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"content": "\u003cp>The White House on Monday unveiled President Trump's long-awaited plan to invest U.S. infrastructure -- the highways, bridges, railroads, ports, transit, water systems and communications networks that are both key to the nation's economy and victims of chronic underfunding.\u003c/p>\n\u003cp>As Trump put it in his State of the Union address last month: \"We will build gleaming new roads, bridges, highways, railways, and waterways all across our land. And we will do it with American heart, and American hands, and American grit.\"\u003c/p>\n\u003cp>The two key elements of the proposal -- the White House released \u003ca href=\"https://www.whitehouse.gov/wp-content/uploads/2018/02/INFRASTRUCTURE-211.pdf\" target=\"_blank\" rel=\"noopener\">this 55-page summary\u003c/a> Monday morning and the president met with governors, mayors and other local officials to discuss it -- involve: a) a dramatic shift of financial responsibility from Washington to states and local jurisdictions, a reversal of federal policy since World War II, and b) guaranteeing project approvals in two years by truncating environmental review processes.\u003c/p>\n\u003cp>As NPR \u003ca href=\"https://www.npr.org/2018/02/11/584940681/trump-to-unveil-long-awaited-1-5-trillion-infrastructure-plan\" target=\"_blank\" rel=\"noopener\">summarizes the shift\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Funding for federal-aid highways, including interstates, is usually allocated in an 80-20 federal-state split. This program would flip that funding burden. Major mass transit projects are often funded on a 50-50 federal-local basis. Again, this plan puts a much greater burden on local taxpayers and users.\u003c/p>\u003c/blockquote>\n\u003cp>The administration plan would offer $200 billion in funding that, through private investment and the use of matching funds from states and local agencies, would stimulate $1.5 trillion in infrastructure spending over the next decade.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The plan includes: $100 billion to state and local agencies for projects ranging from passenger rail to Superfund cleanup projects: $50 billion for rural infrastructure -- projects to \"facilitate freight movement, improve access to reliable and affordable transportation options and enhance health and safety for residents and businesses\"; $20 billion for \"transformative projects\" -- \"ambitious, exploratory, and ground-breaking project ideas that have significantly more risk than standard infrastructure projects, but offer a much larger reward profile\"; and $30 billion for a variety of existing infrastructure financing programs.\u003c/p>\n\u003cp>How might state and local funding work? As it happens, the White House has signaled it likes recent initiatives by California voters to step up and pay their own way.\u003c/p>\n\u003cp>As \u003ca href=\"http://www.latimes.com/nation/la-na-pol-trump-california-infrastructure-20180211-story.html\" target=\"_blank\" rel=\"noopener\">the Los Angeles Times notes\u003c/a>, an unnamed administration official pointed to Los Angeles County's \u003ca href=\"http://theplan.metro.net/\" target=\"_blank\" rel=\"noopener\">Measure M\u003c/a>, a 2016 sales-tax increase, as a model:\u003c/p>\n\u003cblockquote>\u003cp>A senior administration official, speaking in advance of Monday's release of the White House's \"infrastructure principles,\" singled out for praise a Los Angeles County sales-tax increase that was a top initiative of Mayor Eric Garcetti. ...\u003c/p>\n\u003cp>... \"When we're thinking of revenues at the state and local level ... a good case study would be Measure M in Los Angeles,\" the administration official said, noting approvingly that the ballot-approved tax increase is \"the ultimate sustainable source of revenue for projects.\"\u003c/p>\u003c/blockquote>\n\u003cp>Measure M, which passed with a 71 percent \"yes\" vote, imposed a half-cent sales-tax increase that will raise an estimated $120 billion for transit projects over the next 40 years. Among many other projects, the tax is funding L.A. Metro's Purple Line extension to Westwood, a light-rail extension to Los Angeles International Airport and bridge retrofits throughout the county.\u003c/p>\n\u003cp>Bay Area voters have passed a long series of smaller tax, bond and toll increase measures to fund highway, bridge and transit infrastructure, including last year's Measure RR, a parcel tax that provides $3.5 billion in bond funding for BART.\u003c/p>\n\u003cp>In June, voters in the region's nine counties will be asked to raise tolls on state-owned bridges to raise $4.5 billion for road and transit projects. And Bay Area business groups and transportation advocates are working on \u003ca href=\"https://ww2.kqed.org/news/2017/12/18/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it/\" target=\"_blank\" rel=\"noopener\">a much bigger tax measure\u003c/a>, which could appear on the ballot as early as 2020, to raise as much as $100 billion for big-ticket projects such as building a new BART/rail crossing.\u003c/p>\n\u003cp>The other major thrust of the White House plan -- to ensure projects move through environmental and other regulatory reviews in a maximum of 24 months -- promises to spark a renewed fight between those who advocate strong habitat and species protections and pro-development, pro-business forces. Via \u003ca href=\"https://www.nytimes.com/2018/02/11/us/politics/trumps-infrastructure-plan-modest-federal-incentives-facing-long-odds.html?hp&action=click&pgtype=Homepage&clickSource=story-heading&module=first-column-region®ion=top-news&WT.nav=top-news\" target=\"_blank\" rel=\"noopener\">the New York Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\"... Progressive groups and public interest organizations rushed to condemn the plan on Sunday, arguing that Mr. Trump was trying to gut environmental rules under the guise of an infrastructure initiative.\u003c/p>\n\u003cp>“President Trump’s infrastructure proposal is a disaster,” Shelley Poticha, the managing director of the Healthy People & Thriving Communities Program at the Natural Resources Defense Council, said in a statement. “It fails to offer the investment needed to bring our country into the 21st century. Even worse, his plan includes an unacceptable corporate giveaway by truncating environmental reviews.”\u003c/p>\n\u003cp>Business groups, however, broadly praised the president’s forthcoming proposal, saying it represents a long overdue investment that would provide a boost to American companies.\u003c/p>\n\u003cp>“In calling for a substantial, $1.5 trillion investment, President Trump is providing the leadership we have desperately needed to reclaim our rightful place as global leader on true 21st-century infrastructure,” said Jay Timmons, the president and chief executive of the National Association of Manufacturers. “There is no excuse for inaction, and manufacturers are committed to ensuring that America seizes this opportunity.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>One last note, via NPR: The plan unveiled Monday fails to suggest a solution for one of the nation's most critical infrastructure funding issues:\u003c/p>\n\u003cblockquote>\u003cp>The president's plan does not address a huge yearly shortfall in the federal Highway Trust Fund, which is funded by the federal gasoline tax. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The plan includes: $100 billion to state and local agencies for projects ranging from passenger rail to Superfund cleanup projects: $50 billion for rural infrastructure -- projects to \"facilitate freight movement, improve access to reliable and affordable transportation options and enhance health and safety for residents and businesses\"; $20 billion for \"transformative projects\" -- \"ambitious, exploratory, and ground-breaking project ideas that have significantly more risk than standard infrastructure projects, but offer a much larger reward profile\"; and $30 billion for a variety of existing infrastructure financing programs.\u003c/p>\n\u003cp>How might state and local funding work? As it happens, the White House has signaled it likes recent initiatives by California voters to step up and pay their own way.\u003c/p>\n\u003cp>As \u003ca href=\"http://www.latimes.com/nation/la-na-pol-trump-california-infrastructure-20180211-story.html\" target=\"_blank\" rel=\"noopener\">the Los Angeles Times notes\u003c/a>, an unnamed administration official pointed to Los Angeles County's \u003ca href=\"http://theplan.metro.net/\" target=\"_blank\" rel=\"noopener\">Measure M\u003c/a>, a 2016 sales-tax increase, as a model:\u003c/p>\n\u003cblockquote>\u003cp>A senior administration official, speaking in advance of Monday's release of the White House's \"infrastructure principles,\" singled out for praise a Los Angeles County sales-tax increase that was a top initiative of Mayor Eric Garcetti. ...\u003c/p>\n\u003cp>... \"When we're thinking of revenues at the state and local level ... a good case study would be Measure M in Los Angeles,\" the administration official said, noting approvingly that the ballot-approved tax increase is \"the ultimate sustainable source of revenue for projects.\"\u003c/p>\u003c/blockquote>\n\u003cp>Measure M, which passed with a 71 percent \"yes\" vote, imposed a half-cent sales-tax increase that will raise an estimated $120 billion for transit projects over the next 40 years. Among many other projects, the tax is funding L.A. Metro's Purple Line extension to Westwood, a light-rail extension to Los Angeles International Airport and bridge retrofits throughout the county.\u003c/p>\n\u003cp>Bay Area voters have passed a long series of smaller tax, bond and toll increase measures to fund highway, bridge and transit infrastructure, including last year's Measure RR, a parcel tax that provides $3.5 billion in bond funding for BART.\u003c/p>\n\u003cp>In June, voters in the region's nine counties will be asked to raise tolls on state-owned bridges to raise $4.5 billion for road and transit projects. And Bay Area business groups and transportation advocates are working on \u003ca href=\"https://ww2.kqed.org/news/2017/12/18/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it/\" target=\"_blank\" rel=\"noopener\">a much bigger tax measure\u003c/a>, which could appear on the ballot as early as 2020, to raise as much as $100 billion for big-ticket projects such as building a new BART/rail crossing.\u003c/p>\n\u003cp>The other major thrust of the White House plan -- to ensure projects move through environmental and other regulatory reviews in a maximum of 24 months -- promises to spark a renewed fight between those who advocate strong habitat and species protections and pro-development, pro-business forces. Via \u003ca href=\"https://www.nytimes.com/2018/02/11/us/politics/trumps-infrastructure-plan-modest-federal-incentives-facing-long-odds.html?hp&action=click&pgtype=Homepage&clickSource=story-heading&module=first-column-region®ion=top-news&WT.nav=top-news\" target=\"_blank\" rel=\"noopener\">the New York Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\"... Progressive groups and public interest organizations rushed to condemn the plan on Sunday, arguing that Mr. Trump was trying to gut environmental rules under the guise of an infrastructure initiative.\u003c/p>\n\u003cp>“President Trump’s infrastructure proposal is a disaster,” Shelley Poticha, the managing director of the Healthy People & Thriving Communities Program at the Natural Resources Defense Council, said in a statement. “It fails to offer the investment needed to bring our country into the 21st century. Even worse, his plan includes an unacceptable corporate giveaway by truncating environmental reviews.”\u003c/p>\n\u003cp>Business groups, however, broadly praised the president’s forthcoming proposal, saying it represents a long overdue investment that would provide a boost to American companies.\u003c/p>\n\u003cp>“In calling for a substantial, $1.5 trillion investment, President Trump is providing the leadership we have desperately needed to reclaim our rightful place as global leader on true 21st-century infrastructure,” said Jay Timmons, the president and chief executive of the National Association of Manufacturers. “There is no excuse for inaction, and manufacturers are committed to ensuring that America seizes this opportunity.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>One last note, via NPR: The plan unveiled Monday fails to suggest a solution for one of the nation's most critical infrastructure funding issues:\u003c/p>\n\u003cblockquote>\u003cp>The president's plan does not address a huge yearly shortfall in the federal Highway Trust Fund, which is funded by the federal gasoline tax. That tax of 18.4 cents a gallon for unleaded, 24.4 cents a gallon for diesel, hasn't been raised in 25 years and because of improvements in fuel efficiency and inflation, it raises less money now than it did when last raised in 1993. So Congress is already using deficit spending to pay for some transportation infrastructure needs funded by existing programs.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Uber has agreed to pay Google's self-driving car company Waymo $245 million in equity to \u003ca href=\"http://bit.ly/fioresettle\">settle their trade secrets case\u003c/a>.\u003c/p>\n\u003cp>Waymo argued that Uber's self-driving car efforts were largely based on files stolen from Google's self-driving car project.\u003c/p>\n\u003cp>Uber CEO Dara Khosrowshahi said, \"“While I cannot erase the past, I can commit, on behalf of every Uber employee, that we will learn from it, and it will inform our actions going forward.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>A foul-mouthed longshoreman named Frank Gaskin pointed his phone at a chain link fence at the Port of Long Beach last summer and made a video of the robots that had taken his and his buddies’ jobs.\u003c/p>\n\u003cp>In the video, flatbed carts glide by carrying cargo containers around the dock. They’re self-driving, guided by computers and magnets beneath the pavement. As one passes soundlessly near the fence, Gaskin yells, “f— you automation mother f—–!”\u003c/p>\n\u003cp>At 21 of the 22 docks at the Port of Long Beach, most of the work of loading and unloading cargo from containers ships is still done by people, not by robots. \u003c/p>\n\u003cp>The Long Beach Container Terminal, which opened in April 2016, is an exception. It requires two-thirds fewer workers than traditional terminals. And that frightens the International Longshore and Warehouse Union, which controls all the jobs at the docks.\u003c/p>\n\u003cp>\u003cem>Note: This video contains profanity.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=fvrPcgM5cH4\u003c/p>\n\u003cp>But viewed from another perspective, automation is part of the solution to one of Southern California’s most vexing environmental problems: the worst air pollution in the country.\u003c/p>\n\u003cp>Diesel trucks and equipment are the largest contributors to that air pollution, and the ports are the largest single source of those emissions.\u003c/p>\n\u003cp>But the automated carts at the Long Beach Container Terminal run on electricity, which can be generated by natural gas or renewable energy. Look closely as the cart nears Gaskin’s camera, and you can see the words, written in bright white letters on a green background, “zero emissions.”\u003c/p>\n\u003cp>Gaskin captioned his video: “Automation in Long Beach Container Terminal will hurt everyone.”\u003c/p>\n\u003cp>But what if automating is also a way to help everyone by cleaning the air and fighting climate change?\u003c/p>\n\u003ch2>Where People Run the Port\u003c/h2>\n\u003cp>To understand how radically different the Long Beach Container Terminal is, you first have to visit a traditional terminal, where people control each piece of equipment.\u003c/p>\n\u003cp>Gary Herrera, the vice president of the ILWU Local 13, took me on a tour of the Everport Terminal at the Port of Los Angeles. He pointed out workers unloading containers, driving forklifts and operating cranes.\u003c/p>\n\u003cp>“Everyone you see, those are longshoremen,” Herrera said proudly.\u003c/p>\n\u003cfigure id=\"attachment_11648613\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/PortofLongBeach-800x533.jpg\" alt=\"A crane lifts a container from the Hanjin Greece container ship at the Port of Long Beach in 2016.\" width=\"800\" height=\"533\" class=\"size-medium wp-image-11648613\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A crane lifts a container from the Hanjin Greece container ship at the Port of Long Beach in 2016. \u003ccite>(DAVID MCNEW/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>There are just over 14,000 unionized longshoremen on the West Coast, but that number is half of what it was in 1960. That’s even though the ports move more than 14 times as much cargo.\u003c/p>\n\u003cp>The ILWU’s founder, Harry Bridges, started preparing for automation in the 1950s. At that time, “automation” came in the form of containers that replaced individual bales, bundles and boxes of goods to be shipped. The containers carried more cargo and required fewer hands. Bridges signed an agreement with the terminal operators allowing that, but he did so only after ensuring his members got higher pay and pension guarantees.\u003c/p>\n\u003cp>And any new equipment they used would have to be operated by union workers.\u003c/p>\n\u003cp>“Even if it comes down to one person pushing one button to run a whole port,” Bridges reportedly said, “that person will be union.”\u003c/p>\n\u003cp>That agreement largely remains in place, and ILWU members are among the best compensated blue-collar workers in the U.S. They receive an average salary of $155,000 a year, pay almost nothing for their health insurance, and get up to six weeks of paid vacation.\u003c/p>\n\u003cp>The longshoremen owe their leverage to the fact that, unlike factories and auto plants, ports cannot be outsourced.\u003c/p>\n\u003ch2>Where Machines Run the Port\u003c/h2>\n\u003cp>Ports can also be run by machines and computers, and, increasingly, robots.\u003c/p>\n\u003cp>My tour with Herrera continued as we headed across a towering bridge toward the Port of Long Beach and the Long Beach Container Terminal. Herrera’s mood changed as he looked across the water and saw remotely operated cranes and self-driving trucks.\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" src=\"https://giphy.com/embed/l0HUkguLk0Afp8LfO\" width=\"800\" height=\"400\" frameborder=\"0\" class=\"giphy-embed\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"https://giphy.com/gifs/l0HUkguLk0Afp8LfO\">via GIPHY\u003c/a>\u003c/p>\n\u003cp>“It makes me sick to my stomach,” he said, tightening his hands on the steering wheel. “I look at this place, and I do not like what it stands for. These machines get rid of men.”\u003c/p>\n\u003cp>I’d tried for weeks, unsuccessfully, to get into the Long Beach Container Terminal on my own. I even got so far as to get their president, Anthony Otto, on the phone. He agreed to show me around, but said I couldn’t record any audio, take any pictures, or quote him.\u003c/p>\n\u003cp>Then, the morning of the tour, he canceled. “It’s a sensitive time for us,” he said, referring me to his PR firm for further explanation.\u003c/p>\n\u003cp>The firm didn’t return my call.\u003c/p>\n\u003cp>Officials with the ILWU can enter the terminal at any time and bring guests. Herrera had invited me to come along.\u003c/p>\n\u003cp>He drove us into the terminal, and we stopped in front of LBCT’s 48 stacking cranes. They load containers onto semi-trucks that haul them out of the port to distribution warehouses. In a traditional terminal, workers operate them from booths on top, but in the LBCT, four people can control all 48 cranes at once.\u003c/p>\n\u003cp>“The same guy who used to drive the crane out in the yard eight hours a day is now doing it from a remote console, sipping coffee and listening to light music in air conditioning,” \u003ca href=\"https://www.youtube.com/watch?v=JIrPWW6r1uo&t=5s\">Otto said in a YouTube video\u003c/a> touting the benefits of automation.\u003c/p>\n\u003cp>The ILWU estimates that two-thirds of the longshore jobs at LBCT have disappeared due to automation. Neither Otto nor anyone else from LBCT would confirm the number of jobs lost, nor comment on the record for this story.\u003c/p>\n\u003cp>But they say automation creates opportunities for new kinds of jobs, like mechanics to maintain the self-driving vehicles. And, they say, their robots are cleaner than the diesel fueled, human-controlled machines they’re replacing.\u003c/p>\n\u003cp>The Long Beach Container Terminal emits 85 percent less diesel soot, 58 percent less nitrogen oxide (a component of smog), and 33 percent less carbon dioxide than a traditional dock at the ports.\u003c/p>\n\u003cp>Those kinds of reductions give Adrian Martinez, an environmental lawyer with Earthjustice, a very different take on the automated equipment at LBCT than guys like Gary Herrera.\u003c/p>\n\u003cp>“It’s exciting to see zero emissions equipment actually on the terminal,” Martinez said. “Because from a basic level, we’re not going to solve the air pollution crisis in the Los Angeles area until we eliminate port and freight pollution.”\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/KPCCgraf-800x466.jpg\" alt=\"\" width=\"800\" height=\"466\" class=\"aligncenter size-medium wp-image-11648608\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-800x466.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-160x93.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-1020x595.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-960x560.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-240x140.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-375x219.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-520x303.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003ch2>So, More Robots?\u003c/h2>\n\u003cp>In November 2017, \u003ca href=\"https://www.scpr.org/news/2017/11/02/77259/ports-to-vote-to-spend-up-to-14-billion-to-clean-u/\">the Port of Long Beach and the neighboring Port of Los Angeles pledged\u003c/a> to dramatically slash their emissions by phasing out internal combustion engines. Their goal is to replace all diesel trucks and cargo-handling equipment with zero-emissions equivalents by 2035. Usually that means electric vehicles.\u003c/p>\n\u003cp>The big question is whether the ports’ new mandate will lead to more automation.\u003c/p>\n\u003cp>Currently, electric cargo-handling equipment is more than twice as expensive as its diesel equivalent. That could lead terminal operators to choose to automate to save on labor costs, said Thomas Jelenic, who represents terminal operators as the vice president of the Pacific Merchant Shipping Association.\u003c/p>\n\u003cp>“People generally won’t seek out automation in and of itself unless they can justify it in some way,” he said. “But if they’re forced to electrify, the costs of electrification then dictate the need to automate.”\u003c/p>\n\u003cp>But Mark Sisson, a port planner with the consulting firm AECOM, thinks concerns about price are overblown. \u003c/p>\n\u003cp>He believes the price of electric cargo-handling equipment will drop now that there’s a mandate for the largest ports in the Western Hemisphere to buy it. And right now, at least three other marine terminals are testing human-controlled electric cargo equipment.\u003c/p>\n\u003ch2>Rage Against the Machine\u003c/h2>\n\u003cp>Of all the automated equipment inside the Long Beach Container Terminal, it’s the 72 self-driving vehicles that elicit the strongest reaction.\u003c/p>\n\u003cp>They’re the ones Frank Gaskin swore at in his video, and they’re the ones Gary Herrera glared as he stepped out of the SUV on the last stop on our tour.\u003c/p>\n\u003cp>“They got rid of jobs, there’s no more drivers,” he said, looking across the fence at the little green carts. “And so this is why we’re skeptical at all when they wanna say zero emissions.”\u003c/p>\n\u003cp>Because of all the uncertainty, the ILWU isn’t taking any chances. \u003c/p>\n\u003cp>In September 2017, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB134\">Gov. Jerry Brown signed a budget bill \u003c/a>allocating $900 million from the sale of carbon permits under California’s cap and trade program.\u003c/p>\n\u003cp>Up to $140 million will be sent to the ports for clean freight and ships, but the ILWU lobbied hard to ensure that none of it could be used for automated equipment. \u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>If the terminals want to automate, they have to do it on their own.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A foul-mouthed longshoreman named Frank Gaskin pointed his phone at a chain link fence at the Port of Long Beach last summer and made a video of the robots that had taken his and his buddies’ jobs.\u003c/p>\n\u003cp>In the video, flatbed carts glide by carrying cargo containers around the dock. They’re self-driving, guided by computers and magnets beneath the pavement. As one passes soundlessly near the fence, Gaskin yells, “f— you automation mother f—–!”\u003c/p>\n\u003cp>At 21 of the 22 docks at the Port of Long Beach, most of the work of loading and unloading cargo from containers ships is still done by people, not by robots. \u003c/p>\n\u003cp>The Long Beach Container Terminal, which opened in April 2016, is an exception. It requires two-thirds fewer workers than traditional terminals. And that frightens the International Longshore and Warehouse Union, which controls all the jobs at the docks.\u003c/p>\n\u003cp>\u003cem>Note: This video contains profanity.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/fvrPcgM5cH4'\n title='//www.youtube.com/embed/fvrPcgM5cH4'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>But viewed from another perspective, automation is part of the solution to one of Southern California’s most vexing environmental problems: the worst air pollution in the country.\u003c/p>\n\u003cp>Diesel trucks and equipment are the largest contributors to that air pollution, and the ports are the largest single source of those emissions.\u003c/p>\n\u003cp>But the automated carts at the Long Beach Container Terminal run on electricity, which can be generated by natural gas or renewable energy. Look closely as the cart nears Gaskin’s camera, and you can see the words, written in bright white letters on a green background, “zero emissions.”\u003c/p>\n\u003cp>Gaskin captioned his video: “Automation in Long Beach Container Terminal will hurt everyone.”\u003c/p>\n\u003cp>But what if automating is also a way to help everyone by cleaning the air and fighting climate change?\u003c/p>\n\u003ch2>Where People Run the Port\u003c/h2>\n\u003cp>To understand how radically different the Long Beach Container Terminal is, you first have to visit a traditional terminal, where people control each piece of equipment.\u003c/p>\n\u003cp>Gary Herrera, the vice president of the ILWU Local 13, took me on a tour of the Everport Terminal at the Port of Los Angeles. He pointed out workers unloading containers, driving forklifts and operating cranes.\u003c/p>\n\u003cp>“Everyone you see, those are longshoremen,” Herrera said proudly.\u003c/p>\n\u003cfigure id=\"attachment_11648613\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/PortofLongBeach-800x533.jpg\" alt=\"A crane lifts a container from the Hanjin Greece container ship at the Port of Long Beach in 2016.\" width=\"800\" height=\"533\" class=\"size-medium wp-image-11648613\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/PortofLongBeach-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A crane lifts a container from the Hanjin Greece container ship at the Port of Long Beach in 2016. \u003ccite>(DAVID MCNEW/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>There are just over 14,000 unionized longshoremen on the West Coast, but that number is half of what it was in 1960. That’s even though the ports move more than 14 times as much cargo.\u003c/p>\n\u003cp>The ILWU’s founder, Harry Bridges, started preparing for automation in the 1950s. At that time, “automation” came in the form of containers that replaced individual bales, bundles and boxes of goods to be shipped. The containers carried more cargo and required fewer hands. Bridges signed an agreement with the terminal operators allowing that, but he did so only after ensuring his members got higher pay and pension guarantees.\u003c/p>\n\u003cp>And any new equipment they used would have to be operated by union workers.\u003c/p>\n\u003cp>“Even if it comes down to one person pushing one button to run a whole port,” Bridges reportedly said, “that person will be union.”\u003c/p>\n\u003cp>That agreement largely remains in place, and ILWU members are among the best compensated blue-collar workers in the U.S. They receive an average salary of $155,000 a year, pay almost nothing for their health insurance, and get up to six weeks of paid vacation.\u003c/p>\n\u003cp>The longshoremen owe their leverage to the fact that, unlike factories and auto plants, ports cannot be outsourced.\u003c/p>\n\u003ch2>Where Machines Run the Port\u003c/h2>\n\u003cp>Ports can also be run by machines and computers, and, increasingly, robots.\u003c/p>\n\u003cp>My tour with Herrera continued as we headed across a towering bridge toward the Port of Long Beach and the Long Beach Container Terminal. Herrera’s mood changed as he looked across the water and saw remotely operated cranes and self-driving trucks.\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" src=\"https://giphy.com/embed/l0HUkguLk0Afp8LfO\" width=\"800\" height=\"400\" frameborder=\"0\" class=\"giphy-embed\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"https://giphy.com/gifs/l0HUkguLk0Afp8LfO\">via GIPHY\u003c/a>\u003c/p>\n\u003cp>“It makes me sick to my stomach,” he said, tightening his hands on the steering wheel. “I look at this place, and I do not like what it stands for. These machines get rid of men.”\u003c/p>\n\u003cp>I’d tried for weeks, unsuccessfully, to get into the Long Beach Container Terminal on my own. I even got so far as to get their president, Anthony Otto, on the phone. He agreed to show me around, but said I couldn’t record any audio, take any pictures, or quote him.\u003c/p>\n\u003cp>Then, the morning of the tour, he canceled. “It’s a sensitive time for us,” he said, referring me to his PR firm for further explanation.\u003c/p>\n\u003cp>The firm didn’t return my call.\u003c/p>\n\u003cp>Officials with the ILWU can enter the terminal at any time and bring guests. Herrera had invited me to come along.\u003c/p>\n\u003cp>He drove us into the terminal, and we stopped in front of LBCT’s 48 stacking cranes. They load containers onto semi-trucks that haul them out of the port to distribution warehouses. In a traditional terminal, workers operate them from booths on top, but in the LBCT, four people can control all 48 cranes at once.\u003c/p>\n\u003cp>“The same guy who used to drive the crane out in the yard eight hours a day is now doing it from a remote console, sipping coffee and listening to light music in air conditioning,” \u003ca href=\"https://www.youtube.com/watch?v=JIrPWW6r1uo&t=5s\">Otto said in a YouTube video\u003c/a> touting the benefits of automation.\u003c/p>\n\u003cp>The ILWU estimates that two-thirds of the longshore jobs at LBCT have disappeared due to automation. Neither Otto nor anyone else from LBCT would confirm the number of jobs lost, nor comment on the record for this story.\u003c/p>\n\u003cp>But they say automation creates opportunities for new kinds of jobs, like mechanics to maintain the self-driving vehicles. And, they say, their robots are cleaner than the diesel fueled, human-controlled machines they’re replacing.\u003c/p>\n\u003cp>The Long Beach Container Terminal emits 85 percent less diesel soot, 58 percent less nitrogen oxide (a component of smog), and 33 percent less carbon dioxide than a traditional dock at the ports.\u003c/p>\n\u003cp>Those kinds of reductions give Adrian Martinez, an environmental lawyer with Earthjustice, a very different take on the automated equipment at LBCT than guys like Gary Herrera.\u003c/p>\n\u003cp>“It’s exciting to see zero emissions equipment actually on the terminal,” Martinez said. “Because from a basic level, we’re not going to solve the air pollution crisis in the Los Angeles area until we eliminate port and freight pollution.”\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/KPCCgraf-800x466.jpg\" alt=\"\" width=\"800\" height=\"466\" class=\"aligncenter size-medium wp-image-11648608\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-800x466.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-160x93.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-1020x595.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-960x560.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-240x140.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-375x219.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf-520x303.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/02/KPCCgraf.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003ch2>So, More Robots?\u003c/h2>\n\u003cp>In November 2017, \u003ca href=\"https://www.scpr.org/news/2017/11/02/77259/ports-to-vote-to-spend-up-to-14-billion-to-clean-u/\">the Port of Long Beach and the neighboring Port of Los Angeles pledged\u003c/a> to dramatically slash their emissions by phasing out internal combustion engines. Their goal is to replace all diesel trucks and cargo-handling equipment with zero-emissions equivalents by 2035. Usually that means electric vehicles.\u003c/p>\n\u003cp>The big question is whether the ports’ new mandate will lead to more automation.\u003c/p>\n\u003cp>Currently, electric cargo-handling equipment is more than twice as expensive as its diesel equivalent. That could lead terminal operators to choose to automate to save on labor costs, said Thomas Jelenic, who represents terminal operators as the vice president of the Pacific Merchant Shipping Association.\u003c/p>\n\u003cp>“People generally won’t seek out automation in and of itself unless they can justify it in some way,” he said. “But if they’re forced to electrify, the costs of electrification then dictate the need to automate.”\u003c/p>\n\u003cp>But Mark Sisson, a port planner with the consulting firm AECOM, thinks concerns about price are overblown. \u003c/p>\n\u003cp>He believes the price of electric cargo-handling equipment will drop now that there’s a mandate for the largest ports in the Western Hemisphere to buy it. And right now, at least three other marine terminals are testing human-controlled electric cargo equipment.\u003c/p>\n\u003ch2>Rage Against the Machine\u003c/h2>\n\u003cp>Of all the automated equipment inside the Long Beach Container Terminal, it’s the 72 self-driving vehicles that elicit the strongest reaction.\u003c/p>\n\u003cp>They’re the ones Frank Gaskin swore at in his video, and they’re the ones Gary Herrera glared as he stepped out of the SUV on the last stop on our tour.\u003c/p>\n\u003cp>“They got rid of jobs, there’s no more drivers,” he said, looking across the fence at the little green carts. “And so this is why we’re skeptical at all when they wanna say zero emissions.”\u003c/p>\n\u003cp>Because of all the uncertainty, the ILWU isn’t taking any chances. \u003c/p>\n\u003cp>In September 2017, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB134\">Gov. Jerry Brown signed a budget bill \u003c/a>allocating $900 million from the sale of carbon permits under California’s cap and trade program.\u003c/p>\n\u003cp>Up to $140 million will be sent to the ports for clean freight and ships, but the ILWU lobbied hard to ensure that none of it could be used for automated equipment. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If the terminals want to automate, they have to do it on their own.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Study Finds Drop in Hand-Held Cellphone Use by California Drivers",
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"headTitle": "Study Finds Drop in Hand-Held Cellphone Use by California Drivers | KQED",
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"content": "\u003cp>Are California drivers finally getting the message that using cellphones while they’re behind the wheel is unsafe — not to mention illegal?\u003c/p>\n\u003cp>\u003ca href=\"http://www.ots.ca.gov/Media_and_Research/Publications_and_Reports/doc/2017_Cell_Phone_Study.pdf\" target=\"_blank\" rel=\"noopener\">A new study\u003c/a> released by the state’s \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a> suggests the answer is a resounding “maybe.”\u003c/p>\n\u003cp>The report, based on actual human observers eyeballing traffic at 204 locations in 17 California counties, found that 3.58 percent of drivers were seen either holding a phone to their ear, talking into a phone or manipulating a phone as if they were texting. \u003c/p>\n\u003cp>Before we get to whatever trend all those those numbers might show, we’ll observe that those percentages sound way low given what we all see, and perhaps do, when we drive. And the numbers seem at first glance to contradict \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2211335516301097?via%3Dihub\" target=\"_blank\" rel=\"noopener\">driver surveys\u003c/a> and \u003ca href=\"http://blog.zendrive.com/distracted-driving/\" target=\"_blank\" rel=\"noopener\">other statistical studies\u003c/a> that have consistently found \u003cem>most\u003c/em> drivers pick up their mobile phones for texting, talking and other tasks while on the road.\u003c/p>\n\u003cp>But Professor Bill Bommer of Fresno State’s Craig School of Business, who was the project coordinator for the report, says there’s no contradiction.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bommer said the 3.58 percent figure represents the number of drivers with cellphones in hand \u003cem>at any one time\u003c/em>.\u003c/p>\n\u003cp>“That’s the percentage of people who are currently doing it,” Bommer said.\u003c/p>\n\u003cp>The higher numbers from driver surveys reflect “whether they have done it across a long period of time,” he said. “If you texted twice last month, you would show up in the survey number. But unless you happened to be texting while you were being observed by a roadside observer, you would not show up in the lower number.”\u003c/p>\n\u003cp>So: The new study is suggesting that statewide, about one in 28 of your fellow motorists are texting or talking on their hand-held phones right this very minute. If you count hands-free devices, the ratio is about one in 13.\u003c/p>\n\u003cp>The survey found San Bernardino County drivers had the highest rate of hand-held cellphone use — 8.2 percent. In second place: drivers in Contra Costa County, at 6.3 percent. Among other Bay Area counties surveyed: Alameda, 2.66 percent; Sonoma, 2.35 percent; Solano, 2.13 percent; and San Mateo, 1.05 percent.\u003c/p>\n\u003cp>Still, the study finds preliminary signs of a decline in the statewide percentage of drivers observed using phones behind the wheel.\u003c/p>\n\u003cp>Bommer said the best basis for comparison with previous years was the report’s estimate of cellphone use including hands-free devices. The report concludes that accounting for both hand-held and hands-free phones, 7.64 percent of drivers used the devices at any given time in 2017, compared with 12.8 percent in 2016, 9.2 percent in 2015 and 6.6 percent in 2014.\u003c/p>\n\u003cp>“I do think there’s been some impact of public awareness campaigns, et cetera, that are making people more aware of not actively texting and driving,” Bommer said. “You see those numbers down with fines and enforcement up.”\u003c/p>\n\u003cp>But Bommer added that more data are needed to understand whether the 2017 numbers really signal a downward trend. “Overall, it will take looking at this a couple more years to really see the impact,” he said.\u003c/p>\n\u003cp>In part, that’s because of a shift in the methodology used in the 2017 survey.\u003c/p>\n\u003cp>Earlier surveys targeted streets and highways Caltrans identified as the busiest in the state. The 2017 study, using federal guidelines, focused on counties that had the highest number of fatalities and used a variety of roads in each county — not necessarily just the busiest ones.\u003c/p>\n\u003cp>“It’s more shifted toward a real representation of the whole state and away from just picking some selected cities we’re going to look at,” Bommer said. “The new sample has to be reflective of your entire state, and it didn’t use to have to be.”\u003c/p>\n\u003cp>All use of hand-held cellphones while driving was outlawed by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1785\" target=\"_blank\" rel=\"noopener\">a 2016 law\u003c/a> sponsored by East Bay Assemblyman Bill Quirk. Citations carry a minimum fine and fees of $162.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to the California Highway Patrol, the number of traffic collisions involving drivers using cellphones fell from 1,968 in 2016 to 1,894 last year — a 3.8 percent decline. But the number of people killed in such crashes was 18 both years, with injuries climbing from 849 to 877, or 3.3 percent.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Are California drivers finally getting the message that using cellphones while they’re behind the wheel is unsafe — not to mention illegal?\u003c/p>\n\u003cp>\u003ca href=\"http://www.ots.ca.gov/Media_and_Research/Publications_and_Reports/doc/2017_Cell_Phone_Study.pdf\" target=\"_blank\" rel=\"noopener\">A new study\u003c/a> released by the state’s \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a> suggests the answer is a resounding “maybe.”\u003c/p>\n\u003cp>The report, based on actual human observers eyeballing traffic at 204 locations in 17 California counties, found that 3.58 percent of drivers were seen either holding a phone to their ear, talking into a phone or manipulating a phone as if they were texting. \u003c/p>\n\u003cp>Before we get to whatever trend all those those numbers might show, we’ll observe that those percentages sound way low given what we all see, and perhaps do, when we drive. And the numbers seem at first glance to contradict \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2211335516301097?via%3Dihub\" target=\"_blank\" rel=\"noopener\">driver surveys\u003c/a> and \u003ca href=\"http://blog.zendrive.com/distracted-driving/\" target=\"_blank\" rel=\"noopener\">other statistical studies\u003c/a> that have consistently found \u003cem>most\u003c/em> drivers pick up their mobile phones for texting, talking and other tasks while on the road.\u003c/p>\n\u003cp>But Professor Bill Bommer of Fresno State’s Craig School of Business, who was the project coordinator for the report, says there’s no contradiction.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bommer said the 3.58 percent figure represents the number of drivers with cellphones in hand \u003cem>at any one time\u003c/em>.\u003c/p>\n\u003cp>“That’s the percentage of people who are currently doing it,” Bommer said.\u003c/p>\n\u003cp>The higher numbers from driver surveys reflect “whether they have done it across a long period of time,” he said. “If you texted twice last month, you would show up in the survey number. But unless you happened to be texting while you were being observed by a roadside observer, you would not show up in the lower number.”\u003c/p>\n\u003cp>So: The new study is suggesting that statewide, about one in 28 of your fellow motorists are texting or talking on their hand-held phones right this very minute. If you count hands-free devices, the ratio is about one in 13.\u003c/p>\n\u003cp>The survey found San Bernardino County drivers had the highest rate of hand-held cellphone use — 8.2 percent. In second place: drivers in Contra Costa County, at 6.3 percent. Among other Bay Area counties surveyed: Alameda, 2.66 percent; Sonoma, 2.35 percent; Solano, 2.13 percent; and San Mateo, 1.05 percent.\u003c/p>\n\u003cp>Still, the study finds preliminary signs of a decline in the statewide percentage of drivers observed using phones behind the wheel.\u003c/p>\n\u003cp>Bommer said the best basis for comparison with previous years was the report’s estimate of cellphone use including hands-free devices. The report concludes that accounting for both hand-held and hands-free phones, 7.64 percent of drivers used the devices at any given time in 2017, compared with 12.8 percent in 2016, 9.2 percent in 2015 and 6.6 percent in 2014.\u003c/p>\n\u003cp>“I do think there’s been some impact of public awareness campaigns, et cetera, that are making people more aware of not actively texting and driving,” Bommer said. “You see those numbers down with fines and enforcement up.”\u003c/p>\n\u003cp>But Bommer added that more data are needed to understand whether the 2017 numbers really signal a downward trend. “Overall, it will take looking at this a couple more years to really see the impact,” he said.\u003c/p>\n\u003cp>In part, that’s because of a shift in the methodology used in the 2017 survey.\u003c/p>\n\u003cp>Earlier surveys targeted streets and highways Caltrans identified as the busiest in the state. The 2017 study, using federal guidelines, focused on counties that had the highest number of fatalities and used a variety of roads in each county — not necessarily just the busiest ones.\u003c/p>\n\u003cp>“It’s more shifted toward a real representation of the whole state and away from just picking some selected cities we’re going to look at,” Bommer said. “The new sample has to be reflective of your entire state, and it didn’t use to have to be.”\u003c/p>\n\u003cp>All use of hand-held cellphones while driving was outlawed by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1785\" target=\"_blank\" rel=\"noopener\">a 2016 law\u003c/a> sponsored by East Bay Assemblyman Bill Quirk. Citations carry a minimum fine and fees of $162.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to the California Highway Patrol, the number of traffic collisions involving drivers using cellphones fell from 1,968 in 2016 to 1,894 last year — a 3.8 percent decline. But the number of people killed in such crashes was 18 both years, with injuries climbing from 849 to 877, or 3.3 percent.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Restoring a Lane on Richmond-San Rafael Bridge to Ease a Commute Headache",
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"content": "\u003cp>[dropcap]O[/dropcap]nce upon a time, the Richmond-San Rafael Bridge was so lightly traveled that it was no big deal to give up a traffic lane -- going from three lanes to two.\u003c/p>\n\u003cp>That happened back in 1977, when Marin County's water supply was dwindling amid one of California's worst droughts. The emergency solution: a pipeline across the bridge to carry water from the East Bay to thirsty Marinites.\u003c/p>\n\u003cp>The pipeline was routed across the right lane on the bridge's upper westbound deck. Although the pipeline was used for less than a year and was removed in 1982, the lane it took over was never restored for vehicular traffic, serving instead as a shoulder lane. In 1980, the lower eastbound deck was also reduced to two traffic lanes, with the rightmost lane converted to a breakdown lane.\u003c/p>\n\u003cfigure id=\"attachment_11648479\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/Screen-Shot-2018-02-06-at-3.58.22-PM-e1517967121207.png\">\u003cimg class=\"size-full wp-image-11648479\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/Screen-Shot-2018-02-06-at-3.58.22-PM-e1517967121207.png\" alt=\"\" width=\"300\" height=\"1057\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An August 1980 news item announced Caltrans' plans to close an eastbound lane on the Richmond-San Rafael Bridge. The work was expected to take two weeks and cost $15,000. \u003ccite>(Petaluma Argus-Courier via Newspapers.com)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, those long-ago lane reductions are about to be reversed.\u003c/p>\n\u003cp>In part, that's because the Interstate 580 corridor across the bridge has joined most of the rest of the Bay Area in traffic congestion hell. And in part, it's because of a long-held dream to give cyclists and pedestrians access to the span.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The first phase of the project involves the reopening of the \"lost\" lower-deck lane. Sometime before the end of April, and perhaps sooner, drivers will have access to a third eastbound bridge lane weekday afternoons from 2 p.m. to 7 p.m.\u003c/p>\n\u003cp>The lane restoration project was approved in 2015 and started in January 2017. It has involved significant -- and costly -- road and lane realignments on both ends of the bridge. For instance, accommodating a third lane on the Richmond end of the bridge required demolishing a massive retaining wall, excavating the adjacent hillside and building a new wall. Part of that work was necessary to build a second exit lane to Richmond Parkway, a busy connector to Interstate 80. The project has also required installation of new electric signs on the lower deck to alert drivers when the new lane is available.\u003c/p>\n\u003cp>The total for this part of the project: about $37 million. The cash comes from toll revenue administered by the Bay Area Toll Authority, which operates the region's seven state-owned spans.\u003c/p>\n\u003cp>The project's second phase is to put a bike-pedestrian lane in the upper deck's right lane. One rationale for the facility, beyond it being a new venue for cyclists and walkers to take in a spectacular view, is that it would close a key link in \u003ca href=\"http://baytrail.org/\" target=\"_blank\" rel=\"noopener\">the Bay Trail\u003c/a>. The planned 500-mile cycling and walking route around the bay has been in development since 1989.\u003c/p>\n\u003cp>The bike-pedestrian path would feature a movable barrier similar to the one used on the Golden Gate Bridge. BATA approved construction funding last month, and the path is expected to open in early 2019. The cost for this part of the project: $25 million, also from bridge tolls.\u003c/p>\n\u003cp>Both the \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/major-regional-projects/richmond-san-rafael-bridge-access-improvements\" target=\"_blank\" rel=\"noopener\">eastbound and westbound lane initiatives\u003c/a> were approved as four-year pilot projects undertaken in conjunction with Caltrans, the Contra Costa Transit Authority and the Transportation Authority of Marin.\u003c/p>\n\u003cp>The eastbound commute lane will be assessed for its effectiveness in easing the rotten afternoon traffic from Marin to Contra Costa. The westbound bike-pedestrian path will be watched closely for the amount of usage it gets.\u003c/p>\n\u003cp>Recently, officials in both Marin and Contra Costa have argued that because the westbound morning commute across the bridge is snarled, they want the restored upper-deck lane to be used for cars part of the time -- during rush hours, perhaps, or throughout the week, with bikes getting access during off-hours and/or on weekends.\u003c/p>\n\u003cp>However, both transportation officials and bike advocates say that allowing cars to use the new lane would be complicated by several factors -- some regulatory, some practical.\u003c/p>\n\u003cp>The regulatory: The bridge projects required environmental studies and signoff from the Bay Conservation and Development Commission; making it likely that mixed use on the upper-deck lane would require a new study and new approvals. The practical: Opening a third lane to westbound traffic would likely move the existing congestion a little way down the road, into San Rafael, because of: a) I-580's two-lane configuration as it heads up to U.S. 101, and b) the need to re-engineer or improve existing ramps and surface capacity west of the bridge.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>However, after formal requests from Marin and Contra Costa officials, the toll authority and Metropolitan Transportation Commission have agreed to conduct a study on restoring vehicular traffic to a third upper-deck lane.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The first phase of the project involves the reopening of the \"lost\" lower-deck lane. Sometime before the end of April, and perhaps sooner, drivers will have access to a third eastbound bridge lane weekday afternoons from 2 p.m. to 7 p.m.\u003c/p>\n\u003cp>The lane restoration project was approved in 2015 and started in January 2017. It has involved significant -- and costly -- road and lane realignments on both ends of the bridge. For instance, accommodating a third lane on the Richmond end of the bridge required demolishing a massive retaining wall, excavating the adjacent hillside and building a new wall. Part of that work was necessary to build a second exit lane to Richmond Parkway, a busy connector to Interstate 80. The project has also required installation of new electric signs on the lower deck to alert drivers when the new lane is available.\u003c/p>\n\u003cp>The total for this part of the project: about $37 million. The cash comes from toll revenue administered by the Bay Area Toll Authority, which operates the region's seven state-owned spans.\u003c/p>\n\u003cp>The project's second phase is to put a bike-pedestrian lane in the upper deck's right lane. One rationale for the facility, beyond it being a new venue for cyclists and walkers to take in a spectacular view, is that it would close a key link in \u003ca href=\"http://baytrail.org/\" target=\"_blank\" rel=\"noopener\">the Bay Trail\u003c/a>. The planned 500-mile cycling and walking route around the bay has been in development since 1989.\u003c/p>\n\u003cp>The bike-pedestrian path would feature a movable barrier similar to the one used on the Golden Gate Bridge. BATA approved construction funding last month, and the path is expected to open in early 2019. The cost for this part of the project: $25 million, also from bridge tolls.\u003c/p>\n\u003cp>Both the \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/major-regional-projects/richmond-san-rafael-bridge-access-improvements\" target=\"_blank\" rel=\"noopener\">eastbound and westbound lane initiatives\u003c/a> were approved as four-year pilot projects undertaken in conjunction with Caltrans, the Contra Costa Transit Authority and the Transportation Authority of Marin.\u003c/p>\n\u003cp>The eastbound commute lane will be assessed for its effectiveness in easing the rotten afternoon traffic from Marin to Contra Costa. The westbound bike-pedestrian path will be watched closely for the amount of usage it gets.\u003c/p>\n\u003cp>Recently, officials in both Marin and Contra Costa have argued that because the westbound morning commute across the bridge is snarled, they want the restored upper-deck lane to be used for cars part of the time -- during rush hours, perhaps, or throughout the week, with bikes getting access during off-hours and/or on weekends.\u003c/p>\n\u003cp>However, both transportation officials and bike advocates say that allowing cars to use the new lane would be complicated by several factors -- some regulatory, some practical.\u003c/p>\n\u003cp>The regulatory: The bridge projects required environmental studies and signoff from the Bay Conservation and Development Commission; making it likely that mixed use on the upper-deck lane would require a new study and new approvals. The practical: Opening a third lane to westbound traffic would likely move the existing congestion a little way down the road, into San Rafael, because of: a) I-580's two-lane configuration as it heads up to U.S. 101, and b) the need to re-engineer or improve existing ramps and surface capacity west of the bridge.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>However, after formal requests from Marin and Contra Costa officials, the toll authority and Metropolitan Transportation Commission have agreed to conduct a study on restoring vehicular traffic to a third upper-deck lane.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>When you joke to your friends that L.A. has the worst traffic in the world, it's actually true.\u003c/p>\n\u003cp>For the sixth straight year, Los Angeles took the top spot on the Global Traffic Scorecard. That means the city is number one for congestion -- out of more than 1,000 different cities.\u003c/p>\n\u003cp>L.A. drivers spent 102 hours in gridlock last year during peak time periods, according to the transportation analytics firm Inrix.\u003c/p>\n\u003cp>\"L.A. has a booming economy, so as the economy grows, more people have jobs, more people are on the road. Also, obviously, just the sheer number of people in the L.A. metro area adds to congestion and the sprawling metropolitan area also adds to the congestion,\" said Mark Burfeind, communications director for Inrix.\u003c/p>\n\u003cp>He said one L.A. road is especially bad.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Surprisingly even though L.A. is the top-ranked most congested city in the world, L.A. only has one worst congested road in the U.S. -- and that's on the 10 eastbound between Figueroa and the 110, with commuters wasting an average of 74 hours a year,\" he said.\u003c/p>\n\u003cp>All that time playing bumper cars can be costly, too.\u003c/p>\n\u003cp>The average Angeleno driver pays $2,828 each year in wasted fuel, time and other indirect costs.\u003c/p>\n\u003cp>The more commercial vehicles idle in traffic, the more they cost -- and those costs are often passed on to consumers in the form of higher prices.\u003c/p>\n\u003cp>L.A. may have the worst traffic in the world, but it's in good company. New York drivers ranked second, spending 91 hours slogging it out on the road. San Francisco ranked fifth -- drivers there spent 79 hours staring at bumpers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As a whole, the United States has the dubious distinction of being the most congested developed country in the world. Ten U.S. cities were among the top 25 worldwide for worst traffic congestion.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When you joke to your friends that L.A. has the worst traffic in the world, it's actually true.\u003c/p>\n\u003cp>For the sixth straight year, Los Angeles took the top spot on the Global Traffic Scorecard. That means the city is number one for congestion -- out of more than 1,000 different cities.\u003c/p>\n\u003cp>L.A. drivers spent 102 hours in gridlock last year during peak time periods, according to the transportation analytics firm Inrix.\u003c/p>\n\u003cp>\"L.A. has a booming economy, so as the economy grows, more people have jobs, more people are on the road. Also, obviously, just the sheer number of people in the L.A. metro area adds to congestion and the sprawling metropolitan area also adds to the congestion,\" said Mark Burfeind, communications director for Inrix.\u003c/p>\n\u003cp>He said one L.A. road is especially bad.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Surprisingly even though L.A. is the top-ranked most congested city in the world, L.A. only has one worst congested road in the U.S. -- and that's on the 10 eastbound between Figueroa and the 110, with commuters wasting an average of 74 hours a year,\" he said.\u003c/p>\n\u003cp>All that time playing bumper cars can be costly, too.\u003c/p>\n\u003cp>The average Angeleno driver pays $2,828 each year in wasted fuel, time and other indirect costs.\u003c/p>\n\u003cp>The more commercial vehicles idle in traffic, the more they cost -- and those costs are often passed on to consumers in the form of higher prices.\u003c/p>\n\u003cp>L.A. may have the worst traffic in the world, but it's in good company. New York drivers ranked second, spending 91 hours slogging it out on the road. San Francisco ranked fifth -- drivers there spent 79 hours staring at bumpers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As a whole, the United States has the dubious distinction of being the most congested developed country in the world. Ten U.S. cities were among the top 25 worldwide for worst traffic congestion.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "A Raucous Google-Uber Fight is Finally Heading to Trial",
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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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"disqusTitle": "California Lawmakers OK Bullet Train Audit as Cost Rises",
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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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"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>\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>\u003c/p>\u003c/div>",
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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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"title": "Dockless Bike Firms Cry Foul After S.F. Agency Denies Permits",
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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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"id": "baycurious",
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
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"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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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"order": 1
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
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"source": "Commonwealth Club of California"
},
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"title": "Forum",
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"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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"meta": {
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"source": "WNYC"
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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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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"how-i-built-this": {
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"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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"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. ",
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"jerrybrown": {
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"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. ",
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"order": 18
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},
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"id": "latino-usa",
"title": "Latino USA",
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"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": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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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": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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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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