\n\u003cp>Bay Area voters have passed a long series of smaller tax, bond and toll increase measures to fund highway, bridge and transit infrastructure, including last year's Measure RR, a parcel tax that provides $3.5 billion in bond funding for BART.\u003c/p>\n\u003cp>In June, voters in the region's nine counties will be asked to raise tolls on state-owned bridges to raise $4.5 billion for road and transit projects. And Bay Area business groups and transportation advocates are working on \u003ca href=\"https://ww2.kqed.org/news/2017/12/18/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it/\" target=\"_blank\" rel=\"noopener\">a much bigger tax measure\u003c/a>, which could appear on the ballot as early as 2020, to raise as much as $100 billion for big-ticket projects such as building a new BART/rail crossing.\u003c/p>\n\u003cp>The other major thrust of the White House plan -- to ensure projects move through environmental and other regulatory reviews in a maximum of 24 months -- promises to spark a renewed fight between those who advocate strong habitat and species protections and pro-development, pro-business forces. Via \u003ca href=\"https://www.nytimes.com/2018/02/11/us/politics/trumps-infrastructure-plan-modest-federal-incentives-facing-long-odds.html?hp&action=click&pgtype=Homepage&clickSource=story-heading&module=first-column-region®ion=top-news&WT.nav=top-news\" target=\"_blank\" rel=\"noopener\">the New York Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\"... Progressive groups and public interest organizations rushed to condemn the plan on Sunday, arguing that Mr. Trump was trying to gut environmental rules under the guise of an infrastructure initiative.\u003c/p>\n\u003cp>“President Trump’s infrastructure proposal is a disaster,” Shelley Poticha, the managing director of the Healthy People & Thriving Communities Program at the Natural Resources Defense Council, said in a statement. “It fails to offer the investment needed to bring our country into the 21st century. Even worse, his plan includes an unacceptable corporate giveaway by truncating environmental reviews.”\u003c/p>\n\u003cp>Business groups, however, broadly praised the president’s forthcoming proposal, saying it represents a long overdue investment that would provide a boost to American companies.\u003c/p>\n\u003cp>“In calling for a substantial, $1.5 trillion investment, President Trump is providing the leadership we have desperately needed to reclaim our rightful place as global leader on true 21st-century infrastructure,” said Jay Timmons, the president and chief executive of the National Association of Manufacturers. “There is no excuse for inaction, and manufacturers are committed to ensuring that America seizes this opportunity.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>One last note, via NPR: The plan unveiled Monday fails to suggest a solution for one of the nation's most critical infrastructure funding issues:\u003c/p>\n\u003cblockquote>\u003cp>The president's plan does not address a huge yearly shortfall in the federal Highway Trust Fund, which is funded by the federal gasoline tax. That tax of 18.4 cents a gallon for unleaded, 24.4 cents a gallon for diesel, hasn't been raised in 25 years and because of improvements in fuel efficiency and inflation, it raises less money now than it did when last raised in 1993. So Congress is already using deficit spending to pay for some transportation infrastructure needs funded by existing programs.\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The White House on Monday unveiled President Trump's long-awaited plan to invest U.S. infrastructure -- the highways, bridges, railroads, ports, transit, water systems and communications networks that are both key to the nation's economy and victims of chronic underfunding.\u003c/p>\n\u003cp>As Trump put it in his State of the Union address last month: \"We will build gleaming new roads, bridges, highways, railways, and waterways all across our land. And we will do it with American heart, and American hands, and American grit.\"\u003c/p>\n\u003cp>The two key elements of the proposal -- the White House released \u003ca href=\"https://www.whitehouse.gov/wp-content/uploads/2018/02/INFRASTRUCTURE-211.pdf\" target=\"_blank\" rel=\"noopener\">this 55-page summary\u003c/a> Monday morning and the president met with governors, mayors and other local officials to discuss it -- involve: a) a dramatic shift of financial responsibility from Washington to states and local jurisdictions, a reversal of federal policy since World War II, and b) guaranteeing project approvals in two years by truncating environmental review processes.\u003c/p>\n\u003cp>As NPR \u003ca href=\"https://www.npr.org/2018/02/11/584940681/trump-to-unveil-long-awaited-1-5-trillion-infrastructure-plan\" target=\"_blank\" rel=\"noopener\">summarizes the shift\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Funding for federal-aid highways, including interstates, is usually allocated in an 80-20 federal-state split. This program would flip that funding burden. Major mass transit projects are often funded on a 50-50 federal-local basis. Again, this plan puts a much greater burden on local taxpayers and users.\u003c/p>\u003c/blockquote>\n\u003cp>The administration plan would offer $200 billion in funding that, through private investment and the use of matching funds from states and local agencies, would stimulate $1.5 trillion in infrastructure spending over the next decade.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The plan includes: $100 billion to state and local agencies for projects ranging from passenger rail to Superfund cleanup projects: $50 billion for rural infrastructure -- projects to \"facilitate freight movement, improve access to reliable and affordable transportation options and enhance health and safety for residents and businesses\"; $20 billion for \"transformative projects\" -- \"ambitious, exploratory, and ground-breaking project ideas that have significantly more risk than standard infrastructure projects, but offer a much larger reward profile\"; and $30 billion for a variety of existing infrastructure financing programs.\u003c/p>\n\u003cp>How might state and local funding work? As it happens, the White House has signaled it likes recent initiatives by California voters to step up and pay their own way.\u003c/p>\n\u003cp>As \u003ca href=\"http://www.latimes.com/nation/la-na-pol-trump-california-infrastructure-20180211-story.html\" target=\"_blank\" rel=\"noopener\">the Los Angeles Times notes\u003c/a>, an unnamed administration official pointed to Los Angeles County's \u003ca href=\"http://theplan.metro.net/\" target=\"_blank\" rel=\"noopener\">Measure M\u003c/a>, a 2016 sales-tax increase, as a model:\u003c/p>\n\u003cblockquote>\u003cp>A senior administration official, speaking in advance of Monday's release of the White House's \"infrastructure principles,\" singled out for praise a Los Angeles County sales-tax increase that was a top initiative of Mayor Eric Garcetti. ...\u003c/p>\n\u003cp>... \"When we're thinking of revenues at the state and local level ... a good case study would be Measure M in Los Angeles,\" the administration official said, noting approvingly that the ballot-approved tax increase is \"the ultimate sustainable source of revenue for projects.\"\u003c/p>\u003c/blockquote>\n\u003cp>Measure M, which passed with a 71 percent \"yes\" vote, imposed a half-cent sales-tax increase that will raise an estimated $120 billion for transit projects over the next 40 years. 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And Bay Area business groups and transportation advocates are working on \u003ca href=\"https://ww2.kqed.org/news/2017/12/18/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it/\" target=\"_blank\" rel=\"noopener\">a much bigger tax measure\u003c/a>, which could appear on the ballot as early as 2020, to raise as much as $100 billion for big-ticket projects such as building a new BART/rail crossing.\u003c/p>\n\u003cp>The other major thrust of the White House plan -- to ensure projects move through environmental and other regulatory reviews in a maximum of 24 months -- promises to spark a renewed fight between those who advocate strong habitat and species protections and pro-development, pro-business forces. Via \u003ca href=\"https://www.nytimes.com/2018/02/11/us/politics/trumps-infrastructure-plan-modest-federal-incentives-facing-long-odds.html?hp&action=click&pgtype=Homepage&clickSource=story-heading&module=first-column-region®ion=top-news&WT.nav=top-news\" target=\"_blank\" rel=\"noopener\">the New York Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\"... Progressive groups and public interest organizations rushed to condemn the plan on Sunday, arguing that Mr. Trump was trying to gut environmental rules under the guise of an infrastructure initiative.\u003c/p>\n\u003cp>“President Trump’s infrastructure proposal is a disaster,” Shelley Poticha, the managing director of the Healthy People & Thriving Communities Program at the Natural Resources Defense Council, said in a statement. “It fails to offer the investment needed to bring our country into the 21st century. Even worse, his plan includes an unacceptable corporate giveaway by truncating environmental reviews.”\u003c/p>\n\u003cp>Business groups, however, broadly praised the president’s forthcoming proposal, saying it represents a long overdue investment that would provide a boost to American companies.\u003c/p>\n\u003cp>“In calling for a substantial, $1.5 trillion investment, President Trump is providing the leadership we have desperately needed to reclaim our rightful place as global leader on true 21st-century infrastructure,” said Jay Timmons, the president and chief executive of the National Association of Manufacturers. “There is no excuse for inaction, and manufacturers are committed to ensuring that America seizes this opportunity.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>One last note, via NPR: The plan unveiled Monday fails to suggest a solution for one of the nation's most critical infrastructure funding issues:\u003c/p>\n\u003cblockquote>\u003cp>The president's plan does not address a huge yearly shortfall in the federal Highway Trust Fund, which is funded by the federal gasoline tax. 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"content": "\u003cp>A foul-mouthed longshoreman named Frank Gaskin pointed his phone at a chain link fence at the Port of Long Beach last summer and made a video of the robots that had taken his and his buddies’ jobs.\u003c/p>\n\u003cp>In the video, flatbed carts glide by carrying cargo containers around the dock. They’re self-driving, guided by computers and magnets beneath the pavement. As one passes soundlessly near the fence, Gaskin yells, “f— you automation mother f—–!”\u003c/p>\n\u003cp>At 21 of the 22 docks at the Port of Long Beach, most of the work of loading and unloading cargo from containers ships is still done by people, not by robots. \u003c/p>\n\u003cp>The Long Beach Container Terminal, which opened in April 2016, is an exception. It requires two-thirds fewer workers than traditional terminals. And that frightens the International Longshore and Warehouse Union, which controls all the jobs at the docks.\u003c/p>\n\u003cp>\u003cem>Note: This video contains profanity.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=fvrPcgM5cH4\u003c/p>\n\u003cp>But viewed from another perspective, automation is part of the solution to one of Southern California’s most vexing environmental problems: the worst air pollution in the country.\u003c/p>\n\u003cp>Diesel trucks and equipment are the largest contributors to that air pollution, and the ports are the largest single source of those emissions.\u003c/p>\n\u003cp>But the automated carts at the Long Beach Container Terminal run on electricity, which can be generated by natural gas or renewable energy. Look closely as the cart nears Gaskin’s camera, and you can see the words, written in bright white letters on a green background, “zero emissions.”\u003c/p>\n\u003cp>Gaskin captioned his video: “Automation in Long Beach Container Terminal will hurt everyone.”\u003c/p>\n\u003cp>But what if automating is also a way to help everyone by cleaning the air and fighting climate change?\u003c/p>\n\u003ch2>Where People Run the Port\u003c/h2>\n\u003cp>To understand how radically different the Long Beach Container Terminal is, you first have to visit a traditional terminal, where people control each piece of equipment.\u003c/p>\n\u003cp>Gary Herrera, the vice president of the ILWU Local 13, took me on a tour of the Everport Terminal at the Port of Los Angeles. He pointed out workers unloading containers, driving forklifts and operating cranes.\u003c/p>\n\u003cp>“Everyone you see, those are longshoremen,” Herrera said proudly.\u003c/p>\n\u003cfigure id=\"attachment_11648613\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/PortofLongBeach-800x533.jpg\" alt=\"A crane lifts a container from the Hanjin Greece container ship at the Port of Long Beach in 2016.\" width=\"800\" height=\"533\" class=\"size-medium wp-image-11648613\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A crane lifts a container from the Hanjin Greece container ship at the Port of Long Beach in 2016. \u003ccite>(DAVID MCNEW/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>There are just over 14,000 unionized longshoremen on the West Coast, but that number is half of what it was in 1960. That’s even though the ports move more than 14 times as much cargo.\u003c/p>\n\u003cp>The ILWU’s founder, Harry Bridges, started preparing for automation in the 1950s. At that time, “automation” came in the form of containers that replaced individual bales, bundles and boxes of goods to be shipped. The containers carried more cargo and required fewer hands. Bridges signed an agreement with the terminal operators allowing that, but he did so only after ensuring his members got higher pay and pension guarantees.\u003c/p>\n\u003cp>And any new equipment they used would have to be operated by union workers.\u003c/p>\n\u003cp>“Even if it comes down to one person pushing one button to run a whole port,” Bridges reportedly said, “that person will be union.”\u003c/p>\n\u003cp>That agreement largely remains in place, and ILWU members are among the best compensated blue-collar workers in the U.S. They receive an average salary of $155,000 a year, pay almost nothing for their health insurance, and get up to six weeks of paid vacation.\u003c/p>\n\u003cp>The longshoremen owe their leverage to the fact that, unlike factories and auto plants, ports cannot be outsourced.\u003c/p>\n\u003ch2>Where Machines Run the Port\u003c/h2>\n\u003cp>Ports can also be run by machines and computers, and, increasingly, robots.\u003c/p>\n\u003cp>My tour with Herrera continued as we headed across a towering bridge toward the Port of Long Beach and the Long Beach Container Terminal. Herrera’s mood changed as he looked across the water and saw remotely operated cranes and self-driving trucks.\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" src=\"https://giphy.com/embed/l0HUkguLk0Afp8LfO\" width=\"800\" height=\"400\" frameborder=\"0\" class=\"giphy-embed\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"https://giphy.com/gifs/l0HUkguLk0Afp8LfO\">via GIPHY\u003c/a>\u003c/p>\n\u003cp>“It makes me sick to my stomach,” he said, tightening his hands on the steering wheel. “I look at this place, and I do not like what it stands for. These machines get rid of men.”\u003c/p>\n\u003cp>I’d tried for weeks, unsuccessfully, to get into the Long Beach Container Terminal on my own. I even got so far as to get their president, Anthony Otto, on the phone. He agreed to show me around, but said I couldn’t record any audio, take any pictures, or quote him.\u003c/p>\n\u003cp>Then, the morning of the tour, he canceled. “It’s a sensitive time for us,” he said, referring me to his PR firm for further explanation.\u003c/p>\n\u003cp>The firm didn’t return my call.\u003c/p>\n\u003cp>Officials with the ILWU can enter the terminal at any time and bring guests. Herrera had invited me to come along.\u003c/p>\n\u003cp>He drove us into the terminal, and we stopped in front of LBCT’s 48 stacking cranes. They load containers onto semi-trucks that haul them out of the port to distribution warehouses. In a traditional terminal, workers operate them from booths on top, but in the LBCT, four people can control all 48 cranes at once.\u003c/p>\n\u003cp>“The same guy who used to drive the crane out in the yard eight hours a day is now doing it from a remote console, sipping coffee and listening to light music in air conditioning,” \u003ca href=\"https://www.youtube.com/watch?v=JIrPWW6r1uo&t=5s\">Otto said in a YouTube video\u003c/a> touting the benefits of automation.\u003c/p>\n\u003cp>The ILWU estimates that two-thirds of the longshore jobs at LBCT have disappeared due to automation. Neither Otto nor anyone else from LBCT would confirm the number of jobs lost, nor comment on the record for this story.\u003c/p>\n\u003cp>But they say automation creates opportunities for new kinds of jobs, like mechanics to maintain the self-driving vehicles. And, they say, their robots are cleaner than the diesel fueled, human-controlled machines they’re replacing.\u003c/p>\n\u003cp>The Long Beach Container Terminal emits 85 percent less diesel soot, 58 percent less nitrogen oxide (a component of smog), and 33 percent less carbon dioxide than a traditional dock at the ports.\u003c/p>\n\u003cp>Those kinds of reductions give Adrian Martinez, an environmental lawyer with Earthjustice, a very different take on the automated equipment at LBCT than guys like Gary Herrera.\u003c/p>\n\u003cp>“It’s exciting to see zero emissions equipment actually on the terminal,” Martinez said. “Because from a basic level, we’re not going to solve the air pollution crisis in the Los Angeles area until we eliminate port and freight pollution.”\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/KPCCgraf-800x466.jpg\" alt=\"\" width=\"800\" height=\"466\" class=\"aligncenter size-medium wp-image-11648608\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-800x466.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-160x93.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-1020x595.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-960x560.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-240x140.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-375x219.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-520x303.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003ch2>So, More Robots?\u003c/h2>\n\u003cp>In November 2017, \u003ca href=\"https://www.scpr.org/news/2017/11/02/77259/ports-to-vote-to-spend-up-to-14-billion-to-clean-u/\">the Port of Long Beach and the neighboring Port of Los Angeles pledged\u003c/a> to dramatically slash their emissions by phasing out internal combustion engines. Their goal is to replace all diesel trucks and cargo-handling equipment with zero-emissions equivalents by 2035. Usually that means electric vehicles.\u003c/p>\n\u003cp>The big question is whether the ports’ new mandate will lead to more automation.\u003c/p>\n\u003cp>Currently, electric cargo-handling equipment is more than twice as expensive as its diesel equivalent. That could lead terminal operators to choose to automate to save on labor costs, said Thomas Jelenic, who represents terminal operators as the vice president of the Pacific Merchant Shipping Association.\u003c/p>\n\u003cp>“People generally won’t seek out automation in and of itself unless they can justify it in some way,” he said. “But if they’re forced to electrify, the costs of electrification then dictate the need to automate.”\u003c/p>\n\u003cp>But Mark Sisson, a port planner with the consulting firm AECOM, thinks concerns about price are overblown. \u003c/p>\n\u003cp>He believes the price of electric cargo-handling equipment will drop now that there’s a mandate for the largest ports in the Western Hemisphere to buy it. And right now, at least three other marine terminals are testing human-controlled electric cargo equipment.\u003c/p>\n\u003ch2>Rage Against the Machine\u003c/h2>\n\u003cp>Of all the automated equipment inside the Long Beach Container Terminal, it’s the 72 self-driving vehicles that elicit the strongest reaction.\u003c/p>\n\u003cp>They’re the ones Frank Gaskin swore at in his video, and they’re the ones Gary Herrera glared as he stepped out of the SUV on the last stop on our tour.\u003c/p>\n\u003cp>“They got rid of jobs, there’s no more drivers,” he said, looking across the fence at the little green carts. “And so this is why we’re skeptical at all when they wanna say zero emissions.”\u003c/p>\n\u003cp>Because of all the uncertainty, the ILWU isn’t taking any chances. \u003c/p>\n\u003cp>In September 2017, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB134\">Gov. Jerry Brown signed a budget bill \u003c/a>allocating $900 million from the sale of carbon permits under California’s cap and trade program.\u003c/p>\n\u003cp>Up to $140 million will be sent to the ports for clean freight and ships, but the ILWU lobbied hard to ensure that none of it could be used for automated equipment. \u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>If the terminals want to automate, they have to do it on their own.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A foul-mouthed longshoreman named Frank Gaskin pointed his phone at a chain link fence at the Port of Long Beach last summer and made a video of the robots that had taken his and his buddies’ jobs.\u003c/p>\n\u003cp>In the video, flatbed carts glide by carrying cargo containers around the dock. They’re self-driving, guided by computers and magnets beneath the pavement. As one passes soundlessly near the fence, Gaskin yells, “f— you automation mother f—–!”\u003c/p>\n\u003cp>At 21 of the 22 docks at the Port of Long Beach, most of the work of loading and unloading cargo from containers ships is still done by people, not by robots. \u003c/p>\n\u003cp>The Long Beach Container Terminal, which opened in April 2016, is an exception. It requires two-thirds fewer workers than traditional terminals. And that frightens the International Longshore and Warehouse Union, which controls all the jobs at the docks.\u003c/p>\n\u003cp>\u003cem>Note: This video contains profanity.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/fvrPcgM5cH4'\n title='//www.youtube.com/embed/fvrPcgM5cH4'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>But viewed from another perspective, automation is part of the solution to one of Southern California’s most vexing environmental problems: the worst air pollution in the country.\u003c/p>\n\u003cp>Diesel trucks and equipment are the largest contributors to that air pollution, and the ports are the largest single source of those emissions.\u003c/p>\n\u003cp>But the automated carts at the Long Beach Container Terminal run on electricity, which can be generated by natural gas or renewable energy. Look closely as the cart nears Gaskin’s camera, and you can see the words, written in bright white letters on a green background, “zero emissions.”\u003c/p>\n\u003cp>Gaskin captioned his video: “Automation in Long Beach Container Terminal will hurt everyone.”\u003c/p>\n\u003cp>But what if automating is also a way to help everyone by cleaning the air and fighting climate change?\u003c/p>\n\u003ch2>Where People Run the Port\u003c/h2>\n\u003cp>To understand how radically different the Long Beach Container Terminal is, you first have to visit a traditional terminal, where people control each piece of equipment.\u003c/p>\n\u003cp>Gary Herrera, the vice president of the ILWU Local 13, took me on a tour of the Everport Terminal at the Port of Los Angeles. He pointed out workers unloading containers, driving forklifts and operating cranes.\u003c/p>\n\u003cp>“Everyone you see, those are longshoremen,” Herrera said proudly.\u003c/p>\n\u003cfigure id=\"attachment_11648613\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/PortofLongBeach-800x533.jpg\" alt=\"A crane lifts a container from the Hanjin Greece container ship at the Port of Long Beach in 2016.\" width=\"800\" height=\"533\" class=\"size-medium wp-image-11648613\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A crane lifts a container from the Hanjin Greece container ship at the Port of Long Beach in 2016. \u003ccite>(DAVID MCNEW/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>There are just over 14,000 unionized longshoremen on the West Coast, but that number is half of what it was in 1960. That’s even though the ports move more than 14 times as much cargo.\u003c/p>\n\u003cp>The ILWU’s founder, Harry Bridges, started preparing for automation in the 1950s. At that time, “automation” came in the form of containers that replaced individual bales, bundles and boxes of goods to be shipped. The containers carried more cargo and required fewer hands. Bridges signed an agreement with the terminal operators allowing that, but he did so only after ensuring his members got higher pay and pension guarantees.\u003c/p>\n\u003cp>And any new equipment they used would have to be operated by union workers.\u003c/p>\n\u003cp>“Even if it comes down to one person pushing one button to run a whole port,” Bridges reportedly said, “that person will be union.”\u003c/p>\n\u003cp>That agreement largely remains in place, and ILWU members are among the best compensated blue-collar workers in the U.S. They receive an average salary of $155,000 a year, pay almost nothing for their health insurance, and get up to six weeks of paid vacation.\u003c/p>\n\u003cp>The longshoremen owe their leverage to the fact that, unlike factories and auto plants, ports cannot be outsourced.\u003c/p>\n\u003ch2>Where Machines Run the Port\u003c/h2>\n\u003cp>Ports can also be run by machines and computers, and, increasingly, robots.\u003c/p>\n\u003cp>My tour with Herrera continued as we headed across a towering bridge toward the Port of Long Beach and the Long Beach Container Terminal. Herrera’s mood changed as he looked across the water and saw remotely operated cranes and self-driving trucks.\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" src=\"https://giphy.com/embed/l0HUkguLk0Afp8LfO\" width=\"800\" height=\"400\" frameborder=\"0\" class=\"giphy-embed\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"https://giphy.com/gifs/l0HUkguLk0Afp8LfO\">via GIPHY\u003c/a>\u003c/p>\n\u003cp>“It makes me sick to my stomach,” he said, tightening his hands on the steering wheel. “I look at this place, and I do not like what it stands for. These machines get rid of men.”\u003c/p>\n\u003cp>I’d tried for weeks, unsuccessfully, to get into the Long Beach Container Terminal on my own. I even got so far as to get their president, Anthony Otto, on the phone. He agreed to show me around, but said I couldn’t record any audio, take any pictures, or quote him.\u003c/p>\n\u003cp>Then, the morning of the tour, he canceled. “It’s a sensitive time for us,” he said, referring me to his PR firm for further explanation.\u003c/p>\n\u003cp>The firm didn’t return my call.\u003c/p>\n\u003cp>Officials with the ILWU can enter the terminal at any time and bring guests. Herrera had invited me to come along.\u003c/p>\n\u003cp>He drove us into the terminal, and we stopped in front of LBCT’s 48 stacking cranes. They load containers onto semi-trucks that haul them out of the port to distribution warehouses. In a traditional terminal, workers operate them from booths on top, but in the LBCT, four people can control all 48 cranes at once.\u003c/p>\n\u003cp>“The same guy who used to drive the crane out in the yard eight hours a day is now doing it from a remote console, sipping coffee and listening to light music in air conditioning,” \u003ca href=\"https://www.youtube.com/watch?v=JIrPWW6r1uo&t=5s\">Otto said in a YouTube video\u003c/a> touting the benefits of automation.\u003c/p>\n\u003cp>The ILWU estimates that two-thirds of the longshore jobs at LBCT have disappeared due to automation. Neither Otto nor anyone else from LBCT would confirm the number of jobs lost, nor comment on the record for this story.\u003c/p>\n\u003cp>But they say automation creates opportunities for new kinds of jobs, like mechanics to maintain the self-driving vehicles. And, they say, their robots are cleaner than the diesel fueled, human-controlled machines they’re replacing.\u003c/p>\n\u003cp>The Long Beach Container Terminal emits 85 percent less diesel soot, 58 percent less nitrogen oxide (a component of smog), and 33 percent less carbon dioxide than a traditional dock at the ports.\u003c/p>\n\u003cp>Those kinds of reductions give Adrian Martinez, an environmental lawyer with Earthjustice, a very different take on the automated equipment at LBCT than guys like Gary Herrera.\u003c/p>\n\u003cp>“It’s exciting to see zero emissions equipment actually on the terminal,” Martinez said. “Because from a basic level, we’re not going to solve the air pollution crisis in the Los Angeles area until we eliminate port and freight pollution.”\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/KPCCgraf-800x466.jpg\" alt=\"\" width=\"800\" height=\"466\" class=\"aligncenter size-medium wp-image-11648608\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-800x466.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-160x93.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-1020x595.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-960x560.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-240x140.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-375x219.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-520x303.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003ch2>So, More Robots?\u003c/h2>\n\u003cp>In November 2017, \u003ca href=\"https://www.scpr.org/news/2017/11/02/77259/ports-to-vote-to-spend-up-to-14-billion-to-clean-u/\">the Port of Long Beach and the neighboring Port of Los Angeles pledged\u003c/a> to dramatically slash their emissions by phasing out internal combustion engines. Their goal is to replace all diesel trucks and cargo-handling equipment with zero-emissions equivalents by 2035. Usually that means electric vehicles.\u003c/p>\n\u003cp>The big question is whether the ports’ new mandate will lead to more automation.\u003c/p>\n\u003cp>Currently, electric cargo-handling equipment is more than twice as expensive as its diesel equivalent. That could lead terminal operators to choose to automate to save on labor costs, said Thomas Jelenic, who represents terminal operators as the vice president of the Pacific Merchant Shipping Association.\u003c/p>\n\u003cp>“People generally won’t seek out automation in and of itself unless they can justify it in some way,” he said. “But if they’re forced to electrify, the costs of electrification then dictate the need to automate.”\u003c/p>\n\u003cp>But Mark Sisson, a port planner with the consulting firm AECOM, thinks concerns about price are overblown. \u003c/p>\n\u003cp>He believes the price of electric cargo-handling equipment will drop now that there’s a mandate for the largest ports in the Western Hemisphere to buy it. And right now, at least three other marine terminals are testing human-controlled electric cargo equipment.\u003c/p>\n\u003ch2>Rage Against the Machine\u003c/h2>\n\u003cp>Of all the automated equipment inside the Long Beach Container Terminal, it’s the 72 self-driving vehicles that elicit the strongest reaction.\u003c/p>\n\u003cp>They’re the ones Frank Gaskin swore at in his video, and they’re the ones Gary Herrera glared as he stepped out of the SUV on the last stop on our tour.\u003c/p>\n\u003cp>“They got rid of jobs, there’s no more drivers,” he said, looking across the fence at the little green carts. “And so this is why we’re skeptical at all when they wanna say zero emissions.”\u003c/p>\n\u003cp>Because of all the uncertainty, the ILWU isn’t taking any chances. \u003c/p>\n\u003cp>In September 2017, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB134\">Gov. Jerry Brown signed a budget bill \u003c/a>allocating $900 million from the sale of carbon permits under California’s cap and trade program.\u003c/p>\n\u003cp>Up to $140 million will be sent to the ports for clean freight and ships, but the ILWU lobbied hard to ensure that none of it could be used for automated equipment. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If the terminals want to automate, they have to do it on their own.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Study Finds Drop in Hand-Held Cellphone Use by California Drivers",
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"headTitle": "Study Finds Drop in Hand-Held Cellphone Use by California Drivers | KQED",
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"content": "\u003cp>Are California drivers finally getting the message that using cellphones while they’re behind the wheel is unsafe — not to mention illegal?\u003c/p>\n\u003cp>\u003ca href=\"http://www.ots.ca.gov/Media_and_Research/Publications_and_Reports/doc/2017_Cell_Phone_Study.pdf\" target=\"_blank\" rel=\"noopener\">A new study\u003c/a> released by the state’s \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a> suggests the answer is a resounding “maybe.”\u003c/p>\n\u003cp>The report, based on actual human observers eyeballing traffic at 204 locations in 17 California counties, found that 3.58 percent of drivers were seen either holding a phone to their ear, talking into a phone or manipulating a phone as if they were texting. \u003c/p>\n\u003cp>Before we get to whatever trend all those those numbers might show, we’ll observe that those percentages sound way low given what we all see, and perhaps do, when we drive. And the numbers seem at first glance to contradict \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2211335516301097?via%3Dihub\" target=\"_blank\" rel=\"noopener\">driver surveys\u003c/a> and \u003ca href=\"http://blog.zendrive.com/distracted-driving/\" target=\"_blank\" rel=\"noopener\">other statistical studies\u003c/a> that have consistently found \u003cem>most\u003c/em> drivers pick up their mobile phones for texting, talking and other tasks while on the road.\u003c/p>\n\u003cp>But Professor Bill Bommer of Fresno State’s Craig School of Business, who was the project coordinator for the report, says there’s no contradiction.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bommer said the 3.58 percent figure represents the number of drivers with cellphones in hand \u003cem>at any one time\u003c/em>.\u003c/p>\n\u003cp>“That’s the percentage of people who are currently doing it,” Bommer said.\u003c/p>\n\u003cp>The higher numbers from driver surveys reflect “whether they have done it across a long period of time,” he said. “If you texted twice last month, you would show up in the survey number. But unless you happened to be texting while you were being observed by a roadside observer, you would not show up in the lower number.”\u003c/p>\n\u003cp>So: The new study is suggesting that statewide, about one in 28 of your fellow motorists are texting or talking on their hand-held phones right this very minute. If you count hands-free devices, the ratio is about one in 13.\u003c/p>\n\u003cp>The survey found San Bernardino County drivers had the highest rate of hand-held cellphone use — 8.2 percent. In second place: drivers in Contra Costa County, at 6.3 percent. Among other Bay Area counties surveyed: Alameda, 2.66 percent; Sonoma, 2.35 percent; Solano, 2.13 percent; and San Mateo, 1.05 percent.\u003c/p>\n\u003cp>Still, the study finds preliminary signs of a decline in the statewide percentage of drivers observed using phones behind the wheel.\u003c/p>\n\u003cp>Bommer said the best basis for comparison with previous years was the report’s estimate of cellphone use including hands-free devices. The report concludes that accounting for both hand-held and hands-free phones, 7.64 percent of drivers used the devices at any given time in 2017, compared with 12.8 percent in 2016, 9.2 percent in 2015 and 6.6 percent in 2014.\u003c/p>\n\u003cp>“I do think there’s been some impact of public awareness campaigns, et cetera, that are making people more aware of not actively texting and driving,” Bommer said. “You see those numbers down with fines and enforcement up.”\u003c/p>\n\u003cp>But Bommer added that more data are needed to understand whether the 2017 numbers really signal a downward trend. “Overall, it will take looking at this a couple more years to really see the impact,” he said.\u003c/p>\n\u003cp>In part, that’s because of a shift in the methodology used in the 2017 survey.\u003c/p>\n\u003cp>Earlier surveys targeted streets and highways Caltrans identified as the busiest in the state. The 2017 study, using federal guidelines, focused on counties that had the highest number of fatalities and used a variety of roads in each county — not necessarily just the busiest ones.\u003c/p>\n\u003cp>“It’s more shifted toward a real representation of the whole state and away from just picking some selected cities we’re going to look at,” Bommer said. “The new sample has to be reflective of your entire state, and it didn’t use to have to be.”\u003c/p>\n\u003cp>All use of hand-held cellphones while driving was outlawed by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1785\" target=\"_blank\" rel=\"noopener\">a 2016 law\u003c/a> sponsored by East Bay Assemblyman Bill Quirk. Citations carry a minimum fine and fees of $162.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to the California Highway Patrol, the number of traffic collisions involving drivers using cellphones fell from 1,968 in 2016 to 1,894 last year — a 3.8 percent decline. But the number of people killed in such crashes was 18 both years, with injuries climbing from 849 to 877, or 3.3 percent.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Are California drivers finally getting the message that using cellphones while they’re behind the wheel is unsafe — not to mention illegal?\u003c/p>\n\u003cp>\u003ca href=\"http://www.ots.ca.gov/Media_and_Research/Publications_and_Reports/doc/2017_Cell_Phone_Study.pdf\" target=\"_blank\" rel=\"noopener\">A new study\u003c/a> released by the state’s \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a> suggests the answer is a resounding “maybe.”\u003c/p>\n\u003cp>The report, based on actual human observers eyeballing traffic at 204 locations in 17 California counties, found that 3.58 percent of drivers were seen either holding a phone to their ear, talking into a phone or manipulating a phone as if they were texting. \u003c/p>\n\u003cp>Before we get to whatever trend all those those numbers might show, we’ll observe that those percentages sound way low given what we all see, and perhaps do, when we drive. And the numbers seem at first glance to contradict \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2211335516301097?via%3Dihub\" target=\"_blank\" rel=\"noopener\">driver surveys\u003c/a> and \u003ca href=\"http://blog.zendrive.com/distracted-driving/\" target=\"_blank\" rel=\"noopener\">other statistical studies\u003c/a> that have consistently found \u003cem>most\u003c/em> drivers pick up their mobile phones for texting, talking and other tasks while on the road.\u003c/p>\n\u003cp>But Professor Bill Bommer of Fresno State’s Craig School of Business, who was the project coordinator for the report, says there’s no contradiction.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bommer said the 3.58 percent figure represents the number of drivers with cellphones in hand \u003cem>at any one time\u003c/em>.\u003c/p>\n\u003cp>“That’s the percentage of people who are currently doing it,” Bommer said.\u003c/p>\n\u003cp>The higher numbers from driver surveys reflect “whether they have done it across a long period of time,” he said. “If you texted twice last month, you would show up in the survey number. But unless you happened to be texting while you were being observed by a roadside observer, you would not show up in the lower number.”\u003c/p>\n\u003cp>So: The new study is suggesting that statewide, about one in 28 of your fellow motorists are texting or talking on their hand-held phones right this very minute. If you count hands-free devices, the ratio is about one in 13.\u003c/p>\n\u003cp>The survey found San Bernardino County drivers had the highest rate of hand-held cellphone use — 8.2 percent. In second place: drivers in Contra Costa County, at 6.3 percent. Among other Bay Area counties surveyed: Alameda, 2.66 percent; Sonoma, 2.35 percent; Solano, 2.13 percent; and San Mateo, 1.05 percent.\u003c/p>\n\u003cp>Still, the study finds preliminary signs of a decline in the statewide percentage of drivers observed using phones behind the wheel.\u003c/p>\n\u003cp>Bommer said the best basis for comparison with previous years was the report’s estimate of cellphone use including hands-free devices. The report concludes that accounting for both hand-held and hands-free phones, 7.64 percent of drivers used the devices at any given time in 2017, compared with 12.8 percent in 2016, 9.2 percent in 2015 and 6.6 percent in 2014.\u003c/p>\n\u003cp>“I do think there’s been some impact of public awareness campaigns, et cetera, that are making people more aware of not actively texting and driving,” Bommer said. “You see those numbers down with fines and enforcement up.”\u003c/p>\n\u003cp>But Bommer added that more data are needed to understand whether the 2017 numbers really signal a downward trend. “Overall, it will take looking at this a couple more years to really see the impact,” he said.\u003c/p>\n\u003cp>In part, that’s because of a shift in the methodology used in the 2017 survey.\u003c/p>\n\u003cp>Earlier surveys targeted streets and highways Caltrans identified as the busiest in the state. The 2017 study, using federal guidelines, focused on counties that had the highest number of fatalities and used a variety of roads in each county — not necessarily just the busiest ones.\u003c/p>\n\u003cp>“It’s more shifted toward a real representation of the whole state and away from just picking some selected cities we’re going to look at,” Bommer said. “The new sample has to be reflective of your entire state, and it didn’t use to have to be.”\u003c/p>\n\u003cp>All use of hand-held cellphones while driving was outlawed by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1785\" target=\"_blank\" rel=\"noopener\">a 2016 law\u003c/a> sponsored by East Bay Assemblyman Bill Quirk. Citations carry a minimum fine and fees of $162.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to the California Highway Patrol, the number of traffic collisions involving drivers using cellphones fell from 1,968 in 2016 to 1,894 last year — a 3.8 percent decline. But the number of people killed in such crashes was 18 both years, with injuries climbing from 849 to 877, or 3.3 percent.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Restoring a Lane on Richmond-San Rafael Bridge to Ease a Commute Headache",
"title": "Restoring a Lane on Richmond-San Rafael Bridge to Ease a Commute Headache",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>[dropcap]O[/dropcap]nce upon a time, the Richmond-San Rafael Bridge was so lightly traveled that it was no big deal to give up a traffic lane -- going from three lanes to two.\u003c/p>\n\u003cp>That happened back in 1977, when Marin County's water supply was dwindling amid one of California's worst droughts. The emergency solution: a pipeline across the bridge to carry water from the East Bay to thirsty Marinites.\u003c/p>\n\u003cp>The pipeline was routed across the right lane on the bridge's upper westbound deck. Although the pipeline was used for less than a year and was removed in 1982, the lane it took over was never restored for vehicular traffic, serving instead as a shoulder lane. In 1980, the lower eastbound deck was also reduced to two traffic lanes, with the rightmost lane converted to a breakdown lane.\u003c/p>\n\u003cfigure id=\"attachment_11648479\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/Screen-Shot-2018-02-06-at-3.58.22-PM-e1517967121207.png\">\u003cimg class=\"size-full wp-image-11648479\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/Screen-Shot-2018-02-06-at-3.58.22-PM-e1517967121207.png\" alt=\"\" width=\"300\" height=\"1057\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An August 1980 news item announced Caltrans' plans to close an eastbound lane on the Richmond-San Rafael Bridge. The work was expected to take two weeks and cost $15,000. \u003ccite>(Petaluma Argus-Courier via Newspapers.com)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, those long-ago lane reductions are about to be reversed.\u003c/p>\n\u003cp>In part, that's because the Interstate 580 corridor across the bridge has joined most of the rest of the Bay Area in traffic congestion hell. And in part, it's because of a long-held dream to give cyclists and pedestrians access to the span.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The first phase of the project involves the reopening of the \"lost\" lower-deck lane. Sometime before the end of April, and perhaps sooner, drivers will have access to a third eastbound bridge lane weekday afternoons from 2 p.m. to 7 p.m.\u003c/p>\n\u003cp>The lane restoration project was approved in 2015 and started in January 2017. It has involved significant -- and costly -- road and lane realignments on both ends of the bridge. For instance, accommodating a third lane on the Richmond end of the bridge required demolishing a massive retaining wall, excavating the adjacent hillside and building a new wall. Part of that work was necessary to build a second exit lane to Richmond Parkway, a busy connector to Interstate 80. The project has also required installation of new electric signs on the lower deck to alert drivers when the new lane is available.\u003c/p>\n\u003cp>The total for this part of the project: about $37 million. The cash comes from toll revenue administered by the Bay Area Toll Authority, which operates the region's seven state-owned spans.\u003c/p>\n\u003cp>The project's second phase is to put a bike-pedestrian lane in the upper deck's right lane. One rationale for the facility, beyond it being a new venue for cyclists and walkers to take in a spectacular view, is that it would close a key link in \u003ca href=\"http://baytrail.org/\" target=\"_blank\" rel=\"noopener\">the Bay Trail\u003c/a>. The planned 500-mile cycling and walking route around the bay has been in development since 1989.\u003c/p>\n\u003cp>The bike-pedestrian path would feature a movable barrier similar to the one used on the Golden Gate Bridge. BATA approved construction funding last month, and the path is expected to open in early 2019. The cost for this part of the project: $25 million, also from bridge tolls.\u003c/p>\n\u003cp>Both the \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/major-regional-projects/richmond-san-rafael-bridge-access-improvements\" target=\"_blank\" rel=\"noopener\">eastbound and westbound lane initiatives\u003c/a> were approved as four-year pilot projects undertaken in conjunction with Caltrans, the Contra Costa Transit Authority and the Transportation Authority of Marin.\u003c/p>\n\u003cp>The eastbound commute lane will be assessed for its effectiveness in easing the rotten afternoon traffic from Marin to Contra Costa. The westbound bike-pedestrian path will be watched closely for the amount of usage it gets.\u003c/p>\n\u003cp>Recently, officials in both Marin and Contra Costa have argued that because the westbound morning commute across the bridge is snarled, they want the restored upper-deck lane to be used for cars part of the time -- during rush hours, perhaps, or throughout the week, with bikes getting access during off-hours and/or on weekends.\u003c/p>\n\u003cp>However, both transportation officials and bike advocates say that allowing cars to use the new lane would be complicated by several factors -- some regulatory, some practical.\u003c/p>\n\u003cp>The regulatory: The bridge projects required environmental studies and signoff from the Bay Conservation and Development Commission; making it likely that mixed use on the upper-deck lane would require a new study and new approvals. 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"excerpt": "Project will give afternoon commuters a third eastbound lane on Richmond-San Rafael Bridge. Work is starting on a bike-pedestrian lane on the bridge's upper westbound deck. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">O\u003c/span>\u003c/p>\u003cp>nce upon a time, the Richmond-San Rafael Bridge was so lightly traveled that it was no big deal to give up a traffic lane -- going from three lanes to two.\u003c/p>\n\u003cp>That happened back in 1977, when Marin County's water supply was dwindling amid one of California's worst droughts. The emergency solution: a pipeline across the bridge to carry water from the East Bay to thirsty Marinites.\u003c/p>\n\u003cp>The pipeline was routed across the right lane on the bridge's upper westbound deck. Although the pipeline was used for less than a year and was removed in 1982, the lane it took over was never restored for vehicular traffic, serving instead as a shoulder lane. In 1980, the lower eastbound deck was also reduced to two traffic lanes, with the rightmost lane converted to a breakdown lane.\u003c/p>\n\u003cfigure id=\"attachment_11648479\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/Screen-Shot-2018-02-06-at-3.58.22-PM-e1517967121207.png\">\u003cimg class=\"size-full wp-image-11648479\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/Screen-Shot-2018-02-06-at-3.58.22-PM-e1517967121207.png\" alt=\"\" width=\"300\" height=\"1057\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An August 1980 news item announced Caltrans' plans to close an eastbound lane on the Richmond-San Rafael Bridge. The work was expected to take two weeks and cost $15,000. \u003ccite>(Petaluma Argus-Courier via Newspapers.com)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, those long-ago lane reductions are about to be reversed.\u003c/p>\n\u003cp>In part, that's because the Interstate 580 corridor across the bridge has joined most of the rest of the Bay Area in traffic congestion hell. And in part, it's because of a long-held dream to give cyclists and pedestrians access to the span.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The first phase of the project involves the reopening of the \"lost\" lower-deck lane. Sometime before the end of April, and perhaps sooner, drivers will have access to a third eastbound bridge lane weekday afternoons from 2 p.m. to 7 p.m.\u003c/p>\n\u003cp>The lane restoration project was approved in 2015 and started in January 2017. It has involved significant -- and costly -- road and lane realignments on both ends of the bridge. For instance, accommodating a third lane on the Richmond end of the bridge required demolishing a massive retaining wall, excavating the adjacent hillside and building a new wall. Part of that work was necessary to build a second exit lane to Richmond Parkway, a busy connector to Interstate 80. The project has also required installation of new electric signs on the lower deck to alert drivers when the new lane is available.\u003c/p>\n\u003cp>The total for this part of the project: about $37 million. The cash comes from toll revenue administered by the Bay Area Toll Authority, which operates the region's seven state-owned spans.\u003c/p>\n\u003cp>The project's second phase is to put a bike-pedestrian lane in the upper deck's right lane. One rationale for the facility, beyond it being a new venue for cyclists and walkers to take in a spectacular view, is that it would close a key link in \u003ca href=\"http://baytrail.org/\" target=\"_blank\" rel=\"noopener\">the Bay Trail\u003c/a>. The planned 500-mile cycling and walking route around the bay has been in development since 1989.\u003c/p>\n\u003cp>The bike-pedestrian path would feature a movable barrier similar to the one used on the Golden Gate Bridge. BATA approved construction funding last month, and the path is expected to open in early 2019. The cost for this part of the project: $25 million, also from bridge tolls.\u003c/p>\n\u003cp>Both the \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/major-regional-projects/richmond-san-rafael-bridge-access-improvements\" target=\"_blank\" rel=\"noopener\">eastbound and westbound lane initiatives\u003c/a> were approved as four-year pilot projects undertaken in conjunction with Caltrans, the Contra Costa Transit Authority and the Transportation Authority of Marin.\u003c/p>\n\u003cp>The eastbound commute lane will be assessed for its effectiveness in easing the rotten afternoon traffic from Marin to Contra Costa. The westbound bike-pedestrian path will be watched closely for the amount of usage it gets.\u003c/p>\n\u003cp>Recently, officials in both Marin and Contra Costa have argued that because the westbound morning commute across the bridge is snarled, they want the restored upper-deck lane to be used for cars part of the time -- during rush hours, perhaps, or throughout the week, with bikes getting access during off-hours and/or on weekends.\u003c/p>\n\u003cp>However, both transportation officials and bike advocates say that allowing cars to use the new lane would be complicated by several factors -- some regulatory, some practical.\u003c/p>\n\u003cp>The regulatory: The bridge projects required environmental studies and signoff from the Bay Conservation and Development Commission; making it likely that mixed use on the upper-deck lane would require a new study and new approvals. The practical: Opening a third lane to westbound traffic would likely move the existing congestion a little way down the road, into San Rafael, because of: a) I-580's two-lane configuration as it heads up to U.S. 101, and b) the need to re-engineer or improve existing ramps and surface capacity west of the bridge.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>However, after formal requests from Marin and Contra Costa officials, the toll authority and Metropolitan Transportation Commission have agreed to conduct a study on restoring vehicular traffic to a third upper-deck lane.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"id": "closealltabs",
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"order": 1
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"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.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"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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"id": "freakonomics-radio",
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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
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"id": "fresh-air",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"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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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
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"airtime": "SUN 7:30pm-8pm",
"meta": {
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"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
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"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"
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"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/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
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"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": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"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",
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