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"content": "\u003cp>A Google-bred pioneer in self-driving cars and Uber's beleaguered ride-hailing service are colliding in a courtroom showdown revolving around allegations of deceit, betrayal, espionage and a high-tech heist that tore apart one-time allies.\u003c/p>\n\u003cp>The trial opening Monday in San Francisco federal court comes nearly a year after Google spin-off Waymo sued Uber, accusing it of ripping off key pieces of its self-driving car technology in 2016. Uber paid $680 million for a startup run by Anthony Levandowski, one of the top engineers in a robotic vehicle project that Google began in 2009 and later spun out into Waymo.\u003c/p>\n\u003cp>Google was also an early investor in Uber, a relationship that later soured. Its parent company Alphabet also owns Waymo.\u003c/p>\n\u003cp>Waymo has drawn a sordid picture, contending that Levandowski heisted thousands of documents containing Google trade secrets before defecting to Uber. Waymo says Levandowski conspired with former Uber CEO Travis Kalanick to use the purloined technology in Uber's own fleet of self-driving cars. [contextly_sidebar id=\"C5xxGqW5dXIURiL24z2hXVvPtKcIHAes\"]\u003c/p>\n\u003cp>Uber has vehemently denied the allegations in the civil case, which has also triggered a criminal investigation by the U.S. Department of Justice. It's not clear whether that probe is focused on Uber or Levandowski, who has consistently exercised his right against self-incrimination and is expected to do so again if called to testify during the trial.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Levandowski's refusal to relinquish his Fifth Amendment rights eventually led Uber to fire him last May, even though he had developed a close relationship with Kalanick.\u003c/p>\n\u003cp>The stakes in the trial are huge. Waymo is demanding damages that its expert estimated at nearly $2 billion. It also wants a court order that would prevent Uber from using any of the technology that it says was stolen, a move that could hobble the ride-hailing service's push to design self-driving cars.\u003c/p>\n\u003cp>\"This is the biggest case in the history of Uber,\" William Carmody, a Uber lawyer, said during a pre-trial hearing last week.\u003c/p>\n\u003cp>The courtroom drama will feature an intriguing cast of characters. The list of expected witnesses includes both the combative Kalanick and Silicon Valley venture capitalist Bill Gurley, an early Uber backer who later helped engineer Kalanick's departure as Uber's CEO. \u003ca href=\"https://ww2.kqed.org/news/2017/06/21/uber-investors-force-ceo-travis-kalanick-to-quit-post/\" rel=\"noopener\" target=\"_blank\">(Kalanick resigned under pressure last June.\u003c/a>)\u003c/p>\n\u003cp>Two of the world's richest people, Google co-founders Larry Page and Sergey Brin, also may testify about the importance of Waymo's self-driving project and Levandowski's role in it.\u003c/p>\n\u003cp>Waymo and Uber will each only have a total of 16 hours to make their case. That time restraint could prove more daunting for Waymo. It will have to educate a 10-person jury about the intricacies of the eight trade secrets that Uber is accused of stealing, then prove the ride-hailing service used the technology in its vehicles or improperly shared it with others. [contextly_sidebar id=\"Jb3RheFgOdMlj5erRxPxjo249c0YUeW1\"]\u003c/p>\n\u003cp>The lawsuit has already produced internal documents and sworn testimony that exposed spying programs and other shady tactics deployed by Uber to expand its business. Those disclosures have compounded the company's challenges as it tries to burnish a public image tarnished by the exposure of its own toxic behavior.\u003c/p>\n\u003cp>Among other things, Uber has acknowledged allowing rampant sexual harassment to occur within its ranks, a yearlong cover-up of a major computer break-in and a $100,000 ransom paid to the hackers and the use of duplicitous software to thwart government regulators. \u003c/p>\n\u003cp>U.S. District Judge William Alsup frequently admonished Uber for its conduct leading up to the trial. But he's also emphasized that Waymo faces the difficult challenge of proving that the ride-hailing service used stolen technology in its self-driving cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"The central issue in this case remains whether or not Uber misappropriated Waymo's trade secrets, not whether or not Uber is an evil corporation,\" Alsup wrote in one of his final orders leading up to the trial.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A Google-bred pioneer in self-driving cars and Uber's beleaguered ride-hailing service are colliding in a courtroom showdown revolving around allegations of deceit, betrayal, espionage and a high-tech heist that tore apart one-time allies.\u003c/p>\n\u003cp>The trial opening Monday in San Francisco federal court comes nearly a year after Google spin-off Waymo sued Uber, accusing it of ripping off key pieces of its self-driving car technology in 2016. Uber paid $680 million for a startup run by Anthony Levandowski, one of the top engineers in a robotic vehicle project that Google began in 2009 and later spun out into Waymo.\u003c/p>\n\u003cp>Google was also an early investor in Uber, a relationship that later soured. Its parent company Alphabet also owns Waymo.\u003c/p>\n\u003cp>Waymo has drawn a sordid picture, contending that Levandowski heisted thousands of documents containing Google trade secrets before defecting to Uber. Waymo says Levandowski conspired with former Uber CEO Travis Kalanick to use the purloined technology in Uber's own fleet of self-driving cars. \u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Uber has vehemently denied the allegations in the civil case, which has also triggered a criminal investigation by the U.S. Department of Justice. It's not clear whether that probe is focused on Uber or Levandowski, who has consistently exercised his right against self-incrimination and is expected to do so again if called to testify during the trial.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Levandowski's refusal to relinquish his Fifth Amendment rights eventually led Uber to fire him last May, even though he had developed a close relationship with Kalanick.\u003c/p>\n\u003cp>The stakes in the trial are huge. Waymo is demanding damages that its expert estimated at nearly $2 billion. It also wants a court order that would prevent Uber from using any of the technology that it says was stolen, a move that could hobble the ride-hailing service's push to design self-driving cars.\u003c/p>\n\u003cp>\"This is the biggest case in the history of Uber,\" William Carmody, a Uber lawyer, said during a pre-trial hearing last week.\u003c/p>\n\u003cp>The courtroom drama will feature an intriguing cast of characters. The list of expected witnesses includes both the combative Kalanick and Silicon Valley venture capitalist Bill Gurley, an early Uber backer who later helped engineer Kalanick's departure as Uber's CEO. \u003ca href=\"https://ww2.kqed.org/news/2017/06/21/uber-investors-force-ceo-travis-kalanick-to-quit-post/\" rel=\"noopener\" target=\"_blank\">(Kalanick resigned under pressure last June.\u003c/a>)\u003c/p>\n\u003cp>Two of the world's richest people, Google co-founders Larry Page and Sergey Brin, also may testify about the importance of Waymo's self-driving project and Levandowski's role in it.\u003c/p>\n\u003cp>Waymo and Uber will each only have a total of 16 hours to make their case. That time restraint could prove more daunting for Waymo. It will have to educate a 10-person jury about the intricacies of the eight trade secrets that Uber is accused of stealing, then prove the ride-hailing service used the technology in its vehicles or improperly shared it with others. \u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The lawsuit has already produced internal documents and sworn testimony that exposed spying programs and other shady tactics deployed by Uber to expand its business. Those disclosures have compounded the company's challenges as it tries to burnish a public image tarnished by the exposure of its own toxic behavior.\u003c/p>\n\u003cp>Among other things, Uber has acknowledged allowing rampant sexual harassment to occur within its ranks, a yearlong cover-up of a major computer break-in and a $100,000 ransom paid to the hackers and the use of duplicitous software to thwart government regulators. \u003c/p>\n\u003cp>U.S. District Judge William Alsup frequently admonished Uber for its conduct leading up to the trial. But he's also emphasized that Waymo faces the difficult challenge of proving that the ride-hailing service used stolen technology in its self-driving cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"The central issue in this case remains whether or not Uber misappropriated Waymo's trade secrets, not whether or not Uber is an evil corporation,\" Alsup wrote in one of his final orders leading up to the trial.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated at 12:50 p.m.\u003c/em>\u003c/p>\n\u003cp>SACRAMENTO -- Lawmakers approved an official audit of California's high-speed rail project Tuesday with the goal of understanding whether the ambitious infrastructure plan can be completed on time and without more dramatic cost increases.\u003c/p>\n\u003cp>\"What we are all trying to do is to get past all of the noise, to get past all of the politics, to get down into a thorough audit that is going to give us a very good heads-up as to what is coming and what has happened,\" said Republican Assemblyman Jim Patterson of Fresno.\u003c/p>\n\u003cp>Patterson requested the audit, along with Democratic Sen. Jim Beall of San Jose. The bullet train is projected to first connect the Central Valley to Silicon Valley before eventually going down to Los Angeles. It has been plagued by delays and cost overruns, with the California High-Speed Rail Authority recently announcing a $3 billion jump in costs in the Central Valley alone.\u003c/p>\n\u003cp>State auditor Elaine Howle said her evaluation would take six to nine months.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Republicans on the audit committee offered a more critical take of the project and whether it can realistically be up and running without needing state subsidies to operate. As Democrats backed the audit, they highlighted the project's benefits, including the roughly 1,500 construction jobs it has created in the Central Valley.\u003c/p>\n\u003cp>\"I look forward to the rest of the state realizing the benefits that are happening in my community,\" said Democratic Assemblyman Joaquin Arambula, who represents part of Fresno.\u003c/p>\n\u003cp>Dan Richard, chairman of the California High-Speed Rail Authority's board of directors, said he welcomes the transparency the audit will bring and that the authority will implement its recommendations.\u003c/p>\n\u003cp>\"It's critical that the public maintain their confidence in our ability to do this,\" he said. \"I think the public confidence will be sustained if they know, well, you've done some things well, but these things need to be improved and you're doing that.\"\u003c/p>\n\u003cp>Voters approved $10 billion in bonds in 2008 to help finance a train that could take people from Los Angeles to San Francisco in less than three hours. Then, the project was estimated to cost about $40 billion. Now, the costs are upward of $65 billion. The timeline of the project has changed, too, with the authority switching and building north first instead of south in 2016.\u003c/p>\n\u003cp>A new business plan is due to lawmakers this spring. It is likely to offer updated costs and a new timeline, as well as an evaluation of whether the operating costs of the train can be paid for without state subsidies.\u003c/p>\n\u003cp>The lawmakers' audit request comes as the authority brings on a new chief executive officer, Brian Kelly, most recently the head of California's state transportation agency. The lawmakers said an audit would help ensure \"effective management\" of the project.\u003c/p>\n\u003cp>Beyond looking at the cost and the timeline, Howle, the auditor, will evaluate the economic benefits of the project to communities where it is being built and whether the train will meet its sustainability goals to help reduce greenhouse gas emissions.\u003c/p>\n\u003cp>The auditing team will also examine the authority's process for approving changes to contracts. The board has updated contracts on numerous occasions, often adding more money due to delays from lawsuits or trouble gaining rights of way or environmental approvals.\u003c/p>\n\u003cp>Some Republican lawmakers said they wanted to see the audit's scope go even further.\u003c/p>\n\u003cp>\"Every red flag that you could raise about a public works project is raised with high-speed rail,\" said Republican Assemblywoman Catharine Baker of Dublin.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Democratic Gov. Jerry Brown defended the project in \u003ca href=\"https://ww2.kqed.org/news/2018/01/25/gov-jerry-brown-celebrates-victories-in-final-state-of-the-state-address/\" target=\"_blank\" rel=\"noopener\">his State of the State address\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 12:50 p.m.\u003c/em>\u003c/p>\n\u003cp>SACRAMENTO -- Lawmakers approved an official audit of California's high-speed rail project Tuesday with the goal of understanding whether the ambitious infrastructure plan can be completed on time and without more dramatic cost increases.\u003c/p>\n\u003cp>\"What we are all trying to do is to get past all of the noise, to get past all of the politics, to get down into a thorough audit that is going to give us a very good heads-up as to what is coming and what has happened,\" said Republican Assemblyman Jim Patterson of Fresno.\u003c/p>\n\u003cp>Patterson requested the audit, along with Democratic Sen. Jim Beall of San Jose. The bullet train is projected to first connect the Central Valley to Silicon Valley before eventually going down to Los Angeles. It has been plagued by delays and cost overruns, with the California High-Speed Rail Authority recently announcing a $3 billion jump in costs in the Central Valley alone.\u003c/p>\n\u003cp>State auditor Elaine Howle said her evaluation would take six to nine months.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Republicans on the audit committee offered a more critical take of the project and whether it can realistically be up and running without needing state subsidies to operate. As Democrats backed the audit, they highlighted the project's benefits, including the roughly 1,500 construction jobs it has created in the Central Valley.\u003c/p>\n\u003cp>\"I look forward to the rest of the state realizing the benefits that are happening in my community,\" said Democratic Assemblyman Joaquin Arambula, who represents part of Fresno.\u003c/p>\n\u003cp>Dan Richard, chairman of the California High-Speed Rail Authority's board of directors, said he welcomes the transparency the audit will bring and that the authority will implement its recommendations.\u003c/p>\n\u003cp>\"It's critical that the public maintain their confidence in our ability to do this,\" he said. \"I think the public confidence will be sustained if they know, well, you've done some things well, but these things need to be improved and you're doing that.\"\u003c/p>\n\u003cp>Voters approved $10 billion in bonds in 2008 to help finance a train that could take people from Los Angeles to San Francisco in less than three hours. Then, the project was estimated to cost about $40 billion. Now, the costs are upward of $65 billion. The timeline of the project has changed, too, with the authority switching and building north first instead of south in 2016.\u003c/p>\n\u003cp>A new business plan is due to lawmakers this spring. It is likely to offer updated costs and a new timeline, as well as an evaluation of whether the operating costs of the train can be paid for without state subsidies.\u003c/p>\n\u003cp>The lawmakers' audit request comes as the authority brings on a new chief executive officer, Brian Kelly, most recently the head of California's state transportation agency. The lawmakers said an audit would help ensure \"effective management\" of the project.\u003c/p>\n\u003cp>Beyond looking at the cost and the timeline, Howle, the auditor, will evaluate the economic benefits of the project to communities where it is being built and whether the train will meet its sustainability goals to help reduce greenhouse gas emissions.\u003c/p>\n\u003cp>The auditing team will also examine the authority's process for approving changes to contracts. The board has updated contracts on numerous occasions, often adding more money due to delays from lawsuits or trouble gaining rights of way or environmental approvals.\u003c/p>\n\u003cp>Some Republican lawmakers said they wanted to see the audit's scope go even further.\u003c/p>\n\u003cp>\"Every red flag that you could raise about a public works project is raised with high-speed rail,\" said Republican Assemblywoman Catharine Baker of Dublin.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Democratic Gov. Jerry Brown defended the project in \u003ca href=\"https://ww2.kqed.org/news/2018/01/25/gov-jerry-brown-celebrates-victories-in-final-state-of-the-state-address/\" target=\"_blank\" rel=\"noopener\">his State of the State address\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "experienced-pilot-makes-emergency-landing-on-costa-mesa-freeway",
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"content": "\u003cp>Authorities are calling the emergency landing that took place on State Route 55 in Costa Mesa a “miracle.”\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-emergency-landing-freeway-20180128-story.html\">Izzy Slod, 25, and a passenger were\u003c/a> flying back to Van Nuys from San Diego on Sunday evening following a business trip, authorities told NPR. The two men were heading to John Wayne Airport, with Slod in the pilot’s seat.\u003c/p>\n\u003cp>But trouble struck. The plane was \u003ca href=\"https://www.nbcbayarea.com/news/california/Plane-Makes-Emergency-Landing-on-55-Freeway-in-Orange-County-471583304.html\">over open ocean about 2 miles from the coast \u003c/a>when Slod noticed that the plane was descending.\u003c/p>\n\u003cp>“They said their engine went out without any warning signs,” said Costa Mesa Fire Department Capt. Chris Coates.\u003c/p>\n\u003cp>https://twitter.com/preciouskaay/status/957839003952164864\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Slod tried to restart the engine, but to no avail. At that point, he decided he had no other option but to land the plane on the freeway.\u003c/p>\n\u003cp>Around 7:40 p.m., Slod called air traffic control and said he was going to land the Beech Bonanza G33 on the Costa Mesa highway, State Route 55.\u003c/p>\n\u003cp>“We had a strong Santa Ana wind,” Coates said. “He was going against that wind, and that wind prevented him from making it all the way.”\u003c/p>\n\u003cp>But that wind also helped Slod to land the plane on the highway, Coates said. Slod is an “experienced pilot,” Coates said, and safely guided his plane under an overpass before landing. The overpass is a little less than 20 feet high, Coates said. The G33 is a little over 8 feet tall.\u003c/p>\n\u003cp>Shortly before 8 p.m., Slod brought the plane down near the Del Mar exit.\u003c/p>\n\u003cp>“I’ve been with the fire service for 22 years and I’ve never experienced an emergency landing in Costa Mesa,” Coates said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The FAA is investigating the incident.\u003c/p>\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=%27Experienced+Pilot%27+Makes+Emergency+Landing+On+Freeway&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Slod tried to restart the engine, but to no avail. At that point, he decided he had no other option but to land the plane on the freeway.\u003c/p>\n\u003cp>Around 7:40 p.m., Slod called air traffic control and said he was going to land the Beech Bonanza G33 on the Costa Mesa highway, State Route 55.\u003c/p>\n\u003cp>“We had a strong Santa Ana wind,” Coates said. “He was going against that wind, and that wind prevented him from making it all the way.”\u003c/p>\n\u003cp>But that wind also helped Slod to land the plane on the highway, Coates said. Slod is an “experienced pilot,” Coates said, and safely guided his plane under an overpass before landing. The overpass is a little less than 20 feet high, Coates said. The G33 is a little over 8 feet tall.\u003c/p>\n\u003cp>Shortly before 8 p.m., Slod brought the plane down near the Del Mar exit.\u003c/p>\n\u003cp>“I’ve been with the fire service for 22 years and I’ve never experienced an emergency landing in Costa Mesa,” Coates said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The FAA is investigating the incident.\u003c/p>\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=%27Experienced+Pilot%27+Makes+Emergency+Landing+On+Freeway&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A pair of dockless bike rental companies denied permission to operate in the city are blasting the San Francisco Municipal Transportation Agency for “an unnecessarily opaque” permit process they say has been unfair, anti-competitive and works against the interest of city residents.\u003c/p>\n\u003cp>The issue has led Supervisor Malia Cohen, who represents the Bayview-Hunters Point area on the Board of Supervisors, to call for a hearing on the dockless bike permit process next week.\u003c/p>\n\u003cp>The companies, San Mateo-based LimeBike and Beijing-based Ofo, are among a handful of firms that hoped to expand into the city after the SFMTA began taking permit applications last July.\u003c/p>\n\u003cp>But the firms were barred from doing business in San Francisco until at least mid-2019 when \u003ca href=\"https://www.sfmta.com/blog/sfmta-creates-pilot-study-electric-stationless-bike-sharing\" target=\"_blank\" rel=\"noopener\">the SFMTA announced\u003c/a> earlier this month it was granting an exclusive permit to New York-based Jump Bikes to place 250 dockless electric bikes on city streets for an 18-month pilot project.\u003c/p>\n\u003cp>Unlike conventional “bike-share” systems like Ford GoBike, which require users to check out and return bicycles at fixed curbside stations, dockless bikes can be picked up and left anywhere. The dockless bike firms typically charge $1 to $2 for a 30-minute ride.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The transportation agency says it plans to use the pilot to see how stationless bike rentals work in the city and to map future policy for such systems.\u003c/p>\n\u003cp>Agency spokesman Paul Rose said in an email Tuesday that with the ongoing expansion of Ford GoBike in the city, “the SFMTA is taking a thoughtful approach to stationless bike sharing.”\u003c/p>\n\u003cp>The permit approval also came after \u003ca href=\"http://www.sfexaminer.com/brewing-bikeshare-battle-may-threaten-sfs-ford-gobike-contract/\" target=\"_blank\" rel=\"noopener\">a dispute\u003c/a> between the transportation agency and Motivate, the firm that operates Ford GoBike. Motivate last year reportedly challenged the city’s intention to grant permits to dockless companies, saying it had an exclusive contract to provide short-term bike-sharing operations in the city.\u003c/p>\n\u003cp>One of the SFMTA’s chief concerns, Rose said, is ensuring “there will not be an over-concentration of shared bikes in the public right-of-way or an imbalance in their geographical distribution.”\u003c/p>\n\u003cp>Rose and the SFMTA have also said that Jump was the only applicant to have completed the application process. But Ofo and LimeBike say the agency never told them during several months of discussions that the process would result in an exclusive permit for one provider nor that there was an application deadline.\u003c/p>\n\u003cp>“Were we expecting to get a permit? You know, it’s a competitive process,” David London, Ofo’s head of North American government affairs, said in an interview. “But at the end of the day, what we did expect was for a process to be clean and transparent and open to everybody.”\u003c/p>\n\u003cp>Both London and Andrew Savage, LimeBike’s vice president for strategic development, said they believe the transportation agency gave preferential treatment to Jump.\u003c/p>\n\u003cp>“What’s very clear is that there was a preferred provider that received expedited review — and therefore received feedback in four weeks while we waited three months for any kind of final review of our permit,” Savage said.\u003c/p>\n\u003cp>Savage said the SFMTA’s decision amounted to changing the rules in the middle of the process and that parts of the city — like Supervisor Cohen’s District 10, which won’t see a planned Ford GoBike deployment until later this year — are being hurt by blocking Jump competitors from deploying bikes for the next year and a half.\u003c/p>\n\u003cp>“Our view is that the public isn’t being well served by selecting a single operator and closing [the process] to any other operator for 18 months and leaving many parts of the community underserved,” Savage said.\u003c/p>\n\u003cp>Both LimeBike and Ofo said they’d like to see the SFMTA reopen the permit process.\u003c/p>\n\u003cp>The prospect of dockless bike rentals in the city \u003ca href=\"https://ww2.kqed.org/news/2017/01/19/chinese-companys-plan-to-disrupt-bike-share-in-san-francisco-faces-pushback/\" target=\"_blank\" rel=\"noopener\">gained attention\u003c/a> a year ago when a Chinese firm, Bluegogo, distributed its two-wheelers around the city without having gained official approval.\u003c/p>\n\u003cp>That move drew a swift, negative response from city officials who expressed concern both about the aggressive, Uber-style business move and the prospect of rental bikes being dumped haphazardly on sidewalks. The \u003ca href=\"https://www.theguardian.com/uk-news/2017/nov/25/chinas-bike-share-graveyard-a-monument-to-industrys-arrogance\" target=\"_blank\" rel=\"noopener\">rental-bike dumping problem\u003c/a> is huge in China, which is in the middle of a rental bike craze.\u003c/p>\n\u003cp>To try to head off bike-dumping in San Francisco, SFMTA devised \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2017/Bike%20Share%20Permit_v1.1_FINAL.pdf\" target=\"_blank\" rel=\"noopener\">a nine-page permit application\u003c/a> that, among many other provisions, sets rules for where and how dockless bikes can be parked and requires dockless bike companies to pay for removing improperly parked bicycles and to repair any damage their bikes cause to public infrastructure.\u003c/p>\n\u003cp>Ofo and its leading competitor in the Chinese market, Mobike, are each reported to have won more than $1 billion in venture capital funding. The two companies alone have deployed 15 million bicycles in more than 100 Chinese cities.\u003c/p>\n\u003cp>Both firms have begun rollouts in the United States, along with homegrown startups LimeBike and San Francisco-based spin. The companies point to Seattle, which saw a conventional docked-bike system fail and then launched a pilot featuring more than 9,000 bikes from several dockless firms, as an example of how cities might embrace their offerings.\u003c/p>\n\u003cp>But Seattle and other cities have experienced some of the dumping problem that has plagued Chinese cities.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In Dallas, which has about 20,000 dockless bikes on the street, frustration with two-wheelers strewn across sidewalks and trails has led to some \u003ca href=\"http://www.star-telegram.com/news/local/community/dallas/article195787284.html\" target=\"_blank\" rel=\"noopener\">imaginative vandalism\u003c/a> and \u003ca href=\"https://www.dallasnews.com/news/dallas-city-council/2018/01/18/dallasto-bike-share-companies-clean-mess-will\" target=\"_blank\" rel=\"noopener\">an ultimatum\u003c/a> from city officials to the companies to clean up their act.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A pair of dockless bike rental companies denied permission to operate in the city are blasting the San Francisco Municipal Transportation Agency for “an unnecessarily opaque” permit process they say has been unfair, anti-competitive and works against the interest of city residents.\u003c/p>\n\u003cp>The issue has led Supervisor Malia Cohen, who represents the Bayview-Hunters Point area on the Board of Supervisors, to call for a hearing on the dockless bike permit process next week.\u003c/p>\n\u003cp>The companies, San Mateo-based LimeBike and Beijing-based Ofo, are among a handful of firms that hoped to expand into the city after the SFMTA began taking permit applications last July.\u003c/p>\n\u003cp>But the firms were barred from doing business in San Francisco until at least mid-2019 when \u003ca href=\"https://www.sfmta.com/blog/sfmta-creates-pilot-study-electric-stationless-bike-sharing\" target=\"_blank\" rel=\"noopener\">the SFMTA announced\u003c/a> earlier this month it was granting an exclusive permit to New York-based Jump Bikes to place 250 dockless electric bikes on city streets for an 18-month pilot project.\u003c/p>\n\u003cp>Unlike conventional “bike-share” systems like Ford GoBike, which require users to check out and return bicycles at fixed curbside stations, dockless bikes can be picked up and left anywhere. The dockless bike firms typically charge $1 to $2 for a 30-minute ride.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The transportation agency says it plans to use the pilot to see how stationless bike rentals work in the city and to map future policy for such systems.\u003c/p>\n\u003cp>Agency spokesman Paul Rose said in an email Tuesday that with the ongoing expansion of Ford GoBike in the city, “the SFMTA is taking a thoughtful approach to stationless bike sharing.”\u003c/p>\n\u003cp>The permit approval also came after \u003ca href=\"http://www.sfexaminer.com/brewing-bikeshare-battle-may-threaten-sfs-ford-gobike-contract/\" target=\"_blank\" rel=\"noopener\">a dispute\u003c/a> between the transportation agency and Motivate, the firm that operates Ford GoBike. Motivate last year reportedly challenged the city’s intention to grant permits to dockless companies, saying it had an exclusive contract to provide short-term bike-sharing operations in the city.\u003c/p>\n\u003cp>One of the SFMTA’s chief concerns, Rose said, is ensuring “there will not be an over-concentration of shared bikes in the public right-of-way or an imbalance in their geographical distribution.”\u003c/p>\n\u003cp>Rose and the SFMTA have also said that Jump was the only applicant to have completed the application process. But Ofo and LimeBike say the agency never told them during several months of discussions that the process would result in an exclusive permit for one provider nor that there was an application deadline.\u003c/p>\n\u003cp>“Were we expecting to get a permit? You know, it’s a competitive process,” David London, Ofo’s head of North American government affairs, said in an interview. “But at the end of the day, what we did expect was for a process to be clean and transparent and open to everybody.”\u003c/p>\n\u003cp>Both London and Andrew Savage, LimeBike’s vice president for strategic development, said they believe the transportation agency gave preferential treatment to Jump.\u003c/p>\n\u003cp>“What’s very clear is that there was a preferred provider that received expedited review — and therefore received feedback in four weeks while we waited three months for any kind of final review of our permit,” Savage said.\u003c/p>\n\u003cp>Savage said the SFMTA’s decision amounted to changing the rules in the middle of the process and that parts of the city — like Supervisor Cohen’s District 10, which won’t see a planned Ford GoBike deployment until later this year — are being hurt by blocking Jump competitors from deploying bikes for the next year and a half.\u003c/p>\n\u003cp>“Our view is that the public isn’t being well served by selecting a single operator and closing [the process] to any other operator for 18 months and leaving many parts of the community underserved,” Savage said.\u003c/p>\n\u003cp>Both LimeBike and Ofo said they’d like to see the SFMTA reopen the permit process.\u003c/p>\n\u003cp>The prospect of dockless bike rentals in the city \u003ca href=\"https://ww2.kqed.org/news/2017/01/19/chinese-companys-plan-to-disrupt-bike-share-in-san-francisco-faces-pushback/\" target=\"_blank\" rel=\"noopener\">gained attention\u003c/a> a year ago when a Chinese firm, Bluegogo, distributed its two-wheelers around the city without having gained official approval.\u003c/p>\n\u003cp>That move drew a swift, negative response from city officials who expressed concern both about the aggressive, Uber-style business move and the prospect of rental bikes being dumped haphazardly on sidewalks. The \u003ca href=\"https://www.theguardian.com/uk-news/2017/nov/25/chinas-bike-share-graveyard-a-monument-to-industrys-arrogance\" target=\"_blank\" rel=\"noopener\">rental-bike dumping problem\u003c/a> is huge in China, which is in the middle of a rental bike craze.\u003c/p>\n\u003cp>To try to head off bike-dumping in San Francisco, SFMTA devised \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2017/Bike%20Share%20Permit_v1.1_FINAL.pdf\" target=\"_blank\" rel=\"noopener\">a nine-page permit application\u003c/a> that, among many other provisions, sets rules for where and how dockless bikes can be parked and requires dockless bike companies to pay for removing improperly parked bicycles and to repair any damage their bikes cause to public infrastructure.\u003c/p>\n\u003cp>Ofo and its leading competitor in the Chinese market, Mobike, are each reported to have won more than $1 billion in venture capital funding. The two companies alone have deployed 15 million bicycles in more than 100 Chinese cities.\u003c/p>\n\u003cp>Both firms have begun rollouts in the United States, along with homegrown startups LimeBike and San Francisco-based spin. The companies point to Seattle, which saw a conventional docked-bike system fail and then launched a pilot featuring more than 9,000 bikes from several dockless firms, as an example of how cities might embrace their offerings.\u003c/p>\n\u003cp>But Seattle and other cities have experienced some of the dumping problem that has plagued Chinese cities.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In Dallas, which has about 20,000 dockless bikes on the street, frustration with two-wheelers strewn across sidewalks and trails has led to some \u003ca href=\"http://www.star-telegram.com/news/local/community/dallas/article195787284.html\" target=\"_blank\" rel=\"noopener\">imaginative vandalism\u003c/a> and \u003ca href=\"https://www.dallasnews.com/news/dallas-city-council/2018/01/18/dallasto-bike-share-companies-clean-mess-will\" target=\"_blank\" rel=\"noopener\">an ultimatum\u003c/a> from city officials to the companies to clean up their act.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Maybe you’ve heard people say it: “I don’t use Uber, I take Lyft.”\u003c/p>\n\u003cp>For many, a boycott of Uber is a way to protest the company for a variety of reasons, including sexual harassment scandals, and the behavior of its former CEO. While Uber still dominates the ride-hailing business, Lyft has been making up ground, in part by appealing to progressives.\u003c/p>\n\u003cp>At the start of 2017, Uber controlled some 83 percent of the U.S. ride-hailing market. This is according to TXN Solutions, a research firm that gathers data on ride-hailing companies. But Uber’s overwhelming dominance of the market began to change one night at JFK airport.\u003c/p>\n\u003cp>Last January, protesters rallied against President Trump’s plan to ban travel to the U.S. from a number of Muslin-majority countries. In solidarity, taxi drivers stopped service to JFK. Uber did not, and people accused the company of breaking the taxi strike. Users began deleting their Uber accounts and posting about it on social media with the hashtag “DeleteUber.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘Uber’s problems started literally almost overnight.’ \u003ccite>Jonathan Wolf, CEO of TXN Solutions\u003c/cite>\u003c/aside>\n\u003cp>Jonathan Wolf is CEO of research firm TXN Solutions. “Uber’s problems started literally almost overnight,” Wolf said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Wolf said Uber’s slide continued all year, fueled by things like \u003ca href=\"https://www.recode.net/2017/8/20/16164176/uber-2017-timeline-scandal\" target=\"_blank\" rel=\"noopener\">sexual harassment scandals\u003c/a> at the company and a \u003ca href=\"https://www.youtube.com/watch?v=vW50dnWVfGU\" target=\"_blank\" rel=\"noopener\">video of founder and former CEO Travis Kalanick berating a driver\u003c/a>.\u003c/p>\n\u003cp>“Uber’s missteps really started consumers thinking about what company they wanted to be associated with,” Wolf said.\u003c/p>\n\u003cp>As Uber slipped, Lyft gained. Messages posted on social media explicitly documented how people were dumping Uber for Lyft. “Goodbye Uber, Hello Lyft” became a thing on Twitter. Celebrities like Susan Sarandon fueled the fire.\u003c/p>\n\u003cp>https://twitter.com/SusanSarandon/status/826107141660487680\u003c/p>\n\u003cp>According to TXN, Lyft’s U.S. market share grew from about 17 percent to around 26 percent during 2017. (Lyft has a slightly higher estimate of its current market share, putting it at at 33 percent). Wolf said Lyft made especially large gains in liberal cities like San Francisco and places with universities like Austin and Ann Arbor.\u003c/p>\n\u003cp>Part of Lyft’s growth comes from its expansion into a bunch of new markets over the last year. But University of San Francisco marketing professor Bhavya Mohan said Lyft is also attracting users because its brand appeals to liberals more than Uber’s.\u003c/p>\n\u003cp>“This is one of those cases where you have identical services practically, but such different brands,” Mohan said.\u003c/p>\n\u003cp>Uber started as a more elite, luxury service, and Mohan said the brand still conveys that with its sleek black logo and German name. Lyft has always cast itself as the friendlier, less aggressive alternative. It used to encourage passengers to sit in the front seat and fist bump drivers. Mohan said even the Lyft logo — with its curved lines, friendly font and pink color — seems to say, “Hey, we’re the nice guys.”\u003c/p>\n\u003cp>While Uber was committing a series of political PR mistakes last year, Lyft made moves that appealed to progressives. It pledged to donate $1 million to the ACLU, and it developed an ad campaign about making the “right choices.” Actor Jeff Bridges stars in one of the ads. It’s Oregon Trail-themed.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=TbqOldR0kN0\u003c/p>\n\u003cp>While riding on a wagon, Bridges tells his driver, “You can choose to ride with the right people, doing things for the right reasons, you’ll always end up in the right place, or you can choose poorly.” Bridges ends the scene with the tagline for the new advertising campaign: “It matters how you get there.”\u003c/p>\n\u003cp>Melissa Waters, Lyft’s vice president of marketing, said, “‘It matters how you get there’ is the tagline we were using in a lot of our work this year to signify that we are a company that cares a lot about our values and cares a lot about doing things the right way.” Waters said Lyft wanted to make consumers “feel great” about choosing Lyft.\u003c/p>\n\u003cp>Veena Dubal is a professor of law at UC Hastings who does research on gig workers. Dubal said that publicly choosing Lyft over Uber has become a way for people to signal that they stand for progressive values. She, for one, does not buy Lyft’s “right choice” marketing.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘I think that Lyft and Uber are substantially the same.’ \u003ccite>Veena Dubal, UC Hastings law professor \u003c/cite>\u003c/aside>\n\u003cp>“I think that Lyft and Uber are substantially the same,” Dubal said. She critiques both Lyft and Uber for the relationship they have to their drivers, who she says are getting a raw deal at either company. Both Uber and Lyft flood the road with cars, which keeps the price of a ride and driver earnings low. Plus, as contractors, the drivers do not have job protections or benefits. The companies have \u003ca href=\"https://arstechnica.com/tech-policy/2017/03/lyft-agrees-to-pay-27-million-to-settle-driver-classification-lawsuit/\" target=\"_blank\" rel=\"noopener\">both been sued\u003c/a> for classifying their drivers as contractors instead of employees.\u003c/p>\n\u003cp>“You have this company that is capitalizing off of exploitation, but it’s shielding itself with this liberal image of being for civil rights,” Dubal said of Lyft. She added that “labor rights are civil rights and that’s sort of what’s getting lost in the way that people understand and use Lyft.”\u003c/p>\n\u003cp>Dubal said Lyft’s good-guy branding makes it easier for progressives to overlook potential labor issues when they want a ride. Liberals, she said, “are not really willing to take the big step which is to actually use a regulated taxi, where there is some semblance of wage security, regulation and limited labor rights.”\u003c/p>\n\u003cp>This is ironic, Dubal pointed out, because it was taxi drivers who sparked the whole #DeleteUber movement by going on strike at JFK Airport. Lyft, like Uber, continued to run rides to the airport.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>She said the Lyft-Uber story is indicative of a larger trend: that progressive movements based around things like race, gender equality and immigration have become separated from issues of class and labor.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Maybe you’ve heard people say it: “I don’t use Uber, I take Lyft.”\u003c/p>\n\u003cp>For many, a boycott of Uber is a way to protest the company for a variety of reasons, including sexual harassment scandals, and the behavior of its former CEO. While Uber still dominates the ride-hailing business, Lyft has been making up ground, in part by appealing to progressives.\u003c/p>\n\u003cp>At the start of 2017, Uber controlled some 83 percent of the U.S. ride-hailing market. This is according to TXN Solutions, a research firm that gathers data on ride-hailing companies. But Uber’s overwhelming dominance of the market began to change one night at JFK airport.\u003c/p>\n\u003cp>Last January, protesters rallied against President Trump’s plan to ban travel to the U.S. from a number of Muslin-majority countries. In solidarity, taxi drivers stopped service to JFK. Uber did not, and people accused the company of breaking the taxi strike. Users began deleting their Uber accounts and posting about it on social media with the hashtag “DeleteUber.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘Uber’s problems started literally almost overnight.’ \u003ccite>Jonathan Wolf, CEO of TXN Solutions\u003c/cite>\u003c/aside>\n\u003cp>Jonathan Wolf is CEO of research firm TXN Solutions. “Uber’s problems started literally almost overnight,” Wolf said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Wolf said Uber’s slide continued all year, fueled by things like \u003ca href=\"https://www.recode.net/2017/8/20/16164176/uber-2017-timeline-scandal\" target=\"_blank\" rel=\"noopener\">sexual harassment scandals\u003c/a> at the company and a \u003ca href=\"https://www.youtube.com/watch?v=vW50dnWVfGU\" target=\"_blank\" rel=\"noopener\">video of founder and former CEO Travis Kalanick berating a driver\u003c/a>.\u003c/p>\n\u003cp>“Uber’s missteps really started consumers thinking about what company they wanted to be associated with,” Wolf said.\u003c/p>\n\u003cp>As Uber slipped, Lyft gained. Messages posted on social media explicitly documented how people were dumping Uber for Lyft. “Goodbye Uber, Hello Lyft” became a thing on Twitter. Celebrities like Susan Sarandon fueled the fire.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>According to TXN, Lyft’s U.S. market share grew from about 17 percent to around 26 percent during 2017. (Lyft has a slightly higher estimate of its current market share, putting it at at 33 percent). Wolf said Lyft made especially large gains in liberal cities like San Francisco and places with universities like Austin and Ann Arbor.\u003c/p>\n\u003cp>Part of Lyft’s growth comes from its expansion into a bunch of new markets over the last year. But University of San Francisco marketing professor Bhavya Mohan said Lyft is also attracting users because its brand appeals to liberals more than Uber’s.\u003c/p>\n\u003cp>“This is one of those cases where you have identical services practically, but such different brands,” Mohan said.\u003c/p>\n\u003cp>Uber started as a more elite, luxury service, and Mohan said the brand still conveys that with its sleek black logo and German name. Lyft has always cast itself as the friendlier, less aggressive alternative. It used to encourage passengers to sit in the front seat and fist bump drivers. Mohan said even the Lyft logo — with its curved lines, friendly font and pink color — seems to say, “Hey, we’re the nice guys.”\u003c/p>\n\u003cp>While Uber was committing a series of political PR mistakes last year, Lyft made moves that appealed to progressives. It pledged to donate $1 million to the ACLU, and it developed an ad campaign about making the “right choices.” Actor Jeff Bridges stars in one of the ads. It’s Oregon Trail-themed.\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/TbqOldR0kN0'\n title='//www.youtube.com/embed/TbqOldR0kN0'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>While riding on a wagon, Bridges tells his driver, “You can choose to ride with the right people, doing things for the right reasons, you’ll always end up in the right place, or you can choose poorly.” Bridges ends the scene with the tagline for the new advertising campaign: “It matters how you get there.”\u003c/p>\n\u003cp>Melissa Waters, Lyft’s vice president of marketing, said, “‘It matters how you get there’ is the tagline we were using in a lot of our work this year to signify that we are a company that cares a lot about our values and cares a lot about doing things the right way.” Waters said Lyft wanted to make consumers “feel great” about choosing Lyft.\u003c/p>\n\u003cp>Veena Dubal is a professor of law at UC Hastings who does research on gig workers. Dubal said that publicly choosing Lyft over Uber has become a way for people to signal that they stand for progressive values. She, for one, does not buy Lyft’s “right choice” marketing.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘I think that Lyft and Uber are substantially the same.’ \u003ccite>Veena Dubal, UC Hastings law professor \u003c/cite>\u003c/aside>\n\u003cp>“I think that Lyft and Uber are substantially the same,” Dubal said. She critiques both Lyft and Uber for the relationship they have to their drivers, who she says are getting a raw deal at either company. Both Uber and Lyft flood the road with cars, which keeps the price of a ride and driver earnings low. Plus, as contractors, the drivers do not have job protections or benefits. The companies have \u003ca href=\"https://arstechnica.com/tech-policy/2017/03/lyft-agrees-to-pay-27-million-to-settle-driver-classification-lawsuit/\" target=\"_blank\" rel=\"noopener\">both been sued\u003c/a> for classifying their drivers as contractors instead of employees.\u003c/p>\n\u003cp>“You have this company that is capitalizing off of exploitation, but it’s shielding itself with this liberal image of being for civil rights,” Dubal said of Lyft. She added that “labor rights are civil rights and that’s sort of what’s getting lost in the way that people understand and use Lyft.”\u003c/p>\n\u003cp>Dubal said Lyft’s good-guy branding makes it easier for progressives to overlook potential labor issues when they want a ride. Liberals, she said, “are not really willing to take the big step which is to actually use a regulated taxi, where there is some semblance of wage security, regulation and limited labor rights.”\u003c/p>\n\u003cp>This is ironic, Dubal pointed out, because it was taxi drivers who sparked the whole #DeleteUber movement by going on strike at JFK Airport. Lyft, like Uber, continued to run rides to the airport.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>She said the Lyft-Uber story is indicative of a larger trend: that progressive movements based around things like race, gender equality and immigration have become separated from issues of class and labor.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "U.S. 101 Reopens Weeks After Deadly Mudslides",
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"content": "\u003cp>U.S. 101 reopened Sunday after a nearly two-week closure due to deadly mudslides that caused traffic headaches across the region, state officials said.\u003c/p>\n\u003cp>https://twitter.com/CaltransD5/status/955171468349812736\u003c/p>\n\u003cp>Traffic began moving again on U.S. 101 in Santa Barbara County shortly after noon, according to Jim Shivers, spokesman for the California Department of Transportation. Officials had promised a day earlier that the highway would be open again in time for the Monday morning commute.\u003c/p>\n\u003cp>[contextly_sidebar id=\"rxsqfDW5RSu2iTZi50uGC4I5ykLjwkut\"]\u003c/p>\n\u003cp>All lanes were inundated Jan. 9 when a powerful storm brought down boulders and trees from hillsides in Montecito made bare by last month's wildfires. At least 21 people were killed and hundreds of homes were destroyed or damaged. A 17-year-old boy and 2-year-old girl remain missing.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crews worked around the clock clearing drainage areas, stabilizing embankments and repairing guardrails and signs. They also cleaned and swept the highway.\u003c/p>\n\u003cfigure id=\"attachment_11643477\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28961_Before-qut.jpg\">\u003cimg class=\"size-medium wp-image-11643477\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28961_Before-qut-800x533.jpg\" alt=\"U.S. Highway 101 at Olive Mill Road in Montecito after mudslides in January 2018.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-520x347.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut.jpg 1014w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">U.S. Highway 101 at Olive Mill Road in Montecito after mudslides in January 2018. \u003ccite>(California Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11643478\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28962_After-qut.jpg\">\u003cimg class=\"size-medium wp-image-11643478\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28962_After-qut-800x534.jpg\" alt=\"U.S. Highway 101 at Olive Mill Road in Montecito on Jan. 21, 2018, after two weeks of cleanup following deadly mudslides that closed the highway for weeks.\" width=\"800\" height=\"534\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-960x641.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-520x347.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut.jpg 1014w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">U.S. Highway 101 at Olive Mill Road in Montecito on Jan. 21, 2018, after two weeks of cleanup following deadly mudslides that closed the highway for weeks. \u003ccite>(California Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>During the U.S. 101 shutdown, Amtrak \u003ca href=\"https://ww2.kqed.org/news/2018/01/17/mudslide-bound-residents-relying-on-old-fashioned-transit-alternatives/\" target=\"_blank\" rel=\"noopener\">added additional cars\u003c/a> to its route between Santa Barbara and points east as travelers increasingly relied on rail service to get around the closure.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>With many surface streets also impassable, a series of smaller mountain highways were temporarily the only other ground route into the Los Angeles area — located 90 miles down the coast — adding more than three hours to the trip.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>U.S. 101 reopened Sunday after a nearly two-week closure due to deadly mudslides that caused traffic headaches across the region, state officials said.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Traffic began moving again on U.S. 101 in Santa Barbara County shortly after noon, according to Jim Shivers, spokesman for the California Department of Transportation. Officials had promised a day earlier that the highway would be open again in time for the Monday morning commute.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>All lanes were inundated Jan. 9 when a powerful storm brought down boulders and trees from hillsides in Montecito made bare by last month's wildfires. At least 21 people were killed and hundreds of homes were destroyed or damaged. A 17-year-old boy and 2-year-old girl remain missing.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Crews worked around the clock clearing drainage areas, stabilizing embankments and repairing guardrails and signs. They also cleaned and swept the highway.\u003c/p>\n\u003cfigure id=\"attachment_11643477\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28961_Before-qut.jpg\">\u003cimg class=\"size-medium wp-image-11643477\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28961_Before-qut-800x533.jpg\" alt=\"U.S. Highway 101 at Olive Mill Road in Montecito after mudslides in January 2018.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut-520x347.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28961_Before-qut.jpg 1014w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">U.S. Highway 101 at Olive Mill Road in Montecito after mudslides in January 2018. \u003ccite>(California Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11643478\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28962_After-qut.jpg\">\u003cimg class=\"size-medium wp-image-11643478\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28962_After-qut-800x534.jpg\" alt=\"U.S. Highway 101 at Olive Mill Road in Montecito on Jan. 21, 2018, after two weeks of cleanup following deadly mudslides that closed the highway for weeks.\" width=\"800\" height=\"534\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-960x641.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut-520x347.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28962_After-qut.jpg 1014w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">U.S. Highway 101 at Olive Mill Road in Montecito on Jan. 21, 2018, after two weeks of cleanup following deadly mudslides that closed the highway for weeks. \u003ccite>(California Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>During the U.S. 101 shutdown, Amtrak \u003ca href=\"https://ww2.kqed.org/news/2018/01/17/mudslide-bound-residents-relying-on-old-fashioned-transit-alternatives/\" target=\"_blank\" rel=\"noopener\">added additional cars\u003c/a> to its route between Santa Barbara and points east as travelers increasingly relied on rail service to get around the closure.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>With many surface streets also impassable, a series of smaller mountain highways were temporarily the only other ground route into the Los Angeles area — located 90 miles down the coast — adding more than three hours to the trip.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How Should You Get to the Women's March This Saturday?",
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"content": "\u003cp>It's pussy hat 2.0 time, folks. With at least 12 sister marches planned for the Bay Area (the Women's March website has a helpful \u003ca href=\"https://www.womensmarch.com/\" target=\"_blank\" rel=\"noopener\">searchable database) \u003c/a>and record attendance last year, law enforcement and transportation authorities are gearing up for another year of big crowds. Women's March Bay Area organizers estimate 80,000 attendees in San Francisco, 30,000 in Oakland and 10 to 20,000 in San Jose.\u003c/p>\n\u003cp>Here's what we know so far about traveling on Saturday (other than with your feet).\u003c/p>\n\u003cp>\u003cstrong>BART\u003c/strong>\u003c/p>\n\u003cp>Last year's march was BART's second highest weekend ridership...of all time. Riders this year can \u003ca href=\"http://12th%C2%A0Street%20and%20Lake%20Merritt%20in%20downtown%20Oakland%20as%20well%20as%20Civic%20Center%20and%20Embarcadero%20in%20San%20Francisco%20will%20likely%20be%20the%20busiest%20stations.\">expect\u003c/a> longer trains and extra technicians to help with escalator and ticketing issues on Saturday. 12th Street and Lake Merritt in downtown Oakland, as well as Civic Center and Embarcadero in San Francisco, will likely be the busiest stations. Folks are encouraged to buy clipper cards in advance.\u003c/p>\n\u003cp>\u003cstrong>AC Transit\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since the Women’s March will gather at the Lake Merritt Amphitheatre, multiple AC Transit lines will be affected and require detours. The agency is finalizing its public notice efforts and will have updates on Friday.\u003c/p>\n\u003cp>\u003cstrong>VTA\u003c/strong>\u003c/p>\n\u003cp>VTA will be running a regular Saturday schedule and will have larger train sets to accommodate crowds. The service will also have extra light rail trains on standby to put into service as needed.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Given some of the street closures in downtown San Jose due to the march, the following bus lines are \u003ca href=\"http://www.vta.org/notice?id=a0W1H00000L7ZSCUA3\" target=\"_blank\" rel=\"noopener\">re-routed\u003c/a>: 22, 23, 66, 68, 72, 73, 82, 181, 323, 522, and MST86\u003c/span>\u003c/p>\n\u003cp>\u003cstrong>MUNI\u003c/strong>\u003c/p>\n\u003cp>The main thing to note is that a large chunk of Market Street will be closed to vehicle traffic, everything from 10th and Steuart Street between 1 and 7 p.m. You also can't cross Market through gaps in the march, so to get across town, take Van Ness or Embarcadero. MUNI is running normal weekend subway service, but will monitoring the crowds to see if more cars are needed. More on specific lines/detours \u003ca href=\"https://www.sfmta.com/press-releases/sfmta-weekend-transit-and-traffic-advisory\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Caltrain\u003c/strong>\u003c/p>\n\u003cp>Caltrain will be running its \u003ca href=\"http://www.caltrain.com/schedules/weekend-timetable.html\" target=\"_blank\" rel=\"noopener\">regular service\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>March Logistics\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For more, including how to get to the rallies in San Francisco, Oakland and San Jose, check out the Woman's March Bay Area organizer websites for the \u003ca href=\"https://womensmarchbayarea.org/logistics-san-francisco/\" target=\"_blank\" rel=\"noopener\">San Francisco Rally\u003c/a>, the \u003ca href=\"https://womensmarchoakland.org/\" target=\"_blank\" rel=\"noopener\">Oakland Rally\u003c/a> and the \u003ca href=\"https://womensmarchbayarea.org/logistics-san-jose/\" target=\"_blank\" rel=\"noopener\">San Jose Rally\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's pussy hat 2.0 time, folks. With at least 12 sister marches planned for the Bay Area (the Women's March website has a helpful \u003ca href=\"https://www.womensmarch.com/\" target=\"_blank\" rel=\"noopener\">searchable database) \u003c/a>and record attendance last year, law enforcement and transportation authorities are gearing up for another year of big crowds. Women's March Bay Area organizers estimate 80,000 attendees in San Francisco, 30,000 in Oakland and 10 to 20,000 in San Jose.\u003c/p>\n\u003cp>Here's what we know so far about traveling on Saturday (other than with your feet).\u003c/p>\n\u003cp>\u003cstrong>BART\u003c/strong>\u003c/p>\n\u003cp>Last year's march was BART's second highest weekend ridership...of all time. Riders this year can \u003ca href=\"http://12th%C2%A0Street%20and%20Lake%20Merritt%20in%20downtown%20Oakland%20as%20well%20as%20Civic%20Center%20and%20Embarcadero%20in%20San%20Francisco%20will%20likely%20be%20the%20busiest%20stations.\">expect\u003c/a> longer trains and extra technicians to help with escalator and ticketing issues on Saturday. 12th Street and Lake Merritt in downtown Oakland, as well as Civic Center and Embarcadero in San Francisco, will likely be the busiest stations. Folks are encouraged to buy clipper cards in advance.\u003c/p>\n\u003cp>\u003cstrong>AC Transit\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since the Women’s March will gather at the Lake Merritt Amphitheatre, multiple AC Transit lines will be affected and require detours. The agency is finalizing its public notice efforts and will have updates on Friday.\u003c/p>\n\u003cp>\u003cstrong>VTA\u003c/strong>\u003c/p>\n\u003cp>VTA will be running a regular Saturday schedule and will have larger train sets to accommodate crowds. The service will also have extra light rail trains on standby to put into service as needed.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Given some of the street closures in downtown San Jose due to the march, the following bus lines are \u003ca href=\"http://www.vta.org/notice?id=a0W1H00000L7ZSCUA3\" target=\"_blank\" rel=\"noopener\">re-routed\u003c/a>: 22, 23, 66, 68, 72, 73, 82, 181, 323, 522, and MST86\u003c/span>\u003c/p>\n\u003cp>\u003cstrong>MUNI\u003c/strong>\u003c/p>\n\u003cp>The main thing to note is that a large chunk of Market Street will be closed to vehicle traffic, everything from 10th and Steuart Street between 1 and 7 p.m. You also can't cross Market through gaps in the march, so to get across town, take Van Ness or Embarcadero. MUNI is running normal weekend subway service, but will monitoring the crowds to see if more cars are needed. More on specific lines/detours \u003ca href=\"https://www.sfmta.com/press-releases/sfmta-weekend-transit-and-traffic-advisory\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Caltrain\u003c/strong>\u003c/p>\n\u003cp>Caltrain will be running its \u003ca href=\"http://www.caltrain.com/schedules/weekend-timetable.html\" target=\"_blank\" rel=\"noopener\">regular service\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>March Logistics\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For more, including how to get to the rallies in San Francisco, Oakland and San Jose, check out the Woman's March Bay Area organizer websites for the \u003ca href=\"https://womensmarchbayarea.org/logistics-san-francisco/\" target=\"_blank\" rel=\"noopener\">San Francisco Rally\u003c/a>, the \u003ca href=\"https://womensmarchoakland.org/\" target=\"_blank\" rel=\"noopener\">Oakland Rally\u003c/a> and the \u003ca href=\"https://womensmarchbayarea.org/logistics-san-jose/\" target=\"_blank\" rel=\"noopener\">San Jose Rally\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Gets OK to Launch First Cars in Its 'Fleet of the Future'",
"title": "BART Gets OK to Launch First Cars in Its 'Fleet of the Future'",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>\u003cstrong>Update, 3:25 p.m. Thursday:\u003c/strong> BART management says that it will begin operating the first 10 of its \"Fleet of the Future\" cars at midday Friday.\u003c/p>\n\u003cp>In an email \u003ca href=\"http://www.sfexaminer.com/bart-fleet-future-finally-cleared-launch-friday/\" target=\"_blank\" rel=\"noopener noreferrer\">first reported\u003c/a> in the San Francisco Examiner, BART's manager for community and government relations, Kerry Hamill, told agency staff that the new cars would be launched with a ceremony at MacArthur BART at 11 a.m. Friday.\u003c/p>\n\u003cp>The agency has invited elected officials and 30 former employees to attend the ceremony, Hamill said.\u003c/p>\n\u003cp>“I apologize that the notification is so impossibly late,\" Hamill wrote. \"We have to get this first 10-car train out carrying passengers ASAP. But we also want to memorialize the moment in the best way we can manage within 36 hours.”\u003c/p>\n\u003cp>The new cars will feature three doors instead of the current two, a measure designed to make it easier to get on and off cars and allow trains to spend less time at each station. The cars also feature improved air circulation; electronic route maps to make it clear to passengers where their train is during each run; and dedicated bicycle space. The cars also have fewer seats, an average of 54 compared to the current cars' 58.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Those particulars aside, East Bay board member Rebecca Saltzman said the biggest impact for BART's long- and loudly suffering ridership is the expected impact on relieving crowding on the system.\u003c/p>\n\u003cp>\"They're going to bring added capacity since we'll have more train cars,\" Saltzman said. \"So ultimately it means that those eight- or nine-car trains we're running during commute hours will turn into 10-car trains. It's going to be a huge relief to BART riders.\"\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> State regulators have given the green light for BART to begin carrying passengers on the first 10 of its new \"Fleet of the Future\" cars.\u003c/p>\n\u003cp>The California Public Utilities Commission told BART General Manager Grace Crunican in \u003ca href=\"https://assets.documentcloud.org/documents/4354949/CPUC-Grants-Approval-for-BART-to-Operate-New-Cars.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">a letter released Wednesday evening\u003c/a> (\u003ca href=\"#cpucletter\">embedded below\u003c/a>) that it considered a test run last week to have been a success. The test, conducted Jan. 9 with CPUC inspectors aboard, ran a train consisting of 10 cars through the entire BART system. (In transit agency argot, the train was a \"10-car consist.\")\u003c/p>\n\u003cp>Only \u003ca href=\"https://ww2.kqed.org/news/2018/01/16/we-promise-not-another-word-on-new-bart-cars-except-for-this/\" target=\"_blank\" rel=\"noopener noreferrer\">one glitch was reported\u003c/a> during the run, when train doors failed to open at the downtown Berkeley station. BART attributed that hiccup to a problem with trackside equipment, not with the cars themselves.\u003c/p>\n\u003cp>The CPUC's approval applies only to the 10 cars involved in the test run.\u003c/p>\n\u003cp>The commission's action has now prompted BART to prepare to put a train with those 10 approved cars into service in the coming days, agency spokeswoman Alicia Trost said in an email Thursday morning.\u003c/p>\n\u003cp>BART says Montreal-based manufacturer Bombardier has delivered another 10 cars, but the CPUC said that, \"given the experience on the first group of cars,\" it will require the next 10-car group to undergo a test run identical to the one conducted last week. Cars received in the future are expected to be subjected to a more streamlined approval process.\u003c/p>\n\u003cp>BART first asked the CPUC to grant a safety certification for the new cars on Oct. 30. But commission inspectors withheld the approval after the 10-car pilot train suffered \u003ca href=\"https://ww2.kqed.org/news/2017/11/08/bart-faces-new-delay-in-rolling-out-fleet-of-the-future/\" target=\"_blank\" rel=\"noopener noreferrer\">two significant failures\u003c/a> during a test run in early November.\u003c/p>\n\u003cp>At one point, a system that was supposed to help the onboard control computer keep track of the train's length failed. That caused the train to go into a safe mode and operate as if it were a three-car train instead of the 10-car train it actually was.\u003c/p>\n\u003cp>“And so the trailing seven cars were essentially drones — the doors wouldn’t open and the train operator wasn’t able to control those cars,” BART spokesman Jim Allison said in November.\u003c/p>\n\u003cp>A separate hardware problem also prevented doors from opening.\u003c/p>\n\u003cp>The delays caused by those issues added to a long series of delays that have slowed introduction of the new fleet long past its planned late 2016 debut.\u003c/p>\n\u003cp>BART intends to buy 775 of the cars from Bombardier, at a total cost of about $2.6 billion, to replace its current fleet. The district also hopes to find the cash — perhaps in a regional bridge toll measure expected to go to voters in June — to buy an extra 300 or so cars — a number that would help it to ramp up transbay service and handle expected ridership demand on its Silicon Valley expansion.\u003c/p>\n\u003cp>\u003cem>This post was updated Thursday morning to include information attributed to a BART spokeswoman. \u003c/em>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[documentcloud url=\"https://www.documentcloud.org/documents/4354949-CPUC-Grants-Approval-for-BART-to-Operate-New-Cars\" notes=\"true\" text=\"true\" search=\"true\" sidebar=\"true\" pdf=\"true\" responsive=\"true\" page=\"1\"]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 3:25 p.m. Thursday:\u003c/strong> BART management says that it will begin operating the first 10 of its \"Fleet of the Future\" cars at midday Friday.\u003c/p>\n\u003cp>In an email \u003ca href=\"http://www.sfexaminer.com/bart-fleet-future-finally-cleared-launch-friday/\" target=\"_blank\" rel=\"noopener noreferrer\">first reported\u003c/a> in the San Francisco Examiner, BART's manager for community and government relations, Kerry Hamill, told agency staff that the new cars would be launched with a ceremony at MacArthur BART at 11 a.m. Friday.\u003c/p>\n\u003cp>The agency has invited elected officials and 30 former employees to attend the ceremony, Hamill said.\u003c/p>\n\u003cp>“I apologize that the notification is so impossibly late,\" Hamill wrote. \"We have to get this first 10-car train out carrying passengers ASAP. But we also want to memorialize the moment in the best way we can manage within 36 hours.”\u003c/p>\n\u003cp>The new cars will feature three doors instead of the current two, a measure designed to make it easier to get on and off cars and allow trains to spend less time at each station. The cars also feature improved air circulation; electronic route maps to make it clear to passengers where their train is during each run; and dedicated bicycle space. The cars also have fewer seats, an average of 54 compared to the current cars' 58.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those particulars aside, East Bay board member Rebecca Saltzman said the biggest impact for BART's long- and loudly suffering ridership is the expected impact on relieving crowding on the system.\u003c/p>\n\u003cp>\"They're going to bring added capacity since we'll have more train cars,\" Saltzman said. \"So ultimately it means that those eight- or nine-car trains we're running during commute hours will turn into 10-car trains. It's going to be a huge relief to BART riders.\"\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> State regulators have given the green light for BART to begin carrying passengers on the first 10 of its new \"Fleet of the Future\" cars.\u003c/p>\n\u003cp>The California Public Utilities Commission told BART General Manager Grace Crunican in \u003ca href=\"https://assets.documentcloud.org/documents/4354949/CPUC-Grants-Approval-for-BART-to-Operate-New-Cars.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">a letter released Wednesday evening\u003c/a> (\u003ca href=\"#cpucletter\">embedded below\u003c/a>) that it considered a test run last week to have been a success. The test, conducted Jan. 9 with CPUC inspectors aboard, ran a train consisting of 10 cars through the entire BART system. (In transit agency argot, the train was a \"10-car consist.\")\u003c/p>\n\u003cp>Only \u003ca href=\"https://ww2.kqed.org/news/2018/01/16/we-promise-not-another-word-on-new-bart-cars-except-for-this/\" target=\"_blank\" rel=\"noopener noreferrer\">one glitch was reported\u003c/a> during the run, when train doors failed to open at the downtown Berkeley station. BART attributed that hiccup to a problem with trackside equipment, not with the cars themselves.\u003c/p>\n\u003cp>The CPUC's approval applies only to the 10 cars involved in the test run.\u003c/p>\n\u003cp>The commission's action has now prompted BART to prepare to put a train with those 10 approved cars into service in the coming days, agency spokeswoman Alicia Trost said in an email Thursday morning.\u003c/p>\n\u003cp>BART says Montreal-based manufacturer Bombardier has delivered another 10 cars, but the CPUC said that, \"given the experience on the first group of cars,\" it will require the next 10-car group to undergo a test run identical to the one conducted last week. Cars received in the future are expected to be subjected to a more streamlined approval process.\u003c/p>\n\u003cp>BART first asked the CPUC to grant a safety certification for the new cars on Oct. 30. But commission inspectors withheld the approval after the 10-car pilot train suffered \u003ca href=\"https://ww2.kqed.org/news/2017/11/08/bart-faces-new-delay-in-rolling-out-fleet-of-the-future/\" target=\"_blank\" rel=\"noopener noreferrer\">two significant failures\u003c/a> during a test run in early November.\u003c/p>\n\u003cp>At one point, a system that was supposed to help the onboard control computer keep track of the train's length failed. That caused the train to go into a safe mode and operate as if it were a three-car train instead of the 10-car train it actually was.\u003c/p>\n\u003cp>“And so the trailing seven cars were essentially drones — the doors wouldn’t open and the train operator wasn’t able to control those cars,” BART spokesman Jim Allison said in November.\u003c/p>\n\u003cp>A separate hardware problem also prevented doors from opening.\u003c/p>\n\u003cp>The delays caused by those issues added to a long series of delays that have slowed introduction of the new fleet long past its planned late 2016 debut.\u003c/p>\n\u003cp>BART intends to buy 775 of the cars from Bombardier, at a total cost of about $2.6 billion, to replace its current fleet. The district also hopes to find the cash — perhaps in a regional bridge toll measure expected to go to voters in June — to buy an extra 300 or so cars — a number that would help it to ramp up transbay service and handle expected ridership demand on its Silicon Valley expansion.\u003c/p>\n\u003cp>\u003cem>This post was updated Thursday morning to include information attributed to a BART spokeswoman. \u003c/em>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The mudslides that hit Santa Barbara County last week continue to clog a main artery for cars and trucks trying to get through the area. Some local business owners say the prolonged shutdown of the 101 Freeway has led to missed shipments and lost revenues.\u003c/p>\n\u003cp>A Caltrans spokesman estimated that each day, roughly 7,500 trucks normally pass through the stretch of the 101 currently closed while cleanup crews work to remove mud and debris that piled up due to last week's storms.\u003c/p>\n\u003cp>Getting farm shipments out on time is crucial to Santa Barbara County's many flower growers. June Van Wingerden, co-owner of Ocean Breeze Farms in Carpinteria, says their crops are highly perishable.\u003c/p>\n\u003cp>[contextly_sidebar id=\"rDlPeZn5seZvIPgzZjObzBZ5LnE4S0W5\"]\u003c/p>\n\u003cp>\"With cut flowers, we harvest almost every day, so we ship every day,\" Van Wingerden said. But she wasn't able to get shipments out just after the mudslides.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"We lost at least two days of shipping, and that cost us probably about $50,000 a day in lost revenue,\" she said.\u003c/p>\n\u003cp>Drivers are now back to making deliveries for Ocean Breeze Farms, but Van Wingerden says one routine round trip that usually takes three hours is now taking eight. After the fires, the mudslides and then the freeway closure, she’s ready for business to get back to normal sometime soon.\u003c/p>\n\u003cp>California Cut Flower Commission CEO Kasey Cronquist said truck drivers who normally deliver flowers in round trips that take up only one workday are now driving longer routes that don't fit into typical schedules.\u003c/p>\n\u003cp>[contextly_sidebar id=\"kWmNltEhfEiD9ryLT4LWqug2YJvRYBd5\"]\u003c/p>\n\u003cp>\"It's making for a difficult scenario in trying to make all this mathematically work in a day,\" he said.\u003c/p>\n\u003cp>California Trucking Association Senior Vice President Eric Sauer said agriculture is one of the major industries bringing truck drivers into the Santa Barbara area, but he expects shipments of other kinds of goods will be affected, too.\u003c/p>\n\u003cp>\"It's obviously going to have an impact on all sorts of commodities,\" Sauer said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>California transportation officials have said the 101 Freeway will remain closed until next week.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The mudslides that hit Santa Barbara County last week continue to clog a main artery for cars and trucks trying to get through the area. Some local business owners say the prolonged shutdown of the 101 Freeway has led to missed shipments and lost revenues.\u003c/p>\n\u003cp>A Caltrans spokesman estimated that each day, roughly 7,500 trucks normally pass through the stretch of the 101 currently closed while cleanup crews work to remove mud and debris that piled up due to last week's storms.\u003c/p>\n\u003cp>Getting farm shipments out on time is crucial to Santa Barbara County's many flower growers. June Van Wingerden, co-owner of Ocean Breeze Farms in Carpinteria, says their crops are highly perishable.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\"With cut flowers, we harvest almost every day, so we ship every day,\" Van Wingerden said. But she wasn't able to get shipments out just after the mudslides.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We lost at least two days of shipping, and that cost us probably about $50,000 a day in lost revenue,\" she said.\u003c/p>\n\u003cp>Drivers are now back to making deliveries for Ocean Breeze Farms, but Van Wingerden says one routine round trip that usually takes three hours is now taking eight. After the fires, the mudslides and then the freeway closure, she’s ready for business to get back to normal sometime soon.\u003c/p>\n\u003cp>California Cut Flower Commission CEO Kasey Cronquist said truck drivers who normally deliver flowers in round trips that take up only one workday are now driving longer routes that don't fit into typical schedules.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\"It's making for a difficult scenario in trying to make all this mathematically work in a day,\" he said.\u003c/p>\n\u003cp>California Trucking Association Senior Vice President Eric Sauer said agriculture is one of the major industries bringing truck drivers into the Santa Barbara area, but he expects shipments of other kinds of goods will be affected, too.\u003c/p>\n\u003cp>\"It's obviously going to have an impact on all sorts of commodities,\" Sauer said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>California transportation officials have said the 101 Freeway will remain closed until next week.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Mudslides Funnel Santa Barbara Commuters Into Trains, Boats",
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"content": "\u003cp>Acres of mud and debris continue to make travel in and out of the Santa Barbara area a big challenge. So commuters are relying on some old-fashioned transportation alternates.\u003c/p>\n\u003cp>It usually takes Mitchell Guzman about 40 minutes to get from Ventura to his job in Montecito. But today, with the area’s main commuter lifeline -- the 101 Freeway -- and other major roads damaged and swamped with muck, it will take more than twice that by boat.\u003c/p>\n\u003cp>Two whale watching companies, \u003ca href=\"http://islandpackers.com/\" target=\"_blank\" rel=\"noopener\">Island Packers Cruises\u003c/a> in Ventura and \u003ca href=\"http://condorexpress.com/\" target=\"_blank\" rel=\"noopener\">Condor Express\u003c/a> in Santa Barbara, are running special commuter ferries between the Ventura and Santa Barbara harbors at a cost of $32 per trip.\u003c/p>\n\u003cfigure id=\"attachment_11642392\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11642392\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/ferry-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Island Packers is one of two sightseeing companies ferrying commuters between the Ventura and Santa Barbara harbors. \u003ccite>(Steven Cuevas / KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I didn’t go to work at all last week,” explains Guzman.\u003c/p>\n\u003cp>It’s his first day back at work as a full-time in-home caregiver. His wife, also a caregiver, has been looking after their elderly client in Montecito since the storm and landslides struck. She’ll rotate out when Guzman arrives.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>On the upper deck of the ferry, Bill Pintard is passing the time talking to an old friend about all the news about the landslide; about friends and acquaintances who got hurt or perished in the storm.\u003c/p>\n\u003cp>[contextly_sidebar id=\"or6c1GZ68Yx9xHUie4MCUk1FsIyFY4Tw\"]\u003c/p>\n\u003cp>“This is my first day since the floods to go back to Santa Barbara because we couldn’t get through,\" he says.\u003c/p>\n\u003cp>Pintard lives on the eastern edge of Montecito. He’s headed to Santa Barbara for some business meetings, and then to see a friend in the hospital.\u003c/p>\n\u003cp>“And he got washed down to Highway 101 and he broke his back. His father didn’t survive. He survived,” says Pintard. “This whole thing is really sobering and it’s really hit every one of us to our very gut, to our very heart and soul.”\u003c/p>\n\u003cfigure id=\"attachment_11642393\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11642393\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/SURLINER-1-800x559.jpg\" alt=\"\" width=\"800\" height=\"559\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-800x559.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-160x112.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-1020x712.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-1180x824.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-960x670.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-240x168.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-375x262.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-520x363.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1.jpg 1743w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Amtrak Pacific Surfliner is operating more (and longer) commuter trains along the Santa Barbara-Ventura coast while the 101 Freeway and other major roadways are closed due to storm and mudslide damage. \u003ccite>(Steven Cuevas / KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The temporary commuter ferries aren’t as packed as they were last week now that \u003ca href=\"http://www.pacificsurfliner.com/\" target=\"_blank\" rel=\"noopener\">Amtrak’s Pacific Surfliner\u003c/a> is back in service. Amtrak is running extra trains along the Santa Barbara-Ventura coast at about half the cost of the sightseeing boats.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As the Surfliner slowly chugs along the tracks through Montecito, you can spot Caltrans and U.S. Army Corp of Engineers crews still clearing mud, boulders and tree limbs from a miles-long stretch of the 101. Officials hope to have the freeway reopened sometime next week.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Acres of mud and debris continue to make travel in and out of the Santa Barbara area a big challenge. So commuters are relying on some old-fashioned transportation alternates.\u003c/p>\n\u003cp>It usually takes Mitchell Guzman about 40 minutes to get from Ventura to his job in Montecito. But today, with the area’s main commuter lifeline -- the 101 Freeway -- and other major roads damaged and swamped with muck, it will take more than twice that by boat.\u003c/p>\n\u003cp>Two whale watching companies, \u003ca href=\"http://islandpackers.com/\" target=\"_blank\" rel=\"noopener\">Island Packers Cruises\u003c/a> in Ventura and \u003ca href=\"http://condorexpress.com/\" target=\"_blank\" rel=\"noopener\">Condor Express\u003c/a> in Santa Barbara, are running special commuter ferries between the Ventura and Santa Barbara harbors at a cost of $32 per trip.\u003c/p>\n\u003cfigure id=\"attachment_11642392\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11642392\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/ferry-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/ferry-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Island Packers is one of two sightseeing companies ferrying commuters between the Ventura and Santa Barbara harbors. \u003ccite>(Steven Cuevas / KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I didn’t go to work at all last week,” explains Guzman.\u003c/p>\n\u003cp>It’s his first day back at work as a full-time in-home caregiver. His wife, also a caregiver, has been looking after their elderly client in Montecito since the storm and landslides struck. She’ll rotate out when Guzman arrives.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>On the upper deck of the ferry, Bill Pintard is passing the time talking to an old friend about all the news about the landslide; about friends and acquaintances who got hurt or perished in the storm.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“This is my first day since the floods to go back to Santa Barbara because we couldn’t get through,\" he says.\u003c/p>\n\u003cp>Pintard lives on the eastern edge of Montecito. He’s headed to Santa Barbara for some business meetings, and then to see a friend in the hospital.\u003c/p>\n\u003cp>“And he got washed down to Highway 101 and he broke his back. His father didn’t survive. He survived,” says Pintard. “This whole thing is really sobering and it’s really hit every one of us to our very gut, to our very heart and soul.”\u003c/p>\n\u003cfigure id=\"attachment_11642393\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11642393\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/SURLINER-1-800x559.jpg\" alt=\"\" width=\"800\" height=\"559\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-800x559.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-160x112.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-1020x712.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-1180x824.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-960x670.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-240x168.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-375x262.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1-520x363.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/SURLINER-1.jpg 1743w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Amtrak Pacific Surfliner is operating more (and longer) commuter trains along the Santa Barbara-Ventura coast while the 101 Freeway and other major roadways are closed due to storm and mudslide damage. \u003ccite>(Steven Cuevas / KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The temporary commuter ferries aren’t as packed as they were last week now that \u003ca href=\"http://www.pacificsurfliner.com/\" target=\"_blank\" rel=\"noopener\">Amtrak’s Pacific Surfliner\u003c/a> is back in service. Amtrak is running extra trains along the Santa Barbara-Ventura coast at about half the cost of the sightseeing boats.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As the Surfliner slowly chugs along the tracks through Montecito, you can spot Caltrans and U.S. Army Corp of Engineers crews still clearing mud, boulders and tree limbs from a miles-long stretch of the 101. Officials hope to have the freeway reopened sometime next week.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Price Tag Soars for Central Valley Phase of California Bullet Train",
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"content": "\u003cp>The estimated cost for the first phase of California's bullet train has climbed by $2.8 billion, the latest increase for the ambitious project to run a high-speed rail line from San Francisco to Los Angeles.\u003c/p>\n\u003cp>The new estimate for the 119-mile segment in the San Joaquin Valley announced by the California High Speed Rail Authority on Tuesday brings the cost of that section to $10.6 billion -- 36 percent higher than the previous estimate. \u003c/p>\n\u003cp>The estimate for the entire project has risen to roughly $67 billion, compared to the $40 billion projection backers made in 2008 when voters approved bond financing.\u003c/p>\n\u003cp>\"I want the public to count on us to tell the truth, whether it's good, bad or ugly,\" said Dan Richard, chair of the California High Speed Rail Authority's board. \"We're going to do every single thing in our power to drive these costs down.\"\u003c/p>\n\u003cp>Some of the fresh costs stem from trouble acquiring the rights of way for the track in the Central Valley. The authority entered into construction contracts before fully securing rights of way in all areas, a decision officials said they wouldn't make again. The decision to enter into contracts quickly was partly due to the need to spend $2.5 billion in federal stimulus money by last fall.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Much of today was a 'lessons learned' expression,\" said Brian Kelly, the state's current transportation secretary who was named as the authority's new chief executive Tuesday. \"Because they learned these things the hard way on the early contracts they will not repeat them on the later contracts.\"\u003c/p>\n\u003cp>Critics seized on the news at the latest evidence the project is destined for failure.\u003c/p>\n\u003cp>\"We now have a set of facts that is so clear that this authority simply is unable to produce the project, and making it up as they go along simply is not a sane approach,\" said Assemblyman Jim Patterson, R-Fresno. In November, he asked the Legislature to initiate an emergency audit of the rail project -- a request that \u003ca href=\"http://beta.latimes.com/local/california/la-me-bullet-train-audit-20171127-story.html\" rel=\"noopener\" target=\"_blank\">was later denied\u003c/a>. \u003c/p>\n\u003cp>[The \u003ca href=\"http://beta.latimes.com/local/california/la-me-bullet-train-cost-overrun-20180116-story.html\" rel=\"noopener\" target=\"_blank\">Los Angeles Times notes\u003c/a> that the cost increases disclosed Tuesday were anticipated by a federal report last year: \u003c/p>\n\u003cblockquote>\u003cp>\"The sobering news about the cost increases \u003ca href=\"http://www.latimes.com/local/california/la-me-bullet-train-cost-final-20151025-story.html\" rel=\"noopener\" target=\"_blank\">was long forewarned\u003c/a>, though rail authority Chairman Dan Richard has consistently rejected those warnings. About a year ago, the Federal Railroad Administration issued a secret risk analysis that said costs were rising sharply and could hit $9.5 to $10 billion. When The Times \u003ca href=\"http://www.latimes.com/local/california/la-me-bullet-cost-overruns-20170106-story.html\" rel=\"noopener\" target=\"_blank\">disclosed the warning\u003c/a>, Richard downplayed the analysis. In 2012, WSP briefed a cost analysis for the 2014 business plan, showing sharply higher costs in the Central Valley. The cost estimates were not adopted in the 2014 business plan. Richard was not available for an interview.\"]\u003c/p>\u003c/blockquote>\n\u003cp>A 2008 ballot measure passed by voters promised a train that would run from San Francisco to Los Angeles in under three hours by 2029, with the track eventually expanding to Sacramento and San Diego.\u003c/p>\n\u003cp>In October the rail board approved a $30 million contract with DB Engineering & Consulting USA, the U.S. arm of German rail giant Deutsche Bahn AG, to design and operate the train from the Central Valley to the Silicon Valley in its early stages.\u003c/p>\n\u003cp>A fresh estimate on overall costs and possibly the timeline will be included in a business plan the authority must submit to lawmakers this spring. Beyond the bond and federal dollars, money for the train comes from California's cap-and-trade program that taxes carbon emissions.\u003c/p>\n\u003cp>Gov. Jerry Brown, who will leave office a year from now, has been a champion of the project because it will be a cleaner and more efficient transportation option.\u003c/p>\n\u003cp>The candidates vying to replace him have a variety of perspectives on the bullet train, with some arguing it needs a better financing plan. The Legislature may get a one-time chance in 2024 to reallocate cap and trade money, which could hurt the rail project.\u003c/p>\n\u003cp>The uncertainty made it difficult to recruit a new chief executive after Jeff Morales left the job last summer after five years. Kelly will start the new job next month at a salary of nearly $385,000.\u003c/p>\n\u003cp>Richard, the board chairman, acknowledged the new governor will need certainty on the project's financing and timeline.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I do feel that owe it to the next governor to provide a complete package to them of what this program looks like,\" he said. \"I'd like to not have a lot of loose ends when we get to that point.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The estimated cost for the first phase of California's bullet train has climbed by $2.8 billion, the latest increase for the ambitious project to run a high-speed rail line from San Francisco to Los Angeles.\u003c/p>\n\u003cp>The new estimate for the 119-mile segment in the San Joaquin Valley announced by the California High Speed Rail Authority on Tuesday brings the cost of that section to $10.6 billion -- 36 percent higher than the previous estimate. \u003c/p>\n\u003cp>The estimate for the entire project has risen to roughly $67 billion, compared to the $40 billion projection backers made in 2008 when voters approved bond financing.\u003c/p>\n\u003cp>\"I want the public to count on us to tell the truth, whether it's good, bad or ugly,\" said Dan Richard, chair of the California High Speed Rail Authority's board. \"We're going to do every single thing in our power to drive these costs down.\"\u003c/p>\n\u003cp>Some of the fresh costs stem from trouble acquiring the rights of way for the track in the Central Valley. The authority entered into construction contracts before fully securing rights of way in all areas, a decision officials said they wouldn't make again. The decision to enter into contracts quickly was partly due to the need to spend $2.5 billion in federal stimulus money by last fall.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Much of today was a 'lessons learned' expression,\" said Brian Kelly, the state's current transportation secretary who was named as the authority's new chief executive Tuesday. \"Because they learned these things the hard way on the early contracts they will not repeat them on the later contracts.\"\u003c/p>\n\u003cp>Critics seized on the news at the latest evidence the project is destined for failure.\u003c/p>\n\u003cp>\"We now have a set of facts that is so clear that this authority simply is unable to produce the project, and making it up as they go along simply is not a sane approach,\" said Assemblyman Jim Patterson, R-Fresno. In November, he asked the Legislature to initiate an emergency audit of the rail project -- a request that \u003ca href=\"http://beta.latimes.com/local/california/la-me-bullet-train-audit-20171127-story.html\" rel=\"noopener\" target=\"_blank\">was later denied\u003c/a>. \u003c/p>\n\u003cp>[The \u003ca href=\"http://beta.latimes.com/local/california/la-me-bullet-train-cost-overrun-20180116-story.html\" rel=\"noopener\" target=\"_blank\">Los Angeles Times notes\u003c/a> that the cost increases disclosed Tuesday were anticipated by a federal report last year: \u003c/p>\n\u003cblockquote>\u003cp>\"The sobering news about the cost increases \u003ca href=\"http://www.latimes.com/local/california/la-me-bullet-train-cost-final-20151025-story.html\" rel=\"noopener\" target=\"_blank\">was long forewarned\u003c/a>, though rail authority Chairman Dan Richard has consistently rejected those warnings. About a year ago, the Federal Railroad Administration issued a secret risk analysis that said costs were rising sharply and could hit $9.5 to $10 billion. When The Times \u003ca href=\"http://www.latimes.com/local/california/la-me-bullet-cost-overruns-20170106-story.html\" rel=\"noopener\" target=\"_blank\">disclosed the warning\u003c/a>, Richard downplayed the analysis. In 2012, WSP briefed a cost analysis for the 2014 business plan, showing sharply higher costs in the Central Valley. The cost estimates were not adopted in the 2014 business plan. Richard was not available for an interview.\"]\u003c/p>\u003c/blockquote>\n\u003cp>A 2008 ballot measure passed by voters promised a train that would run from San Francisco to Los Angeles in under three hours by 2029, with the track eventually expanding to Sacramento and San Diego.\u003c/p>\n\u003cp>In October the rail board approved a $30 million contract with DB Engineering & Consulting USA, the U.S. arm of German rail giant Deutsche Bahn AG, to design and operate the train from the Central Valley to the Silicon Valley in its early stages.\u003c/p>\n\u003cp>A fresh estimate on overall costs and possibly the timeline will be included in a business plan the authority must submit to lawmakers this spring. Beyond the bond and federal dollars, money for the train comes from California's cap-and-trade program that taxes carbon emissions.\u003c/p>\n\u003cp>Gov. Jerry Brown, who will leave office a year from now, has been a champion of the project because it will be a cleaner and more efficient transportation option.\u003c/p>\n\u003cp>The candidates vying to replace him have a variety of perspectives on the bullet train, with some arguing it needs a better financing plan. The Legislature may get a one-time chance in 2024 to reallocate cap and trade money, which could hurt the rail project.\u003c/p>\n\u003cp>The uncertainty made it difficult to recruit a new chief executive after Jeff Morales left the job last summer after five years. Kelly will start the new job next month at a salary of nearly $385,000.\u003c/p>\n\u003cp>Richard, the board chairman, acknowledged the new governor will need certainty on the project's financing and timeline.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I do feel that owe it to the next governor to provide a complete package to them of what this program looks like,\" he said. \"I'd like to not have a lot of loose ends when we get to that point.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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},
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"info": "The day's top stories from BBC News compiled twice daily in the week, once at weekends.",
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},
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},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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"order": 10
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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},
"closealltabs": {
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"order": 1
},
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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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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"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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"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.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
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"freakonomics-radio": {
"id": "freakonomics-radio",
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"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"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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"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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"meta": {
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"source": "NPR"
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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.",
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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"hyphenacion": {
"id": "hyphenacion",
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"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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"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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"order": 18
},
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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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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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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"
},
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"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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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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