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"content": "\u003cp>It was that rarest of occurrences: a heart-warming BART moment. \u003c/p>\n\u003cp>Exiting just ahead of me at San Francisco’s 16th/Mission station one day last week, a woman, probably in her 20s, approached an unlocked side gate on the station’s concourse. \u003c/p>\n\u003cp>She glanced behind her and toward the agent’s booth, 20 yards or so away, to see if anyone who would do anything was watching. \u003c/p>\n\u003cp>Then she pushed the gate open and left without paying her fare … almost. \u003c/p>\n\u003cp>She hadn’t noticed the two BART cops standing just outside the gate, attending to a man suffering some form of medical distress. One of the officers looked at the young woman and smiled broadly. She turned with a “can you believe this?” look and headed toward the exit gates to put her ticket through like the rest of us fare-paying losers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>I couldn’t help it. It was so pleasing, and so surprising, to see a fare cheater get caught — even better than getting a seat at rush hour — that I whooped and called out, “There you go!” Another passenger broke into raucous guffaws. \u003c/p>\n\u003cp>If you ride BART with any regularity, you know how unusual that scene is. BART police have publicized focused enforcement targeting fare evasion in the last couple of months — including one involving Chief Carlos Rojas himself — and by our count, have announced issuing about 175 citations and warnings to fare jumpers and gate swingers in just the last five weeks. \u003c/p>\n\u003cp>But the prodigious scale of fare evasion on BART appears to dwarf the enforcement effort.\u003c/p>\n\u003cp>Earlier this year, \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-pegs-fare-cheat-losses-at-15-million-to-25-11082222.php\" target=\"_blank\" rel=\"noopener\">the agency estimated\u003c/a> as many as 22,000 people a day may glide in and out of the system without paying fares. The cheaters cost the agency, which is struggling to balance its budget, as much as $25 million a year. \u003c/p>\n\u003cp>Now, the agency is spending $2.65 million in the current year on a series of pilot initiatives to stem the tide of fare cheating. At the downtown Berkeley station, for instance, 5-foot-high glass barriers now surround the entrance to new, Clipper-only fare gates. Similar hard-to-jump barriers are slated for other stations. \u003c/p>\n\u003cp>BART is also moving to restrict movement through “swing gates” adjacent to agents’ booths throughout the system — a popular access point for fare evaders. The agency is also working to make it harder for people to use station elevators to avoid payment, in some instances incorporating elevator access into the stations’ paid areas. \u003c/p>\n\u003cp>At San Francisco’s Embarcadero station, the system’s busiest and the stop believed to have the highest incidence of fare evasion, BART is testing video software to try to get a handle on just how many people are using swing gates or jumping fare gates.\u003c/p>\n\u003cp>And at its meeting Thursday, the BART board of directors is scheduled to consider another step in cracking down on evaders: an ordinance that would help implement a “proof of payment” fare-checking system by imposing fines on those caught on trains or in paid areas of stations without valid fare cards. \u003c/p>\n\u003cp>The fines — $120 for adults, $60 for juveniles — would be administrative, not criminal. The new ordinance, to take effect Jan. 1, 2018, if approved, would be enforced by BART police and by a new six-person group of community service officers who would patrol trains and stations with new handheld fare-inspection devices. \u003c/p>\n\u003cp>BART’s \u003ca href=\"https://assets.documentcloud.org/documents/4029425/BART-Fare-Evasion-Reduction-Initiatives.pdf\" target=\"_blank\" rel=\"noopener\">proposed protocol\u003c/a> for fare inspections would direct officers to inspect \u003cem>everyone\u003c/em> on a car or in a given station area, requiring them to “progress from one person to the next closest person, not skipping any persons in between.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To try to ensure that anti-fare-evasion measures are enforced in a non-biased manner — in other words, that fare inspection don’t focus on minority riders or those who appear to be homeless — fare enforcement operations will be recorded on body cameras, according to the BART proposal, with random video pulled for review on a monthly basis. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>I couldn’t help it. It was so pleasing, and so surprising, to see a fare cheater get caught — even better than getting a seat at rush hour — that I whooped and called out, “There you go!” Another passenger broke into raucous guffaws. \u003c/p>\n\u003cp>If you ride BART with any regularity, you know how unusual that scene is. BART police have publicized focused enforcement targeting fare evasion in the last couple of months — including one involving Chief Carlos Rojas himself — and by our count, have announced issuing about 175 citations and warnings to fare jumpers and gate swingers in just the last five weeks. \u003c/p>\n\u003cp>But the prodigious scale of fare evasion on BART appears to dwarf the enforcement effort.\u003c/p>\n\u003cp>Earlier this year, \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-pegs-fare-cheat-losses-at-15-million-to-25-11082222.php\" target=\"_blank\" rel=\"noopener\">the agency estimated\u003c/a> as many as 22,000 people a day may glide in and out of the system without paying fares. The cheaters cost the agency, which is struggling to balance its budget, as much as $25 million a year. \u003c/p>\n\u003cp>Now, the agency is spending $2.65 million in the current year on a series of pilot initiatives to stem the tide of fare cheating. At the downtown Berkeley station, for instance, 5-foot-high glass barriers now surround the entrance to new, Clipper-only fare gates. Similar hard-to-jump barriers are slated for other stations. \u003c/p>\n\u003cp>BART is also moving to restrict movement through “swing gates” adjacent to agents’ booths throughout the system — a popular access point for fare evaders. The agency is also working to make it harder for people to use station elevators to avoid payment, in some instances incorporating elevator access into the stations’ paid areas. \u003c/p>\n\u003cp>At San Francisco’s Embarcadero station, the system’s busiest and the stop believed to have the highest incidence of fare evasion, BART is testing video software to try to get a handle on just how many people are using swing gates or jumping fare gates.\u003c/p>\n\u003cp>And at its meeting Thursday, the BART board of directors is scheduled to consider another step in cracking down on evaders: an ordinance that would help implement a “proof of payment” fare-checking system by imposing fines on those caught on trains or in paid areas of stations without valid fare cards. \u003c/p>\n\u003cp>The fines — $120 for adults, $60 for juveniles — would be administrative, not criminal. The new ordinance, to take effect Jan. 1, 2018, if approved, would be enforced by BART police and by a new six-person group of community service officers who would patrol trains and stations with new handheld fare-inspection devices. \u003c/p>\n\u003cp>BART’s \u003ca href=\"https://assets.documentcloud.org/documents/4029425/BART-Fare-Evasion-Reduction-Initiatives.pdf\" target=\"_blank\" rel=\"noopener\">proposed protocol\u003c/a> for fare inspections would direct officers to inspect \u003cem>everyone\u003c/em> on a car or in a given station area, requiring them to “progress from one person to the next closest person, not skipping any persons in between.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To try to ensure that anti-fare-evasion measures are enforced in a non-biased manner — in other words, that fare inspection don’t focus on minority riders or those who appear to be homeless — fare enforcement operations will be recorded on body cameras, according to the BART proposal, with random video pulled for review on a monthly basis. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>WASHINGTON -- Design limitations of the Tesla Model S's Autopilot system played a major role in the first known fatal crash of a highway vehicle operating under automated control systems, the National Transportation Safety Board says.\u003c/p>\n\u003cp>The board said in \u003ca href=\"https://www.ntsb.gov/news/events/Documents/2017-HWY16FH018-BMG-abstract.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">an abstract of it final report\u003c/a> the direct cause of the crash was an inattentive Tesla driver's over-reliance on technology and a truck driver who made a left-hand turn in front of the car. But the board also recommended that automakers incorporate safeguards that keep drivers' attention engaged and that limit the use of automated systems to the conditions for which they were designed.\u003c/p>\n\u003cp>Joshua Brown, 40, of Canton, Ohio, was traveling on a divided highway near Gainesville, Florida, using the Tesla's automated driving systems when he was killed.\u003c/p>\n\u003cp>Palo Alto-based Tesla had told Model S owners the automated systems should only be used on limited-access highways, which are primarily interstates. But the company didn't incorporate protections against their use on other types of roads, the board found. Despite upgrades since the May 2016 crash, Tesla has still not incorporated such protections, NTSB Chairman Robert Sumwalt said.\u003c/p>\n\u003cp>\"In this crash, Tesla's system worked as designed, but it was designed to perform limited tasks in a limited range of environments,\" he said. \"Tesla allowed the driver to use the system outside of the environment for which it was designed.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The result, Sumwalt said, was a collision \"that should never have happened.\"\u003c/p>\n\u003cp>In a statement, Tesla said \"we appreciate the NTSB's analysis of last year's tragic accident and we will evaluate their recommendations as we continue to evolve our technology.\" The company added that overall its automated driving systems, called Autopilot, improve safety.\u003c/p>\n\u003cp>NTSB directed its recommendations to automakers generally, rather than just Tesla, saying the oversight is an industrywide problem. Manufacturers should be able to use GPS mapping systems to create such safeguards, Sumwalt said.\u003c/p>\n\u003cp>Manufacturers should also develop systems for ensuring operators remain attentive to the vehicle's performance when using semi-autonomous driving systems other than detecting the pressure of hands on the steering wheeling, the NTSB recommended.\u003c/p>\n\u003cp>Brown had his hands on the sedan's steering wheel for only 25 seconds out of the 37.5 minutes the vehicle's cruise control and lane-keeping systems were in use prior to the crash, investigators found.\u003c/p>\n\u003cp>As a consequence, Brown's attention wandered and he didn't detect the semitrailer in his path, they said.\u003c/p>\n\u003cp>The Model S is a level 2 on a self-driving scale of 0 to 5. Level 5 vehicles can operate autonomously in nearly all circumstances. Level 2 automation systems are generally limited to use on interstate highways, which don't have intersections. Drivers are supposed to continuously monitor vehicle performance and be ready to take control if necessary.\u003c/p>\n\u003cp>Besides Tesla, automakers marketing level 2 systems include Audi, BMW, Inifiniti, Mercedes Benz and Volvo.\u003c/p>\n\u003cp>Investigators found that the Tesla Model S sedan's cameras and radar weren't capable of detecting a vehicle turning into its path.\u003c/p>\n\u003cp>Rather, the systems are designed to detect vehicles they are following to prevent rear-end collisions. The board re-issued previous recommendations that the government require all new cars and trucks to be equipped with technology that wirelessly transmits the vehicles' location, speed, heading and other information to other vehicles in order to prevent collisions.\u003c/p>\n\u003cp>Last December, the Obama administration proposed that new vehicles be able to wirelessly communicate with each other, with traffic lights and with other roadway infrastructure. Automakers were generally supportive of the proposal, but it hasn't been acted on by the Trump administration.\u003c/p>\n\u003cp>Brown's family defended his actions and Tesla in a statement released Monday. Brown was a technology geek and enthusiastic fan of the Model S who posted videos about the car and spoke to gatherings at Tesla stores.\u003c/p>\n\u003cp>\"Nobody wants tragedy to touch their family, but expecting to identify all limitations of an emerging technology and expecting perfection is not feasible either,\" the statement said.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, which regulates auto safety, declined this year to issue a recall or fine Tesla as a result of the crash, but it warned automakers they aren't to treat semiautonomous cars as if they were fully self-driving.\u003c/p>\n\u003cp>While the NTSB was meeting to consider the Tesla crash, Transportation Secretary Elaine Chao was in Michigan unveiling new self-driving car safety guidelines for automakers.\u003c/p>\n\u003cp>The guidelines encourage companies to put in place broad safety goals, such as making sure drivers are paying attention while using advanced assist systems. The systems are expected to detect and respond to people and objects both in and out of its travel path \"including pedestrians, bicyclists, animals, and objects that could affect safe operation of the vehicle,\" the guidelines say.\u003c/p>\n\u003cp>There is a 12-point safety checklist, but the government makes it clear that the guidelines are voluntary and not regulations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Auto Writer Dee-Ann Durbin in Ann Arbor, Michigan, contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>WASHINGTON -- Design limitations of the Tesla Model S's Autopilot system played a major role in the first known fatal crash of a highway vehicle operating under automated control systems, the National Transportation Safety Board says.\u003c/p>\n\u003cp>The board said in \u003ca href=\"https://www.ntsb.gov/news/events/Documents/2017-HWY16FH018-BMG-abstract.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">an abstract of it final report\u003c/a> the direct cause of the crash was an inattentive Tesla driver's over-reliance on technology and a truck driver who made a left-hand turn in front of the car. But the board also recommended that automakers incorporate safeguards that keep drivers' attention engaged and that limit the use of automated systems to the conditions for which they were designed.\u003c/p>\n\u003cp>Joshua Brown, 40, of Canton, Ohio, was traveling on a divided highway near Gainesville, Florida, using the Tesla's automated driving systems when he was killed.\u003c/p>\n\u003cp>Palo Alto-based Tesla had told Model S owners the automated systems should only be used on limited-access highways, which are primarily interstates. But the company didn't incorporate protections against their use on other types of roads, the board found. Despite upgrades since the May 2016 crash, Tesla has still not incorporated such protections, NTSB Chairman Robert Sumwalt said.\u003c/p>\n\u003cp>\"In this crash, Tesla's system worked as designed, but it was designed to perform limited tasks in a limited range of environments,\" he said. \"Tesla allowed the driver to use the system outside of the environment for which it was designed.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The result, Sumwalt said, was a collision \"that should never have happened.\"\u003c/p>\n\u003cp>In a statement, Tesla said \"we appreciate the NTSB's analysis of last year's tragic accident and we will evaluate their recommendations as we continue to evolve our technology.\" The company added that overall its automated driving systems, called Autopilot, improve safety.\u003c/p>\n\u003cp>NTSB directed its recommendations to automakers generally, rather than just Tesla, saying the oversight is an industrywide problem. Manufacturers should be able to use GPS mapping systems to create such safeguards, Sumwalt said.\u003c/p>\n\u003cp>Manufacturers should also develop systems for ensuring operators remain attentive to the vehicle's performance when using semi-autonomous driving systems other than detecting the pressure of hands on the steering wheeling, the NTSB recommended.\u003c/p>\n\u003cp>Brown had his hands on the sedan's steering wheel for only 25 seconds out of the 37.5 minutes the vehicle's cruise control and lane-keeping systems were in use prior to the crash, investigators found.\u003c/p>\n\u003cp>As a consequence, Brown's attention wandered and he didn't detect the semitrailer in his path, they said.\u003c/p>\n\u003cp>The Model S is a level 2 on a self-driving scale of 0 to 5. Level 5 vehicles can operate autonomously in nearly all circumstances. Level 2 automation systems are generally limited to use on interstate highways, which don't have intersections. Drivers are supposed to continuously monitor vehicle performance and be ready to take control if necessary.\u003c/p>\n\u003cp>Besides Tesla, automakers marketing level 2 systems include Audi, BMW, Inifiniti, Mercedes Benz and Volvo.\u003c/p>\n\u003cp>Investigators found that the Tesla Model S sedan's cameras and radar weren't capable of detecting a vehicle turning into its path.\u003c/p>\n\u003cp>Rather, the systems are designed to detect vehicles they are following to prevent rear-end collisions. The board re-issued previous recommendations that the government require all new cars and trucks to be equipped with technology that wirelessly transmits the vehicles' location, speed, heading and other information to other vehicles in order to prevent collisions.\u003c/p>\n\u003cp>Last December, the Obama administration proposed that new vehicles be able to wirelessly communicate with each other, with traffic lights and with other roadway infrastructure. Automakers were generally supportive of the proposal, but it hasn't been acted on by the Trump administration.\u003c/p>\n\u003cp>Brown's family defended his actions and Tesla in a statement released Monday. Brown was a technology geek and enthusiastic fan of the Model S who posted videos about the car and spoke to gatherings at Tesla stores.\u003c/p>\n\u003cp>\"Nobody wants tragedy to touch their family, but expecting to identify all limitations of an emerging technology and expecting perfection is not feasible either,\" the statement said.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, which regulates auto safety, declined this year to issue a recall or fine Tesla as a result of the crash, but it warned automakers they aren't to treat semiautonomous cars as if they were fully self-driving.\u003c/p>\n\u003cp>While the NTSB was meeting to consider the Tesla crash, Transportation Secretary Elaine Chao was in Michigan unveiling new self-driving car safety guidelines for automakers.\u003c/p>\n\u003cp>The guidelines encourage companies to put in place broad safety goals, such as making sure drivers are paying attention while using advanced assist systems. The systems are expected to detect and respond to people and objects both in and out of its travel path \"including pedestrians, bicyclists, animals, and objects that could affect safe operation of the vehicle,\" the guidelines say.\u003c/p>\n\u003cp>There is a 12-point safety checklist, but the government makes it clear that the guidelines are voluntary and not regulations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Auto Writer Dee-Ann Durbin in Ann Arbor, Michigan, contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A minor oil spill in San Pablo Bay at the Phillips 66 oil refinery this week was most likely caused by a corroded pipeline, a revelation prompting a new set of concerns as the energy company pushes to expand the number of oil tankers that unload crude at the Rodeo facility's marine terminal.\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.kqed.org/news/2017/09/05/agencies-investigate-another-oil-spill-at-phillips-66-east-bay-refinery/\" target=\"_blank\" rel=\"noopener noreferrer\">Monday morning spill,\u003c/a> which is the subject of three investigations, released an estimated 25 to 50 gallons of gas oil from a \"pinhole leak\" on an inactive pipe along the refinery's causeway, according to an email the company sent Contra Costa County health officials and obtained by KQED.\u003c/p>\n\u003cp>\"The cause of the leak is still under investigation, but is believed to have been due to localized corrosion,\" wrote Morgan Walker, the refinery's health and safety manager.\u003c/p>\n\u003cp>That disclosure reignited outrage from environmental groups opposed to \u003ca href=\"https://ww2.kqed.org/news/2017/07/27/phillips-66-seeks-big-increase-in-tanker-traffic-to-rodeo-refinery/\" target=\"_blank\" rel=\"noopener noreferrer\">Phillips' proposal\u003c/a> to raise the daily average of oil unloaded at the marine terminal from about 51,000 barrels to 130,000.\u003c/p>\n\u003cp>The company's request to expand came months after a spill in September 2016 at the same facility that was believed to have been the source of \u003ca href=\"https://ww2.kqed.org/news/2017/06/16/refinery-tanker-firm-cited-for-fumes-that-sickened-scores-in-vallejo/\" target=\"_blank\" rel=\"noopener noreferrer\">noxious fumes\u003c/a> that sickened dozens of people in Vallejo.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"This latest accident shows how little concern oil companies have for safety,\" said Hollin Kretzmann at the Center for Biological Diversity. \"We've got to be concerned about a repeat of this and the next accident could be bigger and much more damaging to our bay and nearby communities.\"\u003c/p>\n\u003cp>A corrosive pipeline indicates the marine terminal's infrastructure is getting old and could allow future spills, according to Sejal Choksi-Chugh, executive director of San Francisco Baykeeper.\u003c/p>\n\u003cp>\"The refinery cannot keep contaminating the Bay and our communities with oil,\" Choksi-Chugh said. \"And if they do, they cannot expect their proposal to more than double the amount of oil that they bring into the Bay Area to go unchallenged by the public and the responsible agencies.\"\u003c/p>\n\u003cp>Phillips 66 has said the extra tanker deliveries would replace crude oil currently delivered by pipeline.\u003c/p>\n\u003cp>A spokesman for the company has not responded to several requests for comment about the recent spill.\u003c/p>\n\u003cp>The refinery's letter to county health officials stresses that the spill was stopped and contained quickly and that there were no odor complaints or impacts to boating.\u003c/p>\n\u003cp>Randy Sawyer, the county's chief environmental health and hazardous materials officer, wants to know what the refinery is doing to avoid a repeat.\u003c/p>\n\u003cp>\"What I have asked them is what are they're doing to ensure the integrity of the rest of the line before they start that line back up,\" Sawyer said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The leak is under investigation by the U.S. Coast Guard, the California Department of Fish and Wildlife's Office of Spill Prevention and the Bay Area Air Quality Management District.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A minor oil spill in San Pablo Bay at the Phillips 66 oil refinery this week was most likely caused by a corroded pipeline, a revelation prompting a new set of concerns as the energy company pushes to expand the number of oil tankers that unload crude at the Rodeo facility's marine terminal.\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.kqed.org/news/2017/09/05/agencies-investigate-another-oil-spill-at-phillips-66-east-bay-refinery/\" target=\"_blank\" rel=\"noopener noreferrer\">Monday morning spill,\u003c/a> which is the subject of three investigations, released an estimated 25 to 50 gallons of gas oil from a \"pinhole leak\" on an inactive pipe along the refinery's causeway, according to an email the company sent Contra Costa County health officials and obtained by KQED.\u003c/p>\n\u003cp>\"The cause of the leak is still under investigation, but is believed to have been due to localized corrosion,\" wrote Morgan Walker, the refinery's health and safety manager.\u003c/p>\n\u003cp>That disclosure reignited outrage from environmental groups opposed to \u003ca href=\"https://ww2.kqed.org/news/2017/07/27/phillips-66-seeks-big-increase-in-tanker-traffic-to-rodeo-refinery/\" target=\"_blank\" rel=\"noopener noreferrer\">Phillips' proposal\u003c/a> to raise the daily average of oil unloaded at the marine terminal from about 51,000 barrels to 130,000.\u003c/p>\n\u003cp>The company's request to expand came months after a spill in September 2016 at the same facility that was believed to have been the source of \u003ca href=\"https://ww2.kqed.org/news/2017/06/16/refinery-tanker-firm-cited-for-fumes-that-sickened-scores-in-vallejo/\" target=\"_blank\" rel=\"noopener noreferrer\">noxious fumes\u003c/a> that sickened dozens of people in Vallejo.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"This latest accident shows how little concern oil companies have for safety,\" said Hollin Kretzmann at the Center for Biological Diversity. \"We've got to be concerned about a repeat of this and the next accident could be bigger and much more damaging to our bay and nearby communities.\"\u003c/p>\n\u003cp>A corrosive pipeline indicates the marine terminal's infrastructure is getting old and could allow future spills, according to Sejal Choksi-Chugh, executive director of San Francisco Baykeeper.\u003c/p>\n\u003cp>\"The refinery cannot keep contaminating the Bay and our communities with oil,\" Choksi-Chugh said. \"And if they do, they cannot expect their proposal to more than double the amount of oil that they bring into the Bay Area to go unchallenged by the public and the responsible agencies.\"\u003c/p>\n\u003cp>Phillips 66 has said the extra tanker deliveries would replace crude oil currently delivered by pipeline.\u003c/p>\n\u003cp>A spokesman for the company has not responded to several requests for comment about the recent spill.\u003c/p>\n\u003cp>The refinery's letter to county health officials stresses that the spill was stopped and contained quickly and that there were no odor complaints or impacts to boating.\u003c/p>\n\u003cp>Randy Sawyer, the county's chief environmental health and hazardous materials officer, wants to know what the refinery is doing to avoid a repeat.\u003c/p>\n\u003cp>\"What I have asked them is what are they're doing to ensure the integrity of the rest of the line before they start that line back up,\" Sawyer said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The leak is under investigation by the U.S. Coast Guard, the California Department of Fish and Wildlife's Office of Spill Prevention and the Bay Area Air Quality Management District.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART riders -- and especially those who take the system's Warm Springs and Dublin/Pleasanton lines and the Oakland International Airport connector -- here's \u003ca href=\"http://www.bart.gov/news/articles/2017/news20170814\" target=\"_blank\" rel=\"noopener noreferrer\">an important heads-up\u003c/a>: You'll see major changes in service and can count on delays during the Labor Day weekend.\u003c/p>\n\u003cp>That's because BART, as part of the system upgrade program financed by last year's Measure RR, will be replacing tracks and electrical equipment in downtown Oakland starting early Saturday morning.\u003c/p>\n\u003cp>Direct service on BART's Warm Springs and Dublin/Pleasanton lines will be replaced by a \"show up and go\" AC Transit bus bridge operating between West Oakland (for passengers traveling to and from San Francisco) or 19th Street (for passengers traveling to and from Richmond, Berkeley or the Pittsburg/Bay Point line) and Fruitvale Station. The buses will be free for those who have BART tickets.\u003c/p>\n\u003cp>Lake Merritt Station will be closed throughout the holiday weekend.\u003c/p>\n\u003cp>BART says passengers should allow 20 to 40 minutes extra for trips to and from Warm Springs, Dublin/Pleasanton and Oakland airport. Service on the system's other lines -- from Millbrae to Richmond and San Francisco International Airport to Pittsburg/Bay Point -- will not be affected.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Normal train service on all lines is scheduled to resume for Tuesday morning's rush hour.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here's BART's map outlining the service impacts:\u003c/p>\n\u003cfigure id=\"attachment_11614960\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english.jpg\">\u003cimg class=\"size-medium wp-image-11614960\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-800x941.jpg\" alt=\"\" width=\"800\" height=\"941\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-800x941.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-160x188.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-1020x1200.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-1180x1388.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-960x1129.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-240x282.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-375x441.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-520x612.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english.jpg 1275w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART's map outlining service impacts due to downtown Oakland track work over Labor Day weekend.\u003c/figcaption>\u003c/figure>\n\n",
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"excerpt": "Work will interrupt service on the Warm Springs and Dublin/Pleasanton lines and shut down Lake Merritt Station for the weekend.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART riders -- and especially those who take the system's Warm Springs and Dublin/Pleasanton lines and the Oakland International Airport connector -- here's \u003ca href=\"http://www.bart.gov/news/articles/2017/news20170814\" target=\"_blank\" rel=\"noopener noreferrer\">an important heads-up\u003c/a>: You'll see major changes in service and can count on delays during the Labor Day weekend.\u003c/p>\n\u003cp>That's because BART, as part of the system upgrade program financed by last year's Measure RR, will be replacing tracks and electrical equipment in downtown Oakland starting early Saturday morning.\u003c/p>\n\u003cp>Direct service on BART's Warm Springs and Dublin/Pleasanton lines will be replaced by a \"show up and go\" AC Transit bus bridge operating between West Oakland (for passengers traveling to and from San Francisco) or 19th Street (for passengers traveling to and from Richmond, Berkeley or the Pittsburg/Bay Point line) and Fruitvale Station. The buses will be free for those who have BART tickets.\u003c/p>\n\u003cp>Lake Merritt Station will be closed throughout the holiday weekend.\u003c/p>\n\u003cp>BART says passengers should allow 20 to 40 minutes extra for trips to and from Warm Springs, Dublin/Pleasanton and Oakland airport. Service on the system's other lines -- from Millbrae to Richmond and San Francisco International Airport to Pittsburg/Bay Point -- will not be affected.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Normal train service on all lines is scheduled to resume for Tuesday morning's rush hour.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here's BART's map outlining the service impacts:\u003c/p>\n\u003cfigure id=\"attachment_11614960\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english.jpg\">\u003cimg class=\"size-medium wp-image-11614960\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-800x941.jpg\" alt=\"\" width=\"800\" height=\"941\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-800x941.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-160x188.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-1020x1200.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-1180x1388.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-960x1129.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-240x282.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-375x441.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english-520x612.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/Downtown-Oakland-Labor-Day-closure-map-FINAL-english.jpg 1275w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART's map outlining service impacts due to downtown Oakland track work over Labor Day weekend.\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"title": "Parking After the Street Sweeper Passes: Legal or Not?",
"headTitle": "Parking After the Street Sweeper Passes: Legal or Not? | KQED",
"content": "\u003cp>If you live or work in San Francisco, you know landing a 12-hour parking spot on the street is one of those little victories of daily life. It means you don’t have to run out and move your car every couple of hours to avoid the parking ticket. And you don’t have to slink into the parking garage, defeated in your search for a free spot on the street.\u003c/p>\n\u003cp>It’s a few more bucks in your pocket.\u003c/p>\n\u003cp>But how much risk is that small victory worth?\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>Ashley Ortiz asked Bay Curious: “If you see a street cleaner come through on a street cleaning day, can you park on the block before the end of the NO PARKING time frame that’s posted?”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the interest of all parking scofflaws and saints, we set out to find the \u003cem>official\u003c/em> answer.\u003c/p>\n\u003cfigure id=\"attachment_11614805\" class=\"wp-caption alignright\" style=\"max-width: 350px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11614805\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/noparking-800x768.jpg\" alt=\"A street cleaning sign in San Francisco.\" width=\"350\" height=\"336\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-800x768.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-160x154.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-1020x979.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-960x921.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-240x230.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-375x360.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-520x499.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking.jpg 1142w\" sizes=\"(max-width: 350px) 100vw, 350px\">\u003cfigcaption class=\"wp-caption-text\">A street cleaning sign in San Francisco. \u003ccite>(Penny Nelson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Walking The Parking Enforcement Beat\u003c/h2>\n\u003cp>I made my way to the San Francisco Municipal Transportation Agency, where I met up with traffic enforcement officer Denise Golden. She’s funny, smart and 100 percent no-nonsense.\u003c/p>\n\u003cp>She says that while people with her job may not be the most well-liked, “without us, it would be chaos. People would never move their vehicles. It would be definitely a problem.”\u003c/p>\n\u003cp>I asked her Ashley’s question and her answer surprised me.\u003c/p>\n\u003cp>“Once the street sweeper has gone by, we do permit the vehicle to park curbside,” she says.\u003c/p>\n\u003cp>So — it’s legal!\u003c/p>\n\u003cp>But, beware. There’s a hitch.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Signs Got You Stumped?\u003c/h3>\n\u003cp>Is there another sign on the street you have a question about? Check out the \u003ca href=\"https://www.sfmta.com/getting-around/parking/how-park-legally\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA Parking Guide.\u003c/a>\u003c/p>\n\u003c/aside>\n\u003cp>Golden went on to say that, in many cases, street cleaning is a four-step process. So, even if you \u003cem>think\u003c/em> you’ve seen the street sweeper go by, you may have actually seen another vehicle.\u003c/p>\n\u003ch2>The Street Sweeping Process\u003c/h2>\n\u003cp>The first vehicle in the street cleaning parade is the broom support truck. A worker picks up large items off the street – things like big pieces of wood or an abandoned chair — and chucks them into this truck. They’re looking for anything that cannot be vacuumed up by the street sweeper.\u003c/p>\n\u003cfigure id=\"attachment_11614806\" class=\"wp-caption alignleft\" style=\"max-width: 350px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11614806\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/buggy-800x583.jpg\" alt=\"The parking enforcement officer typically comes just before the street sweeper.\" width=\"350\" height=\"255\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-800x583.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-160x117.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-1020x743.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-1180x860.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-960x699.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-240x175.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-520x379.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy.jpg 1632w\" sizes=\"(max-width: 350px) 100vw, 350px\">\u003cfigcaption class=\"wp-caption-text\">The parking enforcement officer typically comes just before the street sweeper. \u003ccite>(Penny Nelson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next comes the street flusher, which is used mostly on commercial streets like Market and Mission. The flusher has jets underneath the truck that shoot water on the roadway, loosening grime and grit.\u003c/p>\n\u003cp>Third in line is the parking ticket officer, citing cars that haven’t moved.\u003c/p>\n\u003cp>Finally, the street sweeper comes along with big brushes and a large tube that vacuums up all the remaining trash on the street.\u003c/p>\n\u003cp>After that final step, you can legally park.\u003c/p>\n\u003cp>You’re welcome.\u003c/p>\n\u003ch2>Wait, Four Steps? Really?\u003c/h2>\n\u003cp>I caught a ride one morning with John Sheehan, one of the city’s street sweepers, as he cleaned his route in Noe Valley. He was surprised to hear I’d been told street cleaning is a four-step process.\u003c/p>\n\u003cp>On his route, he said, it’s usually a two-step process: The parking enforcement person moves ahead of him and then he alone cleans the street.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>Turns out the cleaning process changes based on a variety of factors, like which street is being cleaned, which district the street is in, time of year, if there are special events and what’s been requested.\u003c/p>\n\u003cp>But whether it’s a two-step or four-step process, the bottom line is: Wait for that ticket buggy and street sweeper to roll by and you’re in the clear.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"excerpt": "There's one 'no parking' sign in San Francisco that you can bend the rules on ... if the conditions are right.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you live or work in San Francisco, you know landing a 12-hour parking spot on the street is one of those little victories of daily life. It means you don’t have to run out and move your car every couple of hours to avoid the parking ticket. And you don’t have to slink into the parking garage, defeated in your search for a free spot on the street.\u003c/p>\n\u003cp>It’s a few more bucks in your pocket.\u003c/p>\n\u003cp>But how much risk is that small victory worth?\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Ashley Ortiz asked Bay Curious: “If you see a street cleaner come through on a street cleaning day, can you park on the block before the end of the NO PARKING time frame that’s posted?”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the interest of all parking scofflaws and saints, we set out to find the \u003cem>official\u003c/em> answer.\u003c/p>\n\u003cfigure id=\"attachment_11614805\" class=\"wp-caption alignright\" style=\"max-width: 350px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11614805\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/noparking-800x768.jpg\" alt=\"A street cleaning sign in San Francisco.\" width=\"350\" height=\"336\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-800x768.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-160x154.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-1020x979.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-960x921.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-240x230.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-375x360.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-520x499.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/noparking.jpg 1142w\" sizes=\"(max-width: 350px) 100vw, 350px\">\u003cfigcaption class=\"wp-caption-text\">A street cleaning sign in San Francisco. \u003ccite>(Penny Nelson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Walking The Parking Enforcement Beat\u003c/h2>\n\u003cp>I made my way to the San Francisco Municipal Transportation Agency, where I met up with traffic enforcement officer Denise Golden. She’s funny, smart and 100 percent no-nonsense.\u003c/p>\n\u003cp>She says that while people with her job may not be the most well-liked, “without us, it would be chaos. People would never move their vehicles. It would be definitely a problem.”\u003c/p>\n\u003cp>I asked her Ashley’s question and her answer surprised me.\u003c/p>\n\u003cp>“Once the street sweeper has gone by, we do permit the vehicle to park curbside,” she says.\u003c/p>\n\u003cp>So — it’s legal!\u003c/p>\n\u003cp>But, beware. There’s a hitch.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>Signs Got You Stumped?\u003c/h3>\n\u003cp>Is there another sign on the street you have a question about? Check out the \u003ca href=\"https://www.sfmta.com/getting-around/parking/how-park-legally\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA Parking Guide.\u003c/a>\u003c/p>\n\u003c/aside>\n\u003cp>Golden went on to say that, in many cases, street cleaning is a four-step process. So, even if you \u003cem>think\u003c/em> you’ve seen the street sweeper go by, you may have actually seen another vehicle.\u003c/p>\n\u003ch2>The Street Sweeping Process\u003c/h2>\n\u003cp>The first vehicle in the street cleaning parade is the broom support truck. A worker picks up large items off the street – things like big pieces of wood or an abandoned chair — and chucks them into this truck. They’re looking for anything that cannot be vacuumed up by the street sweeper.\u003c/p>\n\u003cfigure id=\"attachment_11614806\" class=\"wp-caption alignleft\" style=\"max-width: 350px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11614806\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/buggy-800x583.jpg\" alt=\"The parking enforcement officer typically comes just before the street sweeper.\" width=\"350\" height=\"255\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-800x583.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-160x117.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-1020x743.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-1180x860.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-960x699.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-240x175.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy-520x379.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/buggy.jpg 1632w\" sizes=\"(max-width: 350px) 100vw, 350px\">\u003cfigcaption class=\"wp-caption-text\">The parking enforcement officer typically comes just before the street sweeper. \u003ccite>(Penny Nelson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next comes the street flusher, which is used mostly on commercial streets like Market and Mission. The flusher has jets underneath the truck that shoot water on the roadway, loosening grime and grit.\u003c/p>\n\u003cp>Third in line is the parking ticket officer, citing cars that haven’t moved.\u003c/p>\n\u003cp>Finally, the street sweeper comes along with big brushes and a large tube that vacuums up all the remaining trash on the street.\u003c/p>\n\u003cp>After that final step, you can legally park.\u003c/p>\n\u003cp>You’re welcome.\u003c/p>\n\u003ch2>Wait, Four Steps? Really?\u003c/h2>\n\u003cp>I caught a ride one morning with John Sheehan, one of the city’s street sweepers, as he cleaned his route in Noe Valley. He was surprised to hear I’d been told street cleaning is a four-step process.\u003c/p>\n\u003cp>On his route, he said, it’s usually a two-step process: The parking enforcement person moves ahead of him and then he alone cleans the street.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Turns out the cleaning process changes based on a variety of factors, like which street is being cleaned, which district the street is in, time of year, if there are special events and what’s been requested.\u003c/p>\n\u003cp>But whether it’s a two-step or four-step process, the bottom line is: Wait for that ticket buggy and street sweeper to roll by and you’re in the clear.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Uber says it has ended its tracking of users after they complete their rides -- a practice that \u003ca href=\"https://www.revealnews.org/article/uber-said-it-protects-you-from-spying-security-sources-say-otherwise/\" target=\"_blank\" rel=\"noopener noreferrer\">caused immediate concern\u003c/a> when the company \u003ca href=\"https://techcrunch.com/2016/11/28/uber-background-location-data-collection/\" target=\"_blank\" rel=\"noopener noreferrer\">added it\u003c/a> in November.\u003c/p>\n\u003cp>A spokeswoman for Uber tells NPR that users \u003ca href=\"https://help.uber.com/h/741744cb-125c-4efc-ab3f-4a977940ac87\" target=\"_blank\" rel=\"noopener noreferrer\">will now have the option\u003c/a> to share their location with the company only while using the app. That setting had been available before November's change.\u003c/p>\n\u003cp>\"Uber's latest update allows the ride-hailing app to track user location data even when the application is running in the background,\" NPR's Laura Roman \u003ca href=\"https://ww2.kqed.org/news/2016/12/02/uber-now-tracks-passengers-locations-even-after-theyre-dropped-off/\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> at the time. \"Previously, Uber only collected data from the user if the rider had the application open. Now, if a rider calls for an Uber and closes the app, Uber says it will continue to collect location data up until five minutes after the ride ends. That means Uber can see where you end up after you leave the car.\"\u003c/p>\n\u003cp>Uber chief security officer Joe Sullivan \u003ca href=\"https://www.reuters.com/article/us-uber-privacy-idUSKCN1B90EN\" target=\"_blank\" rel=\"noopener noreferrer\">told Reuters\u003c/a> the privacy change was unrelated to the company's \u003ca href=\"https://ww2.kqed.org/news/2017/08/28/uber-picks-new-ceo-expedias-dara-khosrowshahi/\" target=\"_blank\" rel=\"noopener noreferrer\">naming its new CEO\u003c/a> earlier this week.\u003c/p>\n\u003cp>\"We've been building through the turmoil and challenges because we already had our mandate,\" Sullivan told the news service.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After Uber changed the privacy options in November, users were forced into all-or-nothing location permissions: If a user did not permit the app to \"always\" track their locations, they were forced to select \"never\" -- which meant having to type out one's current location every time one hailed a ride. (A minor bummer, but still inconvenient, given the handy geolocation sensors baked into smartphones.)\u003c/p>\n\u003cp>Allowing Uber to always track one's location didn't seem great either, given that this was the same company that announced in 2012 it had scoured user data and \u003ca href=\"https://gigaom.com/2012/03/26/uber-one-night-stands/\" target=\"_blank\" rel=\"noopener noreferrer\">calculated the prevalence of one-night stands\u003c/a>.\u003c/p>\n\u003cp>Why exactly did Uber need to know where riders went after they got out of the car? Uber \u003ca href=\"https://help.uber.com/h/ba9dd342-158d-421f-a9ea-0e6c7aaad726\" target=\"_blank\" rel=\"noopener noreferrer\">said\u003c/a> it used the data \"to improve pickups, drop-offs, customer service, and to enhance safety.\"\u003c/p>\n\u003cp>Privacy concerns about Uber have been a constant, and the Electronic Privacy Information Center \u003ca href=\"https://epic.org/privacy/internet/ftc/uber/Complaint.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">filed a complaint\u003c/a> against the company in June 2015.\u003c/p>\n\u003cp>It turns out that Uber was tracking users in other ways as well, using a technique known as \u003ca href=\"https://www.wired.com/2017/04/uber-didnt-track-users-deleted-app-still-broke-rules/\" target=\"_blank\" rel=\"noopener noreferrer\">fingerprinting\u003c/a>. The New York Times \u003ca href=\"https://www.nytimes.com/2017/04/23/technology/travis-kalanick-pushes-uber-and-himself-to-the-precipice.html?_r=1\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> in April that the company was \"secretly identifying and tagging iPhones even after its app had been deleted and the devices erased,\" in violation of Apple's privacy guidelines.\u003c/p>\n\u003cp>Two weeks ago, Uber \u003ca href=\"https://epic.org/2017/08/after-epic-privacy-complaint-u.html\" target=\"_blank\" rel=\"noopener noreferrer\">entered into a consent agreement\u003c/a> with the Federal Trade Commission, to settle \u003ca href=\"https://www.ftc.gov/news-events/press-releases/2017/08/uber-settles-ftc-allegations-it-made-deceptive-privacy-data\" target=\"_blank\" rel=\"noopener noreferrer\">FTC charges\u003c/a> that the company \"deceived consumers by failing to monitor employee access to consumer personal information and by failing to reasonably secure sensitive consumer data stored in the cloud.\"\u003c/p>\n\u003cp>Under the agreement, Uber is required to implement a comprehensive privacy program that addresses privacy risks related to its products and services. It's also barred from misrepresenting how it monitors internal access to customers' personal information, or how it protects and secures that data. And its privacy program must be audited by a third party — every two years for the next 20 years.\u003c/p>\n\u003cp>Post-trip location collection is already disabled for iPhones and Android, Uber says, and the new privacy settings will appear on iPhones over the next few weeks.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We're working through the mechanics for Android now,\" Melanie Ensign of Uber's Security and Privacy Communications wrote in an email to NPR, \"but we're committed to parity for transparency, privacy & choice across both platforms.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2017 \u003ca href=\"http://www.npr.org\" target=\"_blank\" rel=\"noopener noreferrer\">NPR\u003c/a>. \u003c/em>\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber says it has ended its tracking of users after they complete their rides -- a practice that \u003ca href=\"https://www.revealnews.org/article/uber-said-it-protects-you-from-spying-security-sources-say-otherwise/\" target=\"_blank\" rel=\"noopener noreferrer\">caused immediate concern\u003c/a> when the company \u003ca href=\"https://techcrunch.com/2016/11/28/uber-background-location-data-collection/\" target=\"_blank\" rel=\"noopener noreferrer\">added it\u003c/a> in November.\u003c/p>\n\u003cp>A spokeswoman for Uber tells NPR that users \u003ca href=\"https://help.uber.com/h/741744cb-125c-4efc-ab3f-4a977940ac87\" target=\"_blank\" rel=\"noopener noreferrer\">will now have the option\u003c/a> to share their location with the company only while using the app. That setting had been available before November's change.\u003c/p>\n\u003cp>\"Uber's latest update allows the ride-hailing app to track user location data even when the application is running in the background,\" NPR's Laura Roman \u003ca href=\"https://ww2.kqed.org/news/2016/12/02/uber-now-tracks-passengers-locations-even-after-theyre-dropped-off/\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> at the time. \"Previously, Uber only collected data from the user if the rider had the application open. Now, if a rider calls for an Uber and closes the app, Uber says it will continue to collect location data up until five minutes after the ride ends. That means Uber can see where you end up after you leave the car.\"\u003c/p>\n\u003cp>Uber chief security officer Joe Sullivan \u003ca href=\"https://www.reuters.com/article/us-uber-privacy-idUSKCN1B90EN\" target=\"_blank\" rel=\"noopener noreferrer\">told Reuters\u003c/a> the privacy change was unrelated to the company's \u003ca href=\"https://ww2.kqed.org/news/2017/08/28/uber-picks-new-ceo-expedias-dara-khosrowshahi/\" target=\"_blank\" rel=\"noopener noreferrer\">naming its new CEO\u003c/a> earlier this week.\u003c/p>\n\u003cp>\"We've been building through the turmoil and challenges because we already had our mandate,\" Sullivan told the news service.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After Uber changed the privacy options in November, users were forced into all-or-nothing location permissions: If a user did not permit the app to \"always\" track their locations, they were forced to select \"never\" -- which meant having to type out one's current location every time one hailed a ride. (A minor bummer, but still inconvenient, given the handy geolocation sensors baked into smartphones.)\u003c/p>\n\u003cp>Allowing Uber to always track one's location didn't seem great either, given that this was the same company that announced in 2012 it had scoured user data and \u003ca href=\"https://gigaom.com/2012/03/26/uber-one-night-stands/\" target=\"_blank\" rel=\"noopener noreferrer\">calculated the prevalence of one-night stands\u003c/a>.\u003c/p>\n\u003cp>Why exactly did Uber need to know where riders went after they got out of the car? Uber \u003ca href=\"https://help.uber.com/h/ba9dd342-158d-421f-a9ea-0e6c7aaad726\" target=\"_blank\" rel=\"noopener noreferrer\">said\u003c/a> it used the data \"to improve pickups, drop-offs, customer service, and to enhance safety.\"\u003c/p>\n\u003cp>Privacy concerns about Uber have been a constant, and the Electronic Privacy Information Center \u003ca href=\"https://epic.org/privacy/internet/ftc/uber/Complaint.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">filed a complaint\u003c/a> against the company in June 2015.\u003c/p>\n\u003cp>It turns out that Uber was tracking users in other ways as well, using a technique known as \u003ca href=\"https://www.wired.com/2017/04/uber-didnt-track-users-deleted-app-still-broke-rules/\" target=\"_blank\" rel=\"noopener noreferrer\">fingerprinting\u003c/a>. The New York Times \u003ca href=\"https://www.nytimes.com/2017/04/23/technology/travis-kalanick-pushes-uber-and-himself-to-the-precipice.html?_r=1\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> in April that the company was \"secretly identifying and tagging iPhones even after its app had been deleted and the devices erased,\" in violation of Apple's privacy guidelines.\u003c/p>\n\u003cp>Two weeks ago, Uber \u003ca href=\"https://epic.org/2017/08/after-epic-privacy-complaint-u.html\" target=\"_blank\" rel=\"noopener noreferrer\">entered into a consent agreement\u003c/a> with the Federal Trade Commission, to settle \u003ca href=\"https://www.ftc.gov/news-events/press-releases/2017/08/uber-settles-ftc-allegations-it-made-deceptive-privacy-data\" target=\"_blank\" rel=\"noopener noreferrer\">FTC charges\u003c/a> that the company \"deceived consumers by failing to monitor employee access to consumer personal information and by failing to reasonably secure sensitive consumer data stored in the cloud.\"\u003c/p>\n\u003cp>Under the agreement, Uber is required to implement a comprehensive privacy program that addresses privacy risks related to its products and services. It's also barred from misrepresenting how it monitors internal access to customers' personal information, or how it protects and secures that data. And its privacy program must be audited by a third party — every two years for the next 20 years.\u003c/p>\n\u003cp>Post-trip location collection is already disabled for iPhones and Android, Uber says, and the new privacy settings will appear on iPhones over the next few weeks.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We're working through the mechanics for Android now,\" Melanie Ensign of Uber's Security and Privacy Communications wrote in an email to NPR, \"but we're committed to parity for transparency, privacy & choice across both platforms.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2017 \u003ca href=\"http://www.npr.org\" target=\"_blank\" rel=\"noopener noreferrer\">NPR\u003c/a>. \u003c/em>\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>California highway officers say they stopped a young deer on the east span of the Bay Bridge \"for toll evasion.\"\u003c/p>\n\u003cp>A photo published Tuesday by the California Highway Patrol shows the deer on the bridge standing in the middle of an on-ramp with a deer-in-the-headlights look.\u003c/p>\n\u003cp>The officer joked in a Twitter post that the doe usually pays the toll but \"today she was a buck short.\"\u003c/p>\n\u003cp>https://twitter.com/CHPoakland/status/902553323496079360\u003c/p>\n\u003cp>It looks to us like that \"doe\" is really a young spike buck -- if you look closely, you'll notice two small thin antlers. \"She\" may have had that buck after all.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>CHP Officer Matthew Hamer says two officers were on patrol on the bridge early Tuesday when the deer came out of the woods on Treasure Island and walked in front of their car.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He says after staring at them for a couple of minutes -- long enough for the officers to snap a photograph -- the deer went back into the woods.\u003c/p>\n\n",
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"content": "\u003cp>Design teams from all over the globe gathered near Los Angeles over the weekend for an unusual competition. The prize was a claim to nerd fame: Who can design the fastest Hyperloop pod in the world?\u003c/p>\n\u003cp>Hyperloop, the futuristic technology championed by \u003ca href=\"http://www.spacex.com\">SpaceX\u003c/a> founder Elon Musk, promises a half-hour trip from L.A. to San Francisco.\u003c/p>\n\u003cp>You could think of it as a 1-mile-long air hockey table. You build a Hyperloop pod, put it in a long, almost airless vacuum tube, float that thing on air or magnets, and then give it a push. It flies like it’s on the moon — up to 760 mph, theoretically.\u003c/p>\n\u003cp>[audio src=\"http://www.kqed.org/.stream/anon/radio/tcr/2017/08/HyperloopGornfeature.mp3\" Image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/HyperloopTube2-1-800x644.jpg\" Title=\"In Latest Hyperloop Design Competition, a Need for Speed\" program=\"The California Report\"]\u003c/p>\n\u003cp>Last January’s SpaceX \u003ca href=\"https://www.youtube.com/watch?v=RoEoTumfXG0\" target=\"_blank\" rel=\"noopener noreferrer\">Hyperloop invitational\u003c/a> started with 320 entrants, and whittled them down to 27 finalists. For last weekend’s contest, just 24 teams competed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In January, the main concern was figuring out if these things actually worked. But this past weekend, the judging was a little simpler to understand. It came down to one main deciding factor: speed.\u003c/p>\n\u003cp>A team of German students from the Technical University of Munich — \u003ca href=\"http://hyperloop.warr.de/\" target=\"_blank\" rel=\"noopener noreferrer\">WARR Hyperloop\u003c/a> — came out on top, as their prototype reached a speed of 201 mph.\u003c/p>\n\u003cp>https://twitter.com/elonmusk/status/902039243601485824\u003c/p>\n\u003cp>Among the other entrants were three teams from California: from \u003ca href=\"http://www.ucsbhyperloop.com/\">UC Santa Barbara\u003c/a>, \u003ca href=\"https://www.hornethyperloop.com/\">Cal State Sacramento\u003c/a> and \u003ca href=\"https://uci.edu\">UC Irvine\u003c/a>.\u003c/p>\n\u003cp>UC Irvine placed fifth in the world last year \u003ca href=\"http://www.hyperxite.com/pod\">with its pod design\u003c/a>. In a hangar-like engineering room at UCI, young engineers are working night and day to make their high-tech bucket of bolts — tucked inside a sleek carbon-fiber shell — go as fast as it can.\u003c/p>\n\u003cfigure id=\"attachment_11614406\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614406\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg\" alt=\"The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took 5th place in the world at the first Hyperloop competition in January.\" width=\"800\" height=\"727\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-160x145.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1020x927.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1180x1072.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-960x872.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-240x218.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-375x341.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-520x472.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took fifth place in the world at the first Hyperloop competition in January. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s a 920-pound pod,” says Arwa Tizani, a graduate student and manager of UC Irvine’s Hyperloop project. “It’s using air-based levitation, as opposed to most of the teams that are using magnetic levitation.”\u003c/p>\n\u003cp>Steve Davis is head of the Hyperloop program at Elon Musk’s SpaceX rocket company in Hawthorne, just outside L.A. He says there’s something appealing about having a somewhat singular focus for judging this time around.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘At some point, if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.’\u003ccite>Celeste Bean, UC Santa Barbara\u003c/cite>\u003c/aside>\n\u003cp>“Speed is an objective metric,” Davis says. “How fast can you go without crashing is a very objective metric and an interesting metric.”\u003c/p>\n\u003cp>\u003ca href=\"http://www.spacex.com/sites/spacex/files/hyperloop_alpha-20130812.pdf\">Hyperloop is Musk’s answer\u003c/a> to what he called “outdated technology” in plans for high-speed rail in California. Musk proposed a completely new form of transportation — a fifth mode of transportation, along with cars, trains, boats and planes — and then challenged academics to make it.\u003c/p>\n\u003cp>Celeste Bean is the graduate student heading the UC Santa Barbara effort. She says she’s in it for the monumental engineering challenges — but at the same time, it’s kind of neat, she says, to ride the huge wave of nerdy buzz that seems to accompany all Musk science projects.\u003c/p>\n\u003cp>“I don’t know if I’m ever going to work on something that has the same kind of cool factor that the Hyperloop does,” Bean says.\u003c/p>\n\u003cfigure id=\"attachment_11614409\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614409\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg\" alt=\"Arwa Tazani, manager of UC Irvine's HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI's engineering building.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Arwa Tazani, manager of UC Irvine’s HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI’s engineering building. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Safety is one of the big challenges when designing something running at high speed through a 6-foot-diameter Hyperloop tube. It’s not just getting the pod inside it to move really fast that’s important, she says. It’s also getting the pod to stop that fast, too.\u003c/p>\n\u003cp>“At some point,” Bean says, “if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.”\u003c/p>\n\u003cp>That means carrying precious cargo, such as human passengers, is still a long way off. But this contest is one step on the road to solving all of those technical problems, Bean says.\u003c/p>\n\u003cp>Plus it’s a chance to see all her time and effort and thought turned into raw power and speed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SpaceX Hyperloop challenge in Hawthorne runs Aug. 25-27. The event won’t be livestreamed but will be \u003ca href=\"http://www.spacex.com/hyperloop\">taped and shown at a later date\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Design teams from all over the globe gathered near Los Angeles over the weekend for an unusual competition. The prize was a claim to nerd fame: Who can design the fastest Hyperloop pod in the world?\u003c/p>\n\u003cp>Hyperloop, the futuristic technology championed by \u003ca href=\"http://www.spacex.com\">SpaceX\u003c/a> founder Elon Musk, promises a half-hour trip from L.A. to San Francisco.\u003c/p>\n\u003cp>You could think of it as a 1-mile-long air hockey table. You build a Hyperloop pod, put it in a long, almost airless vacuum tube, float that thing on air or magnets, and then give it a push. It flies like it’s on the moon — up to 760 mph, theoretically.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Among the other entrants were three teams from California: from \u003ca href=\"http://www.ucsbhyperloop.com/\">UC Santa Barbara\u003c/a>, \u003ca href=\"https://www.hornethyperloop.com/\">Cal State Sacramento\u003c/a> and \u003ca href=\"https://uci.edu\">UC Irvine\u003c/a>.\u003c/p>\n\u003cp>UC Irvine placed fifth in the world last year \u003ca href=\"http://www.hyperxite.com/pod\">with its pod design\u003c/a>. In a hangar-like engineering room at UCI, young engineers are working night and day to make their high-tech bucket of bolts — tucked inside a sleek carbon-fiber shell — go as fast as it can.\u003c/p>\n\u003cfigure id=\"attachment_11614406\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614406\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg\" alt=\"The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took 5th place in the world at the first Hyperloop competition in January.\" width=\"800\" height=\"727\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-160x145.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1020x927.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1180x1072.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-960x872.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-240x218.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-375x341.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-520x472.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took fifth place in the world at the first Hyperloop competition in January. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s a 920-pound pod,” says Arwa Tizani, a graduate student and manager of UC Irvine’s Hyperloop project. “It’s using air-based levitation, as opposed to most of the teams that are using magnetic levitation.”\u003c/p>\n\u003cp>Steve Davis is head of the Hyperloop program at Elon Musk’s SpaceX rocket company in Hawthorne, just outside L.A. He says there’s something appealing about having a somewhat singular focus for judging this time around.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘At some point, if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.’\u003ccite>Celeste Bean, UC Santa Barbara\u003c/cite>\u003c/aside>\n\u003cp>“Speed is an objective metric,” Davis says. “How fast can you go without crashing is a very objective metric and an interesting metric.”\u003c/p>\n\u003cp>\u003ca href=\"http://www.spacex.com/sites/spacex/files/hyperloop_alpha-20130812.pdf\">Hyperloop is Musk’s answer\u003c/a> to what he called “outdated technology” in plans for high-speed rail in California. Musk proposed a completely new form of transportation — a fifth mode of transportation, along with cars, trains, boats and planes — and then challenged academics to make it.\u003c/p>\n\u003cp>Celeste Bean is the graduate student heading the UC Santa Barbara effort. She says she’s in it for the monumental engineering challenges — but at the same time, it’s kind of neat, she says, to ride the huge wave of nerdy buzz that seems to accompany all Musk science projects.\u003c/p>\n\u003cp>“I don’t know if I’m ever going to work on something that has the same kind of cool factor that the Hyperloop does,” Bean says.\u003c/p>\n\u003cfigure id=\"attachment_11614409\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614409\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg\" alt=\"Arwa Tazani, manager of UC Irvine's HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI's engineering building.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Arwa Tazani, manager of UC Irvine’s HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI’s engineering building. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Safety is one of the big challenges when designing something running at high speed through a 6-foot-diameter Hyperloop tube. It’s not just getting the pod inside it to move really fast that’s important, she says. It’s also getting the pod to stop that fast, too.\u003c/p>\n\u003cp>“At some point,” Bean says, “if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.”\u003c/p>\n\u003cp>That means carrying precious cargo, such as human passengers, is still a long way off. But this contest is one step on the road to solving all of those technical problems, Bean says.\u003c/p>\n\u003cp>Plus it’s a chance to see all her time and effort and thought turned into raw power and speed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SpaceX Hyperloop challenge in Hawthorne runs Aug. 25-27. The event won’t be livestreamed but will be \u003ca href=\"http://www.spacex.com/hyperloop\">taped and shown at a later date\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Uber has appointed Expedia CEO Dara Khosrowshahi to be its new chief executive, a source familiar with the ride-sharing company tells NPR.\u003c/p>\n\u003cp>Khosrowshahi has been at the travel company Expedia for more than a decade, reports NPR’s Aarti Shahani. He steps into the role at a tumultuous time, as Uber seeks to fill a leadership vacuum. Co-founder \u003ca href=\"http://www.npr.org/sections/thetwo-way/2017/06/21/533754816/uber-founder-resigns-under-pressure-as-ceo-published-report-says\" target=\"_blank\" rel=\"noopener noreferrer\">Travis Kalanick resigned \u003c/a>under pressure in June, though he remains on the company’s board.\u003c/p>\n\u003cp>Khosrowshahi emerged as a top candidate among two other contenders: Former General Electric CEO Jeffrey Immelt and Hewlett Packard Enterprise CEO Meg Whitman.\u003c/p>\n\u003cp>Immelt \u003ca href=\"https://twitter.com/JeffImmelt/status/901832519913537540\" target=\"_blank\" rel=\"noopener noreferrer\">withdrew earlier Sunday\u003c/a>, he said on Twitter. \u003ca href=\"https://www.nytimes.com/2017/08/27/technology/uber-ceo-search.html?mcubz=3\" target=\"_blank\" rel=\"noopener noreferrer\">The New York Times reports\u003c/a>, “it became clear that he did not enough have support, said two people familiar with the process.”\u003c/p>\n\u003cp>The \u003cem>Times\u003c/em> adds, “the board had been leaning toward” Whitman, the other remaining candidate, their sources said. “But matters changed over the course of Sunday afternoon and the board decided on Mr. Khosrowshahi.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After several media outlets reported the CEO pick on Sunday night, Recode \u003ca href=\"https://www.recode.net/2017/8/27/16212552/uber-ceo-dara-khosrowshahi\" target=\"_blank\" rel=\"noopener noreferrer\">cited sources\u003c/a> close to the other remaining candidate, who said Whitman “has not been informed of any choice nor had the board agreed to some of the things she was asking for to take the job.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Whitman was asking for a number of things, including less involvement of ousted CEO Travis Kalanick and more control over the board,” adds Recode.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 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=Uber+Picks+New+CEO%2C+Expedia%27s+Dara+Khosrowshahi&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber has appointed Expedia CEO Dara Khosrowshahi to be its new chief executive, a source familiar with the ride-sharing company tells NPR.\u003c/p>\n\u003cp>Khosrowshahi has been at the travel company Expedia for more than a decade, reports NPR’s Aarti Shahani. He steps into the role at a tumultuous time, as Uber seeks to fill a leadership vacuum. Co-founder \u003ca href=\"http://www.npr.org/sections/thetwo-way/2017/06/21/533754816/uber-founder-resigns-under-pressure-as-ceo-published-report-says\" target=\"_blank\" rel=\"noopener noreferrer\">Travis Kalanick resigned \u003c/a>under pressure in June, though he remains on the company’s board.\u003c/p>\n\u003cp>Khosrowshahi emerged as a top candidate among two other contenders: Former General Electric CEO Jeffrey Immelt and Hewlett Packard Enterprise CEO Meg Whitman.\u003c/p>\n\u003cp>Immelt \u003ca href=\"https://twitter.com/JeffImmelt/status/901832519913537540\" target=\"_blank\" rel=\"noopener noreferrer\">withdrew earlier Sunday\u003c/a>, he said on Twitter. \u003ca href=\"https://www.nytimes.com/2017/08/27/technology/uber-ceo-search.html?mcubz=3\" target=\"_blank\" rel=\"noopener noreferrer\">The New York Times reports\u003c/a>, “it became clear that he did not enough have support, said two people familiar with the process.”\u003c/p>\n\u003cp>The \u003cem>Times\u003c/em> adds, “the board had been leaning toward” Whitman, the other remaining candidate, their sources said. “But matters changed over the course of Sunday afternoon and the board decided on Mr. Khosrowshahi.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After several media outlets reported the CEO pick on Sunday night, Recode \u003ca href=\"https://www.recode.net/2017/8/27/16212552/uber-ceo-dara-khosrowshahi\" target=\"_blank\" rel=\"noopener noreferrer\">cited sources\u003c/a> close to the other remaining candidate, who said Whitman “has not been informed of any choice nor had the board agreed to some of the things she was asking for to take the job.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Whitman was asking for a number of things, including less involvement of ousted CEO Travis Kalanick and more control over the board,” adds Recode.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 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=Uber+Picks+New+CEO%2C+Expedia%27s+Dara+Khosrowshahi&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Mark your calendars, North Bay commuters.\u003c/p>\n\u003cp>The long-awaited Sonoma-Marin Area Rail Transit, or SMART train, will finally launch full passenger service on Friday, Aug. 25, after receiving approval from the Federal Railroad Administration (FRA), the agency announced on Thursday.\u003c/p>\n\u003cp>The 43-mile system will stretch from the Sonoma County Airport to downtown San Rafael. An extension to Larkspur is expected to be completed by 2019.\u003c/p>\n\u003cp>It’s been a long road for North Bay commuters to get to this point. Voters approved a sales tax to pay for the train in 2008, but the financial crisis delayed the project. A design flaw and the need for more testing pushed a scheduled 2016 launch date into this year.\u003c/p>\n\u003cp>“People have been working seven days a week for years for this day,” said Debora Fudge, the mayor of Windsor and chair of the SMART Board of Directors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[audio src=\"http://www.kqed.org/.stream/anon/radio/RDnews/2017/08/00127269.mp3\" title=\"SMART Train Is Really Happening ... For Real\" program=\"KQED News\" image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark.jpg\"]\u003c/p>\n\u003cp>The final holdup was an FRA review of the SMART train’s positive train control safety system, which is designed to automatically stop trains and avoid collisions. An FRA spokeswoman said while SMART is not yet PTC-certified, it has “revenue service demonstration (RSD) approval, which means it can test and run trains with PTC and report to FRA all anomalies, at real time, so that we can determine whether they can continue with their PTC system in service.”\u003c/p>\n\u003cp>PTC uses GPS technology to track where trains are and how fast they’re going. If something goes wrong, PTC alerts the train operator and can automatically slow a train if the operator doesn’t respond.\u003c/p>\n\u003cp>“It doesn’t completely automate the operation of the train,” said James Moore, director of the transportation engineering program at the University of Southern California. “The goal is to automate the decisions that have to be made to avoid a collision.\u003c/p>\n\u003cp>All passenger and freight trains in the U.S. are required to have PTC installed by the end of 2018. Congress passed a law requiring its implementation after a head-on collision between a commuter train and a freight train in Chatsworth, California, killed 25 people and injured more than 100 in 2008. Moore said PTC could have prevented that crash and other recent deadly train collisions.\u003c/p>\n\u003cp>SMART could have started service without PTC and installed it before the deadline of Dec. 31, 2018, but SMART General Manager Farhad Mansourian said they wanted to have the latest safety system installed from the beginning, making SMART one of the first rail systems in the country to have PTC fully operational from its inception.\u003c/p>\n\u003cp>“Positive train control will prevent all speed-related and speed-related human error accidents, which are a common cause of train accidents,” Mansourian said. “It will save a lot of lives.”\u003c/p>\n\u003cp>The hope is that SMART will also save North Bay commuters a lot of time, freeing them from the constant congestion on Highway 101.\u003c/p>\n\u003cp>“This is really going to increase the quality of life for people who live up here,” Fudge said. She pointed to the certainty that the SMART train schedule will provide, as well as the community that she’s seen grow on \u003ca href=\"https://ww2.kqed.org/news/2017/06/30/a-ride-on-the-smart-train-finally/\" target=\"_blank\" rel=\"noopener noreferrer\">preview rides\u003c/a>.\u003c/p>\n\u003cp>“People are visiting with each other on the train,” Fudge said. “They’re having coffee or a beer or a snack, and they’re really communicating with each other.”\u003c/p>\n\u003cp>Mansourian said SMART expects to have around 3,000 riders a day at the beginning.\u003c/p>\n\u003cp>“Now that they have an option, people are going to start asking themselves, ‘Do I want to take this and cut my commute in half, or do I want to be stuck on 101?’ ” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SMART train will be free on opening day, and fares will be half price through Labor Day.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The final holdup was an FRA review of the SMART train’s positive train control safety system, which is designed to automatically stop trains and avoid collisions. An FRA spokeswoman said while SMART is not yet PTC-certified, it has “revenue service demonstration (RSD) approval, which means it can test and run trains with PTC and report to FRA all anomalies, at real time, so that we can determine whether they can continue with their PTC system in service.”\u003c/p>\n\u003cp>PTC uses GPS technology to track where trains are and how fast they’re going. If something goes wrong, PTC alerts the train operator and can automatically slow a train if the operator doesn’t respond.\u003c/p>\n\u003cp>“It doesn’t completely automate the operation of the train,” said James Moore, director of the transportation engineering program at the University of Southern California. “The goal is to automate the decisions that have to be made to avoid a collision.\u003c/p>\n\u003cp>All passenger and freight trains in the U.S. are required to have PTC installed by the end of 2018. Congress passed a law requiring its implementation after a head-on collision between a commuter train and a freight train in Chatsworth, California, killed 25 people and injured more than 100 in 2008. Moore said PTC could have prevented that crash and other recent deadly train collisions.\u003c/p>\n\u003cp>SMART could have started service without PTC and installed it before the deadline of Dec. 31, 2018, but SMART General Manager Farhad Mansourian said they wanted to have the latest safety system installed from the beginning, making SMART one of the first rail systems in the country to have PTC fully operational from its inception.\u003c/p>\n\u003cp>“Positive train control will prevent all speed-related and speed-related human error accidents, which are a common cause of train accidents,” Mansourian said. “It will save a lot of lives.”\u003c/p>\n\u003cp>The hope is that SMART will also save North Bay commuters a lot of time, freeing them from the constant congestion on Highway 101.\u003c/p>\n\u003cp>“This is really going to increase the quality of life for people who live up here,” Fudge said. She pointed to the certainty that the SMART train schedule will provide, as well as the community that she’s seen grow on \u003ca href=\"https://ww2.kqed.org/news/2017/06/30/a-ride-on-the-smart-train-finally/\" target=\"_blank\" rel=\"noopener noreferrer\">preview rides\u003c/a>.\u003c/p>\n\u003cp>“People are visiting with each other on the train,” Fudge said. “They’re having coffee or a beer or a snack, and they’re really communicating with each other.”\u003c/p>\n\u003cp>Mansourian said SMART expects to have around 3,000 riders a day at the beginning.\u003c/p>\n\u003cp>“Now that they have an option, people are going to start asking themselves, ‘Do I want to take this and cut my commute in half, or do I want to be stuck on 101?’ ” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SMART train will be free on opening day, and fares will be half price through Labor Day.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "What Gets Shipped Through the Port of Oakland?",
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"content": "\u003cp>Oakland is home to the fifth-busiest container port in the country, and all around it containers are stacked sky-high like colorful, life-size Lego bricks.\u003c/p>\n\u003cp>Listener Ajith Kumar asked Bay Curious:\u003c/p>\n\u003cp>\u003cstrong>“Why are there millions of containers in West Oakland? How much trade is happening via those containers every month?”\u003c/strong>\u003c/p>\n\u003cp>I met port spokesman Mike Zampa at the edge of the seaport, where we could see ships coming in and thousands of 20-foot-long containers piled up.\u003c/p>\n\u003cfigure id=\"attachment_11608045\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-11608045\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg\" alt=\"Mike Zampa at the Oakland Port.\" width=\"640\" height=\"480\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1920x1440.jpeg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1180x885.jpeg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-960x720.jpeg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-240x180.jpeg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-375x281.jpeg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-520x390.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Mike Zampa at the Oakland Port. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The port handles about 2.5 million containers every year. Some of those are empty, either to be filled here or filled elsewhere. As for loaded containers, the port hit a record last year when it handled 1.9 million of them.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Almost everything can be, and is, sent by container ship, Zampa says. From palm trees to racehorses.\u003c/p>\n\u003cp>“You name it, you’ll find it in a container,” he says.\u003c/p>\n\u003ch3>Ship Size Matters\u003c/h3>\n\u003cp>As for the ships, they keep getting bigger to handle more volume. The biggest ships are longer than the Empire State Building is tall.\u003c/p>\n\u003cp>“If you tip the Empire State Building on its side, the biggest ships coming to Oakland are bigger,” Zampa says.\u003c/p>\n\u003cp>Your average ship can hold about 14,000 containers. Last year, the biggest ship that came to Oakland could hold more than 18,000 containers. According to \u003ca href=\"http://www.bbc.com/news/magazine-21432226\">the BBC\u003c/a>, a ship that big could fit 36,000 cars or 863 million tins of baked beans.\u003c/p>\n\u003cp>This is one of the reasons shipping by sea is more efficient than shipping by air, Zampa says.\u003c/p>\n\u003cp>“If you put all that cargo on airplanes, how many airplanes would it take? I couldn’t tell you,” he says. “But that’s a lot more exhaust being emitted.”\u003c/p>\n\u003cp>Comparing the cargo space of an average freighter ship to the cargo space of a 747 airplane, it would take roughly 630 planes to move as much as a single ship. The difference is time. On average it takes a couple of weeks for a container ship to cross the Pacific from Asia.\u003c/p>\n\u003ch3>A ‘Star Wars’ Connection?\u003c/h3>\n\u003cp>We’ve been asked if the cranes at the port inspired \u003ca href=\"http://www.sfgate.com/bayarea/article/Nah-dude-they-weren-t-cranes-they-were-garbage-3279459.php\">George Lucas\u003c/a> to create the AT-AT snow walkers in “The Empire Strikes Back.” It turns out that they did not.\u003c/p>\n\u003cp>Zampa says the port is still special, just not in a Hollywood way. One way it stands out is that this American port exports more than it imports. And that’s not the case with most other U.S. ports.\u003c/p>\n\u003cp>“Most other U.S. ports are heavily skewed toward imports,” Zampa says. “That reflects the trade imbalance that the U.S. has with the rest of the world.”\u003c/p>\n\u003cp>Imports mostly come from Asia via Southern California.\u003c/p>\n\u003cfigure id=\"attachment_11608071\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11608071\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg\" alt='The \"Benjamin Franklin\", a cargo ship capable of carrying 18,000 containers.' width=\"640\" height=\"427\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg 640w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-520x347.jpg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">The Benjamin Franklin, a cargo ship capable of carrying 18,000 containers. \u003ccite>(Eric Garcetti/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>What’s in the Containers?\u003c/h3>\n\u003cp>Imports include apparel, consumer electronics, consumer goods, glass and a variety of household items.\u003c/p>\n\u003cp>The Oakland port exports lots of dried fruits and nuts, wine and other beverages.\u003c/p>\n\u003cp>Zampa says demand from Asia is growing for American farm products.\u003c/p>\n\u003cp>“Their middle-class populations have exploded, and as the middle class develops, it develops middle-class tastes,” he says.\u003c/p>\n\u003cp>Another major export out of Oakland? Paper.\u003c/p>\n\u003cp>That’s because of all the cardboard boxes we use to package our goods.\u003c/p>\n\u003cp>“If you think about it, everything you buy is going to come in a cardboard box,” Zampa says. “The West Coast sends a lot of scrap paper to Asia to make cardboard boxes that then get filled with goods and shipped back here.”\u003c/p>\n\u003cp>The port’s busiest season comes in late summer and early fall as American retailers stock up for the holidays. Last year, the port’s busiest month was August, when more than 220,000 containers came or went.\u003c/p>\n\u003ch3>Why Not San Francisco?\u003c/h3>\n\u003cp>San Francisco was once the major port in Northern California, but when container shipping emerged, Zampa says San Francisco no longer had the land to handle containers. Oakland did. Today there are hundreds of acres of land devoted to container shipping.\u003c/p>\n\u003cp>The Oakland port has the advantage of being close to lots of cities and easily connecting to railway lines. About 10 percent to 20 percent of the containers head on to rail, destined for places like Salt Lake City or Denver.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But the majority of the container cargo is loaded onto trucks and taken to destinations in Northern California and western Nevada.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland is home to the fifth-busiest container port in the country, and all around it containers are stacked sky-high like colorful, life-size Lego bricks.\u003c/p>\n\u003cp>Listener Ajith Kumar asked Bay Curious:\u003c/p>\n\u003cp>\u003cstrong>“Why are there millions of containers in West Oakland? How much trade is happening via those containers every month?”\u003c/strong>\u003c/p>\n\u003cp>I met port spokesman Mike Zampa at the edge of the seaport, where we could see ships coming in and thousands of 20-foot-long containers piled up.\u003c/p>\n\u003cfigure id=\"attachment_11608045\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-11608045\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg\" alt=\"Mike Zampa at the Oakland Port.\" width=\"640\" height=\"480\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1920x1440.jpeg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1180x885.jpeg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-960x720.jpeg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-240x180.jpeg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-375x281.jpeg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-520x390.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Mike Zampa at the Oakland Port. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The port handles about 2.5 million containers every year. Some of those are empty, either to be filled here or filled elsewhere. As for loaded containers, the port hit a record last year when it handled 1.9 million of them.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Almost everything can be, and is, sent by container ship, Zampa says. From palm trees to racehorses.\u003c/p>\n\u003cp>“You name it, you’ll find it in a container,” he says.\u003c/p>\n\u003ch3>Ship Size Matters\u003c/h3>\n\u003cp>As for the ships, they keep getting bigger to handle more volume. The biggest ships are longer than the Empire State Building is tall.\u003c/p>\n\u003cp>“If you tip the Empire State Building on its side, the biggest ships coming to Oakland are bigger,” Zampa says.\u003c/p>\n\u003cp>Your average ship can hold about 14,000 containers. Last year, the biggest ship that came to Oakland could hold more than 18,000 containers. According to \u003ca href=\"http://www.bbc.com/news/magazine-21432226\">the BBC\u003c/a>, a ship that big could fit 36,000 cars or 863 million tins of baked beans.\u003c/p>\n\u003cp>This is one of the reasons shipping by sea is more efficient than shipping by air, Zampa says.\u003c/p>\n\u003cp>“If you put all that cargo on airplanes, how many airplanes would it take? I couldn’t tell you,” he says. “But that’s a lot more exhaust being emitted.”\u003c/p>\n\u003cp>Comparing the cargo space of an average freighter ship to the cargo space of a 747 airplane, it would take roughly 630 planes to move as much as a single ship. The difference is time. On average it takes a couple of weeks for a container ship to cross the Pacific from Asia.\u003c/p>\n\u003ch3>A ‘Star Wars’ Connection?\u003c/h3>\n\u003cp>We’ve been asked if the cranes at the port inspired \u003ca href=\"http://www.sfgate.com/bayarea/article/Nah-dude-they-weren-t-cranes-they-were-garbage-3279459.php\">George Lucas\u003c/a> to create the AT-AT snow walkers in “The Empire Strikes Back.” It turns out that they did not.\u003c/p>\n\u003cp>Zampa says the port is still special, just not in a Hollywood way. One way it stands out is that this American port exports more than it imports. And that’s not the case with most other U.S. ports.\u003c/p>\n\u003cp>“Most other U.S. ports are heavily skewed toward imports,” Zampa says. “That reflects the trade imbalance that the U.S. has with the rest of the world.”\u003c/p>\n\u003cp>Imports mostly come from Asia via Southern California.\u003c/p>\n\u003cfigure id=\"attachment_11608071\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11608071\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg\" alt='The \"Benjamin Franklin\", a cargo ship capable of carrying 18,000 containers.' width=\"640\" height=\"427\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg 640w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-520x347.jpg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">The Benjamin Franklin, a cargo ship capable of carrying 18,000 containers. \u003ccite>(Eric Garcetti/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>What’s in the Containers?\u003c/h3>\n\u003cp>Imports include apparel, consumer electronics, consumer goods, glass and a variety of household items.\u003c/p>\n\u003cp>The Oakland port exports lots of dried fruits and nuts, wine and other beverages.\u003c/p>\n\u003cp>Zampa says demand from Asia is growing for American farm products.\u003c/p>\n\u003cp>“Their middle-class populations have exploded, and as the middle class develops, it develops middle-class tastes,” he says.\u003c/p>\n\u003cp>Another major export out of Oakland? Paper.\u003c/p>\n\u003cp>That’s because of all the cardboard boxes we use to package our goods.\u003c/p>\n\u003cp>“If you think about it, everything you buy is going to come in a cardboard box,” Zampa says. “The West Coast sends a lot of scrap paper to Asia to make cardboard boxes that then get filled with goods and shipped back here.”\u003c/p>\n\u003cp>The port’s busiest season comes in late summer and early fall as American retailers stock up for the holidays. Last year, the port’s busiest month was August, when more than 220,000 containers came or went.\u003c/p>\n\u003ch3>Why Not San Francisco?\u003c/h3>\n\u003cp>San Francisco was once the major port in Northern California, but when container shipping emerged, Zampa says San Francisco no longer had the land to handle containers. Oakland did. Today there are hundreds of acres of land devoted to container shipping.\u003c/p>\n\u003cp>The Oakland port has the advantage of being close to lots of cities and easily connecting to railway lines. About 10 percent to 20 percent of the containers head on to rail, destined for places like Salt Lake City or Denver.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But the majority of the container cargo is loaded onto trucks and taken to destinations in Northern California and western Nevada.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Wealthy San Francisco Neighborhood Fails to Pay Taxes, Loses Private Street",
"title": "Wealthy San Francisco Neighborhood Fails to Pay Taxes, Loses Private Street",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>26 Presidio Terrace, a four-floor San Francisco mansion, was recently \u003ca href=\"https://sf.curbed.com/2016/7/11/12149666/presidio-terrance-mansion-price-home-sf\">on the market\u003c/a> for $14.5 million. 30 Presidio Terrace, a neighbor in the gated community, last sold for \u003ca href=\"https://www.redfin.com/CA/San-Francisco/30-Presidio-Ter-94118/home/1278737\">$9.5 million\u003c/a>.\u003c/p>\n\u003cp>But Presidio Terrace itself? As in, the street? The strip of pavement these tony residents rely on to reach their front doors? The private road the homeowners association has owned for more than a century?\u003c/p>\n\u003cp>That's a bargain. After the homeowners association failed to pay a $14 tax bill -- for three decades -- the street went up for auction, the \u003cem>San Francisco Chronicle\u003c/em> reports. A San Jose couple snagged it for about $90,000.\u003c/p>\n\u003cp>Tina Lam and Michael Cheng made their strategic purchase in 2015. But now, the newspaper writes, \"they're looking to cash in — maybe by charging the residents of those mansions to park on their own private street.\" Or, lacking that, opening the spots up to the general public.\u003c/p>\n\u003cp>Cheng, a real estate investor who was born in Taiwan, tells the newspaper the couple \"got lucky.\" Lam, a Silicon Valley engineer who immigrated from Hong Kong, says she \"really just wanted to own something in San Francisco\" because she loves the city so much.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The whole story is well worth a read \u003ca href=\"http://www.sfchronicle.com/bayarea/matier-ross/article/Rich-SF-residents-get-a-shock-Someone-bought-11738236.php\">over at the Chronicle\u003c/a>.\u003c/p>\n\u003cp>Presidio Terrace was originally built as an enclave for white residents, as \u003ca href=\"https://sf.curbed.com/2016/5/24/11760976/presidio-terrace-home-millions\">Curbed San Francisco\u003c/a> noted last year. The Virtual Museum of San Francisco \u003ca href=\"http://www.sfmuseum.net/hist/timeline.html\">quotes an ad from 1906\u003c/a>, bemoaning the fact that Japanese and Chinese residents were moving into neighborhoods and saying, \"There is only one spot in San Francisco where only Caucasians are permitted to buy or lease real estate or where they may reside. That place is Presidio Terrace.\"\u003c/p>\n\u003cp>Presidio Terrace, along with many other wealthy neighborhoods, continued to prohibit ownership by nonwhites until 1948, the \u003cem>Chronicle\u003c/em> notes. That year, the Supreme Court blocked such racial covenants from being enforced. (Some neighborhoods tried to uphold their racial covenants even after they were illegal; member station WAMU has \u003ca href=\"http://wamu.org/story/14/01/17/how_racial_covenants_shaped_dc_neighborhoods/\">reported on\u003c/a> an example in Washington, D.C.)\u003c/p>\n\u003cp>These days, Presidio Terrace is \u003ca href=\"http://sfist.com/2007/06/06/sfist_photo_presdio_terrace_sfs_gated_community.php\">gated and guarded\u003c/a>. SFGate \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/Feinstein-s-16-5-million-view-in-Pacific-Heights-2523619.php\">described\u003c/a> it as \"very private and swank.\" San Francisco's late former mayor \u003ca href=\"https://www.forbes.com/sites/zillow/2013/04/05/mansion-once-home-to-former-san-fran-mayor-joe-alioto-for-sale/#d888b8eb976d\">Joseph Alioto\u003c/a> used to be a resident, as did \u003ca href=\"https://www.forbes.com/2005/08/01/luxuryrealestate-mansions-lifestyle-cx_sc_0801how_ls.html\">Sen. Dianne Feinstein\u003c/a>\u003ca href=\"https://www.forbes.com/2005/08/01/luxuryrealestate-mansions-lifestyle-cx_sc_0801how_ls.html\">.\u003c/a>\u003c/p>\n\u003cp>According to \u003ca href=\"https://www.documentcloud.org/documents/3914473-Presidio-Lawsuit.html\">a lawsuit\u003c/a> filed by the Presidio Terrace Association, the neighborhood's current residents didn't find out about the sale of their private road until this May — more than two years after it happened.\u003c/p>\n\u003cp>It all started with a $14 bill. Or, well, a lot of $14 bills.\u003c/p>\n\u003cp>The homeowners association says in the lawsuit that, based on city records, \"the property taxes on the Common Area have been less than $14.00 annually for the past several years.\"\u003c/p>\n\u003cp>The taxes weren't paid for \"many years,\" the association says, because the city was sending the bills to an address \"associated with an accountant who last performed work for the Association in the 1980s.\" A warning that the account was in default, owing $994.77, was sent to the same address. It, too, went unnoticed.\u003c/p>\n\u003cp>A few months later, the street was auctioned off.\u003c/p>\n\u003cp>(Incidentally, are you wondering how much each resident paid to that HOA? \u003ca href=\"https://sf.curbed.com/2013/10/21/10184914/presidio-terrace-trophy-property-takes-245k-off-its-price\">Based\u003c/a> on \u003ca href=\"http://blog.sfgate.com/ontheblock/2013/04/01/former-mayor-alioto-mansion-in-presidio-terrace-hits-the-mls/\">news reports\u003c/a>, it's well north of $500 a month.)\u003c/p>\n\u003cp>The city should have known the address was wrong, the residents say. They're calling for the sale to be rescinded.\u003c/p>\n\u003cp>The office of the treasurer-tax collector does not seem persuaded by that argument. A spokeswoman told the \u003cem>San Francisco Chronicle \u003c/em>there was nothing they could do.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And, the spokeswoman told the paper, \"Ninety-nine percent of property owners in San Francisco know what they need to do, and they pay their taxes on time — and they keep their mailing address up to date.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Wealthy+San+Francisco+Neighborhood+Fails+To+Pay+Taxes%2C+Loses+Private+Street&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "After a series of $14 tax bills went unnoticed, San Francisco auctioned Presidio Terrace off to the highest bidder -- a couple from San Jose. They're thinking of charging residents to park there.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>26 Presidio Terrace, a four-floor San Francisco mansion, was recently \u003ca href=\"https://sf.curbed.com/2016/7/11/12149666/presidio-terrance-mansion-price-home-sf\">on the market\u003c/a> for $14.5 million. 30 Presidio Terrace, a neighbor in the gated community, last sold for \u003ca href=\"https://www.redfin.com/CA/San-Francisco/30-Presidio-Ter-94118/home/1278737\">$9.5 million\u003c/a>.\u003c/p>\n\u003cp>But Presidio Terrace itself? As in, the street? The strip of pavement these tony residents rely on to reach their front doors? The private road the homeowners association has owned for more than a century?\u003c/p>\n\u003cp>That's a bargain. After the homeowners association failed to pay a $14 tax bill -- for three decades -- the street went up for auction, the \u003cem>San Francisco Chronicle\u003c/em> reports. A San Jose couple snagged it for about $90,000.\u003c/p>\n\u003cp>Tina Lam and Michael Cheng made their strategic purchase in 2015. But now, the newspaper writes, \"they're looking to cash in — maybe by charging the residents of those mansions to park on their own private street.\" Or, lacking that, opening the spots up to the general public.\u003c/p>\n\u003cp>Cheng, a real estate investor who was born in Taiwan, tells the newspaper the couple \"got lucky.\" Lam, a Silicon Valley engineer who immigrated from Hong Kong, says she \"really just wanted to own something in San Francisco\" because she loves the city so much.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The whole story is well worth a read \u003ca href=\"http://www.sfchronicle.com/bayarea/matier-ross/article/Rich-SF-residents-get-a-shock-Someone-bought-11738236.php\">over at the Chronicle\u003c/a>.\u003c/p>\n\u003cp>Presidio Terrace was originally built as an enclave for white residents, as \u003ca href=\"https://sf.curbed.com/2016/5/24/11760976/presidio-terrace-home-millions\">Curbed San Francisco\u003c/a> noted last year. The Virtual Museum of San Francisco \u003ca href=\"http://www.sfmuseum.net/hist/timeline.html\">quotes an ad from 1906\u003c/a>, bemoaning the fact that Japanese and Chinese residents were moving into neighborhoods and saying, \"There is only one spot in San Francisco where only Caucasians are permitted to buy or lease real estate or where they may reside. That place is Presidio Terrace.\"\u003c/p>\n\u003cp>Presidio Terrace, along with many other wealthy neighborhoods, continued to prohibit ownership by nonwhites until 1948, the \u003cem>Chronicle\u003c/em> notes. That year, the Supreme Court blocked such racial covenants from being enforced. (Some neighborhoods tried to uphold their racial covenants even after they were illegal; member station WAMU has \u003ca href=\"http://wamu.org/story/14/01/17/how_racial_covenants_shaped_dc_neighborhoods/\">reported on\u003c/a> an example in Washington, D.C.)\u003c/p>\n\u003cp>These days, Presidio Terrace is \u003ca href=\"http://sfist.com/2007/06/06/sfist_photo_presdio_terrace_sfs_gated_community.php\">gated and guarded\u003c/a>. SFGate \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/Feinstein-s-16-5-million-view-in-Pacific-Heights-2523619.php\">described\u003c/a> it as \"very private and swank.\" San Francisco's late former mayor \u003ca href=\"https://www.forbes.com/sites/zillow/2013/04/05/mansion-once-home-to-former-san-fran-mayor-joe-alioto-for-sale/#d888b8eb976d\">Joseph Alioto\u003c/a> used to be a resident, as did \u003ca href=\"https://www.forbes.com/2005/08/01/luxuryrealestate-mansions-lifestyle-cx_sc_0801how_ls.html\">Sen. Dianne Feinstein\u003c/a>\u003ca href=\"https://www.forbes.com/2005/08/01/luxuryrealestate-mansions-lifestyle-cx_sc_0801how_ls.html\">.\u003c/a>\u003c/p>\n\u003cp>According to \u003ca href=\"https://www.documentcloud.org/documents/3914473-Presidio-Lawsuit.html\">a lawsuit\u003c/a> filed by the Presidio Terrace Association, the neighborhood's current residents didn't find out about the sale of their private road until this May — more than two years after it happened.\u003c/p>\n\u003cp>It all started with a $14 bill. Or, well, a lot of $14 bills.\u003c/p>\n\u003cp>The homeowners association says in the lawsuit that, based on city records, \"the property taxes on the Common Area have been less than $14.00 annually for the past several years.\"\u003c/p>\n\u003cp>The taxes weren't paid for \"many years,\" the association says, because the city was sending the bills to an address \"associated with an accountant who last performed work for the Association in the 1980s.\" A warning that the account was in default, owing $994.77, was sent to the same address. It, too, went unnoticed.\u003c/p>\n\u003cp>A few months later, the street was auctioned off.\u003c/p>\n\u003cp>(Incidentally, are you wondering how much each resident paid to that HOA? \u003ca href=\"https://sf.curbed.com/2013/10/21/10184914/presidio-terrace-trophy-property-takes-245k-off-its-price\">Based\u003c/a> on \u003ca href=\"http://blog.sfgate.com/ontheblock/2013/04/01/former-mayor-alioto-mansion-in-presidio-terrace-hits-the-mls/\">news reports\u003c/a>, it's well north of $500 a month.)\u003c/p>\n\u003cp>The city should have known the address was wrong, the residents say. They're calling for the sale to be rescinded.\u003c/p>\n\u003cp>The office of the treasurer-tax collector does not seem persuaded by that argument. A spokeswoman told the \u003cem>San Francisco Chronicle \u003c/em>there was nothing they could do.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And, the spokeswoman told the paper, \"Ninety-nine percent of property owners in San Francisco know what they need to do, and they pay their taxes on time — and they keep their mailing address up to date.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Wealthy+San+Francisco+Neighborhood+Fails+To+Pay+Taxes%2C+Loses+Private+Street&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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},
"closealltabs": {
"id": "closealltabs",
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"order": 1
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"order": 9
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"id": "freakonomics-radio",
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"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
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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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"link": "/radio/program/how-i-built-this",
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"hyphenacion": {
"id": "hyphenacion",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"order": 15
},
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"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"meta": {
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"source": "WaitWhat"
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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"npr": "https://www.npr.org/podcasts/432309616/perspectives",
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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