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"content": "\u003cp>As soon as the \u003ca href=\"http://sonomamarintrain.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Sonoma-Marin Area Rail Transit (SMART)\u003c/a> train doors slid shut and it edged away from the station during preview rides on Thursday, a giant cheer rose up from the crowd packed in the train car’s seats and aisles.\u003c/p>\n\u003cp>“This is historic,” said Tony Brown from Sausalito, as the car moved down the tracks, blowing its train whistle.\u003c/p>\n\u003cp>Thursday’s soft opening of SMART marked the first public opportunity to ride the long-awaited train connecting Sonoma and Marin counties. In 2008, voters approved a quarter-cent sales tax to fund the train. And after many delays, people are understandably curious to see what they’ve finally gotten. Hundreds of train enthusiasts, prospective commuters and residents came out for the free round-trip rides between Rohnert Park and San Rafael. \u003ca href=\"http://www.sonomamarintrain.org/smart-preview\" target=\"_blank\" rel=\"noopener noreferrer\">The free preview rides\u003c/a> continue on Saturday, July 1, and Tuesday, July 4.\u003c/p>\n\u003cp>Officials had previously aimed for “late spring 2017” as a launch date for the train, after \u003ca href=\"http://sanfrancisco.cbslocal.com/2016/10/15/delay-launch-smart-train/\" target=\"_blank\" rel=\"noopener noreferrer\">a design flaw delayed the 2016 launch\u003c/a> and a downturn in the economy left the agency with insufficient funds to hit the original 2014 launch date.\u003c/p>\n\u003cp>Now it’s finally here — though only in preview mode.\u003c/p>\n\u003cfigure id=\"attachment_11540141\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11540141\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside.jpg\" alt=\"Passengers board a SMART Train car for a preview ride during a stop in Petaluma on June 29, 2017.\" width=\"1100\" height=\"805\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-800x585.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-1020x746.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-960x703.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-240x176.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-375x274.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-520x381.jpg 520w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a SMART train car for a preview ride during a stop in Petaluma. \u003ccite>(Gabe Meline/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Some passengers wore conductor hats or train-themed shirts; many of them are hobbyists or historians. “I’m a train buff,” said Brown. “I love trains, and to have one coming to Marin County? I had to be here.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Indeed, the round-trip ride between Rohnert Park and San Rafael was marked with old-fashioned hallmarks of train travel. Scenic vistas scrolled past, offering views of wooden barns in Penngrove, old boats in Petaluma and wide-open marshland near San Rafael. Strangers struck up conversations: Two Deadheads discussed Olompali State Park as we passed it. Sports fans debated the NFL draft.\u003c/p>\n\u003cp>[contextly_sidebar id=”5lQruhlihAbRiRtNzm5uEFtltoV8l4nR”]\u003c/p>\n\u003cp>The ride was smooth, if a little hot. One nun taking the trip in full wardrobe took pictures with her phone. Children sat cross-legged on the floor and played games.\u003c/p>\n\u003cp>It was his children, said Micah Carlin-Goldberg of Petaluma, that brought him out for Thursday’s ride.\u003c/p>\n\u003cp>“They’re train-crazy,” said the schoolteacher. “All three of them. Their favorite thing to do on the way home from school is to go by the train tracks to see the train.”\u003c/p>\n\u003cp>A conductor estimated the ridership was at its maximum capacity of 300. While those riders seemed to anticipate full service soon along the 43 miles between the Sonoma County Airport and downtown San Rafael, an official opening date has still not been announced.\u003c/p>\n\u003cfigure id=\"attachment_11540139\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11540139\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony.jpg\" alt=\"Curtis Finley and Tony Brown (L–R) ride the SMART Train on a preview ride, June 29, 2017.\" width=\"1100\" height=\"727\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-800x529.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-1020x674.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-960x634.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-240x159.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-375x248.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-520x344.jpg 520w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">Curtis Finley and Tony Brown (L–R) ride the SMART train on a preview ride. \u003ccite>(Liz Seward)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We hope it helps relieve the traffic,” said Curtis Finley, from Marin City. “And this is great for recreation. I would love to bring bikes and explore Sonoma County.”\u003c/p>\n\u003cp>Finley echoed a common sentiment among some in the North Bay: that it was “a fatal error” to reject BART service to Marin County in the 1970s. The SMART train, he hoped, will begin to make up for the oversight.\u003c/p>\n\u003cp>When the train does ultimately launch regular service, it will stop at 10 stations between Santa Rosa and San Rafael during this first phase. One-way fares will cost between $3.50 and $11.50, with senior and youth discounts. Subsequent phases are scheduled to include service next to Larkspur, where riders will be able to connect to ferry service, and eventually north to Cloverdale.\u003c/p>\n\u003cfigure id=\"attachment_11540140\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11540140\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark.jpg\" alt=\"Passengers depart at the Rohnert Park station during a preview ride for the SMART Train, June 29, 2017.\" width=\"1100\" height=\"825\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-520x390.jpg 520w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">Passengers depart at the Rohnert Park station during a preview ride for the SMART train. \u003ccite>(Gabe Meline/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Aubri Lane and Caroline Rausch of Santa Rosa had been “looking forward to this for years,” said Rausch, and had already made plans for recreational outings on the train.\u003c/p>\n\u003cp>“And not to take the car!” added Rausch. “Did you see all those cars on the freeway? Oh my God, just sitting there!”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Standing on the Rohnert Park platform after the ride, Lane singled out the scenery as a highlight. “Between Petaluma and Novato, you can see all the wetlands. It’s gorgeous. Herons, egrets, starlings, jackrabbits, ducks. Everyone should try it.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As soon as the \u003ca href=\"http://sonomamarintrain.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Sonoma-Marin Area Rail Transit (SMART)\u003c/a> train doors slid shut and it edged away from the station during preview rides on Thursday, a giant cheer rose up from the crowd packed in the train car’s seats and aisles.\u003c/p>\n\u003cp>“This is historic,” said Tony Brown from Sausalito, as the car moved down the tracks, blowing its train whistle.\u003c/p>\n\u003cp>Thursday’s soft opening of SMART marked the first public opportunity to ride the long-awaited train connecting Sonoma and Marin counties. In 2008, voters approved a quarter-cent sales tax to fund the train. And after many delays, people are understandably curious to see what they’ve finally gotten. Hundreds of train enthusiasts, prospective commuters and residents came out for the free round-trip rides between Rohnert Park and San Rafael. \u003ca href=\"http://www.sonomamarintrain.org/smart-preview\" target=\"_blank\" rel=\"noopener noreferrer\">The free preview rides\u003c/a> continue on Saturday, July 1, and Tuesday, July 4.\u003c/p>\n\u003cp>Officials had previously aimed for “late spring 2017” as a launch date for the train, after \u003ca href=\"http://sanfrancisco.cbslocal.com/2016/10/15/delay-launch-smart-train/\" target=\"_blank\" rel=\"noopener noreferrer\">a design flaw delayed the 2016 launch\u003c/a> and a downturn in the economy left the agency with insufficient funds to hit the original 2014 launch date.\u003c/p>\n\u003cp>Now it’s finally here — though only in preview mode.\u003c/p>\n\u003cfigure id=\"attachment_11540141\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11540141\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside.jpg\" alt=\"Passengers board a SMART Train car for a preview ride during a stop in Petaluma on June 29, 2017.\" width=\"1100\" height=\"805\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-800x585.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-1020x746.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-960x703.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-240x176.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-375x274.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMARTTrain.Inside-520x381.jpg 520w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a SMART train car for a preview ride during a stop in Petaluma. \u003ccite>(Gabe Meline/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Some passengers wore conductor hats or train-themed shirts; many of them are hobbyists or historians. “I’m a train buff,” said Brown. “I love trains, and to have one coming to Marin County? I had to be here.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Indeed, the round-trip ride between Rohnert Park and San Rafael was marked with old-fashioned hallmarks of train travel. Scenic vistas scrolled past, offering views of wooden barns in Penngrove, old boats in Petaluma and wide-open marshland near San Rafael. Strangers struck up conversations: Two Deadheads discussed Olompali State Park as we passed it. Sports fans debated the NFL draft.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The ride was smooth, if a little hot. One nun taking the trip in full wardrobe took pictures with her phone. Children sat cross-legged on the floor and played games.\u003c/p>\n\u003cp>It was his children, said Micah Carlin-Goldberg of Petaluma, that brought him out for Thursday’s ride.\u003c/p>\n\u003cp>“They’re train-crazy,” said the schoolteacher. “All three of them. Their favorite thing to do on the way home from school is to go by the train tracks to see the train.”\u003c/p>\n\u003cp>A conductor estimated the ridership was at its maximum capacity of 300. While those riders seemed to anticipate full service soon along the 43 miles between the Sonoma County Airport and downtown San Rafael, an official opening date has still not been announced.\u003c/p>\n\u003cfigure id=\"attachment_11540139\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11540139\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony.jpg\" alt=\"Curtis Finley and Tony Brown (L–R) ride the SMART Train on a preview ride, June 29, 2017.\" width=\"1100\" height=\"727\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-800x529.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-1020x674.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-960x634.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-240x159.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-375x248.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.CurtisTony-520x344.jpg 520w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">Curtis Finley and Tony Brown (L–R) ride the SMART train on a preview ride. \u003ccite>(Liz Seward)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We hope it helps relieve the traffic,” said Curtis Finley, from Marin City. “And this is great for recreation. I would love to bring bikes and explore Sonoma County.”\u003c/p>\n\u003cp>Finley echoed a common sentiment among some in the North Bay: that it was “a fatal error” to reject BART service to Marin County in the 1970s. The SMART train, he hoped, will begin to make up for the oversight.\u003c/p>\n\u003cp>When the train does ultimately launch regular service, it will stop at 10 stations between Santa Rosa and San Rafael during this first phase. One-way fares will cost between $3.50 and $11.50, with senior and youth discounts. Subsequent phases are scheduled to include service next to Larkspur, where riders will be able to connect to ferry service, and eventually north to Cloverdale.\u003c/p>\n\u003cfigure id=\"attachment_11540140\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11540140\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark.jpg\" alt=\"Passengers depart at the Rohnert Park station during a preview ride for the SMART Train, June 29, 2017.\" width=\"1100\" height=\"825\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark-520x390.jpg 520w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">Passengers depart at the Rohnert Park station during a preview ride for the SMART train. \u003ccite>(Gabe Meline/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Aubri Lane and Caroline Rausch of Santa Rosa had been “looking forward to this for years,” said Rausch, and had already made plans for recreational outings on the train.\u003c/p>\n\u003cp>“And not to take the car!” added Rausch. “Did you see all those cars on the freeway? Oh my God, just sitting there!”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Standing on the Rohnert Park platform after the ride, Lane singled out the scenery as a highlight. “Between Petaluma and Novato, you can see all the wetlands. It’s gorgeous. Herons, egrets, starlings, jackrabbits, ducks. Everyone should try it.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp style=\"text-align: center\">\u003ca href=\"http://addisairport.com/\">ADD\u003c/a> \u003ca href=\"https://www.flyfresno.com/\">FAT\u003c/a> \u003ca href=\"http://www.prokerala.com/travel/airports/guinea/fria-airport.html\">FIG\u003c/a>.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"https://www.danangairportonline.com/\">DAD\u003c/a>, \u003ca href=\"http://opennav.com/airport/MOM/what-is-the-iata-code-for-letfotar-airport%3F\">MOM\u003c/a>, \u003ca href=\"http://www.prokerala.com/travel/airports/brazil/altamira-airport.html\">ATM\u003c/a>.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://www.flightstats.com/go/Airport/airportDetails.do?airportCode=WOW\">WOW\u003c/a>.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://www.prokerala.com/travel/airports/canada/estevan-point-airport.html\">YEP\u003c/a>.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://www.prokerala.com/travel/airports/germany/sembach-airport.html\">SEX\u003c/a> \u003ca href=\"http://airportcod.es/#airport/sux\">SUX\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003cbr>\nThat short “poem” is not just a string of random words. They’re all airport codes. But how do airports get these codes? To some, certain codes don’t seem to have any rhyme or reason. Which brings us to a question from listener Ruth Suter, who flies in and out of the Bay Area a lot.\u003c/p>\n\u003cp>\u003cstrong>“Why is the San Francisco airport called SFO?”\u003c/strong>\u003c/p>\n\u003cp>The SF seems obvious, but where did the O come from? Does it have to do with Oakland? We talked to John Hill at the SFO Museum.\u003c/p>\n\u003cp>[audio src=\"https://dts.podtrac.com/redirect.mp3/www.kqed.org/.stream/anon/radio/bay-curious/2017/06/SFO.mp3\" Image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/4731173713_4fff3dbce9_o.jpg\" Title=\"Why the 'O' in San Francisco’s airport code, SFO?\" program=\"Bay Curious\"]\u003c/p>\n\u003cp>“It’s an interesting story, and it came from the three-letter code distinctions that were established by the International Air Transport Association. Also called IATA. That group was formed in 1945,” Hill says.\u003c/p>\n\u003cp>Before IATA, most airports were identified by the two letters used by the National Weather Service codes. It usually made sense. Los Angeles was LA, Phoenix was PH, San Francisco was SF.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“But as aviation quickly advanced, and more airports were established, two-letter codes sort of ran out of steam,” Hill says.\u003c/p>\n\u003cp>To have more options, IATA required airports to have three letters instead of two, increasing the possible combinations from 650 to 15,600.\u003c/p>\n\u003cp>“The only real requirement was that no two codes were the same. So as long as everybody had a distinct three-letter code, the system would work,” Hill says.\u003c/p>\n\u003cp>There was no universal naming convention, though there are some patterns.\u003c/p>\n\u003cp>A few airports just added an X to the end of their two-letter codes. Like Portland (PDX) and Los Angeles (LAX).\u003c/p>\n\u003cp>[contextly_sidebar id=”X4ry0yV8JL4GU1ojPCiKmUbQDrYS5Upl”]\u003c/p>\n\u003cp>Other airports decided to use the first three letters of the city’s name, like OAK in Oakland.\u003c/p>\n\u003cp>Then there were airports that took the acronyms of their namesakes, like JFK for New York’s John F. Kennedy International Airport.\u003c/p>\n\u003cp>Other codes are inspired by places that are no longer there, or names that are no longer used. Chicago’s O’Hare airport (ORD) was once known as Orchard Field Airport, named after a small town that was once nearby, Orchard Place. In New Orleans, MSY got its name from the Moisant Stock Yards.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>Then there are the codes that seemingly make no sense at all, like EWR for Newark Liberty International Airport. It’s like that because in the United States, codes starting with N can only be used by the Navy.\u003c/p>\n\u003cp>But what about Ruth’s airport? SFO? Turns out it has nothing to do with Oakland.\u003c/p>\n\u003cp>“You know, Oakland’s Airport started virtually the same time that San Francisco’s did. So it would have been confusing to put those together, and I think Oakland tried to get its own three-letter code from the same time frame as SFO,” Hill says.\u003c/p>\n\u003cp>“With S.F. they simply took an O, which we can assume was convenient to the fact that San Francisco has an O at the end of it,” says Hill.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nThat short “poem” is not just a string of random words. They’re all airport codes. But how do airports get these codes? To some, certain codes don’t seem to have any rhyme or reason. Which brings us to a question from listener Ruth Suter, who flies in and out of the Bay Area a lot.\u003c/p>\n\u003cp>\u003cstrong>“Why is the San Francisco airport called SFO?”\u003c/strong>\u003c/p>\n\u003cp>The SF seems obvious, but where did the O come from? Does it have to do with Oakland? We talked to John Hill at the SFO Museum.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s an interesting story, and it came from the three-letter code distinctions that were established by the International Air Transport Association. Also called IATA. That group was formed in 1945,” Hill says.\u003c/p>\n\u003cp>Before IATA, most airports were identified by the two letters used by the National Weather Service codes. It usually made sense. Los Angeles was LA, Phoenix was PH, San Francisco was SF.\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>“But as aviation quickly advanced, and more airports were established, two-letter codes sort of ran out of steam,” Hill says.\u003c/p>\n\u003cp>To have more options, IATA required airports to have three letters instead of two, increasing the possible combinations from 650 to 15,600.\u003c/p>\n\u003cp>“The only real requirement was that no two codes were the same. So as long as everybody had a distinct three-letter code, the system would work,” Hill says.\u003c/p>\n\u003cp>There was no universal naming convention, though there are some patterns.\u003c/p>\n\u003cp>A few airports just added an X to the end of their two-letter codes. Like Portland (PDX) and Los Angeles (LAX).\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Other airports decided to use the first three letters of the city’s name, like OAK in Oakland.\u003c/p>\n\u003cp>Then there were airports that took the acronyms of their namesakes, like JFK for New York’s John F. Kennedy International Airport.\u003c/p>\n\u003cp>Other codes are inspired by places that are no longer there, or names that are no longer used. Chicago’s O’Hare airport (ORD) was once known as Orchard Field Airport, named after a small town that was once nearby, Orchard Place. In New Orleans, MSY got its name from the Moisant Stock Yards.\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>Then there are the codes that seemingly make no sense at all, like EWR for Newark Liberty International Airport. It’s like that because in the United States, codes starting with N can only be used by the Navy.\u003c/p>\n\u003cp>But what about Ruth’s airport? SFO? Turns out it has nothing to do with Oakland.\u003c/p>\n\u003cp>“You know, Oakland’s Airport started virtually the same time that San Francisco’s did. So it would have been confusing to put those together, and I think Oakland tried to get its own three-letter code from the same time frame as SFO,” Hill says.\u003c/p>\n\u003cp>“With S.F. they simply took an O, which we can assume was convenient to the fact that San Francisco has an O at the end of it,” says Hill.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Ford GoBike is off and rolling — the Bay Area’s revamped regional bike-share system launched Wednesday with a ceremony in San Francisco — but not without running into a potentially nasty political pothole.\u003c/p>\n\u003cp>But first things first.\u003c/p>\n\u003cp>\u003cstrong>The launch:\u003c/strong> The newly dedicated system, sponsored by and with a $49 million investment from Ford Motor Co., hit the streets with about 450 of its blue bicycles available at 37 docking stations.\u003c/p>\n\u003cp>The new bike stations, the first of more than 300 eventually planned across the city, are located in the Financial District, South of Market and Civic Center neighborhoods.\u003c/p>\n\u003cp>Ford GoBike has scheduled its East Bay rollout — details to be announced — for July 11. The system’s share bikes will be launched in San Jose sometime the week of July 10.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Ford GoBike, operated by New York City-based Motivate, plans to have 7,000 bikes on the street by the end of 2018: 4,500 in San Francisco, 1,000 in San Jose, and a total of 1,500 in Oakland, Emeryville and Berkeley.\u003c/p>\n\u003cp>And now we come to the bit of rough pavement the shiny new bike system just encountered.\u003c/p>\n\u003cp>\u003cstrong>Enter the pothole:\u003c/strong> If you’ve been following the Ford GoBike story, it’s been kind of all good news, all the time, starting with last year’s announcement that Ford would foot most of the bill for the system and continuing with the plan to offer very user-friendly rates to low-income riders.\u003c/p>\n\u003cp>But that happy narrative changed a bit on Tuesday, when the San Francisco County Transportation Authority board voted to hold up $255,000 in clean-air funding that would support part of Ford GoBike’s future expansion.\u003c/p>\n\u003cp>The agency’s board is made up of the full San Francisco Board of Supervisors. It withheld the money after Supervisor Aaron Peskin, who acts as chair of the transportation authority body, expressed concern about the effect Ford GoBike might have on the city’s long-established bike-rental firms.\u003c/p>\n\u003cp>The issue, in brief: The expanded bike-share system was offering a $15 “Go Pass” that would provide unlimited rides up to three hours in length over a 24-hour period. Rental companies complained to Mayor Ed Lee, whose office has tried to negotiate an agreement.\u003c/p>\n\u003cp>Motivate, the Ford GoBike operator, killed the “Go Pass” in favor of a day pass similar to those offered in Chicago and New York. For $10, riders get unlimited 30-minute rides in a 24-hour period — and pay extra if any of those rides go over half an hour.\u003c/p>\n\u003cp>“The existing mom-and-pop bike-rental companies … have been there forever and ever,” and are local employers that are important to the city’s tourist industry, Peskin told the transportation board Tuesday.\u003c/p>\n\u003cp>Peskin said he’d been involved in “productive” talks with Motivate and the mayor’s office, but that the rental companies’ issues had not been fully resolved.\u003c/p>\n\u003cp>“I want to continue to hold that $255,000, pending what I think will be — I hate to use the cliche term — a win-win resolution of this in the next couple of weeks,” Peskin said.\u003c/p>\n\u003cp>The board gave unanimous approval to delaying the funding, which could be considered again as early as the agency’s July 11 meeting.\u003c/p>\n\u003cp>Motivate spokeswoman Dani Simons told KQED’s Jeremy Siegel on Wednesday the company doesn’t want to replace the rental firms and is trying to respond to those worries.\u003c/p>\n\u003cp>“We have had regular meetings and working group sessions with the bike rental companies, and we’re fully committed to continuing those conversations,” Simons said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Withholding the $255,000 wouldn’t appear to have any immediate effect on Ford GoBike’s expansion plans. The money would go to help the city’s planning and permits for the final phase of the buildout in the city late next year. That would involve the installation of 96 bike stations and 1,350 bikes in the western half of the city — north and south of Golden Gate Park and near San Francisco State.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Ford GoBike, operated by New York City-based Motivate, plans to have 7,000 bikes on the street by the end of 2018: 4,500 in San Francisco, 1,000 in San Jose, and a total of 1,500 in Oakland, Emeryville and Berkeley.\u003c/p>\n\u003cp>And now we come to the bit of rough pavement the shiny new bike system just encountered.\u003c/p>\n\u003cp>\u003cstrong>Enter the pothole:\u003c/strong> If you’ve been following the Ford GoBike story, it’s been kind of all good news, all the time, starting with last year’s announcement that Ford would foot most of the bill for the system and continuing with the plan to offer very user-friendly rates to low-income riders.\u003c/p>\n\u003cp>But that happy narrative changed a bit on Tuesday, when the San Francisco County Transportation Authority board voted to hold up $255,000 in clean-air funding that would support part of Ford GoBike’s future expansion.\u003c/p>\n\u003cp>The agency’s board is made up of the full San Francisco Board of Supervisors. It withheld the money after Supervisor Aaron Peskin, who acts as chair of the transportation authority body, expressed concern about the effect Ford GoBike might have on the city’s long-established bike-rental firms.\u003c/p>\n\u003cp>The issue, in brief: The expanded bike-share system was offering a $15 “Go Pass” that would provide unlimited rides up to three hours in length over a 24-hour period. Rental companies complained to Mayor Ed Lee, whose office has tried to negotiate an agreement.\u003c/p>\n\u003cp>Motivate, the Ford GoBike operator, killed the “Go Pass” in favor of a day pass similar to those offered in Chicago and New York. For $10, riders get unlimited 30-minute rides in a 24-hour period — and pay extra if any of those rides go over half an hour.\u003c/p>\n\u003cp>“The existing mom-and-pop bike-rental companies … have been there forever and ever,” and are local employers that are important to the city’s tourist industry, Peskin told the transportation board Tuesday.\u003c/p>\n\u003cp>Peskin said he’d been involved in “productive” talks with Motivate and the mayor’s office, but that the rental companies’ issues had not been fully resolved.\u003c/p>\n\u003cp>“I want to continue to hold that $255,000, pending what I think will be — I hate to use the cliche term — a win-win resolution of this in the next couple of weeks,” Peskin said.\u003c/p>\n\u003cp>The board gave unanimous approval to delaying the funding, which could be considered again as early as the agency’s July 11 meeting.\u003c/p>\n\u003cp>Motivate spokeswoman Dani Simons told KQED’s Jeremy Siegel on Wednesday the company doesn’t want to replace the rental firms and is trying to respond to those worries.\u003c/p>\n\u003cp>“We have had regular meetings and working group sessions with the bike rental companies, and we’re fully committed to continuing those conversations,” Simons said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Withholding the $255,000 wouldn’t appear to have any immediate effect on Ford GoBike’s expansion plans. The money would go to help the city’s planning and permits for the final phase of the buildout in the city late next year. That would involve the installation of 96 bike stations and 1,350 bikes in the western half of the city — north and south of Golden Gate Park and near San Francisco State.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Yosemite's Tioga Pass (Finally) Reopening After Epic Snows",
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"content": "\u003cp>\u003cstrong>Update, 12:15 p.m. Wednesday, June 28:\u003c/strong> One of Yosemite National Park's iconic byways -- the Tioga Road, aka Highway 120 across Tioga Pass -- will reopen Thursday after crews cleared it of monumental volumes of snow and ice left over from one of the snowiest California winters in decades.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nps.gov/yose/learn/news/tioga-road-open-to-all-vehicular-traffic-june-29-2017.htm\" target=\"_blank\" rel=\"noopener noreferrer\">Yosemite officials say\u003c/a> the high-country road will be open to pedestrians and all vehicular traffic, including bicycles, at 8 a.m. Thursday.\u003c/p>\n\u003cp>But the opening comes with a long series of caveats. In addition to being alert to water, mud, debris and maintenance vehicles along the road, park administrators said in a press release, visitors should be aware \"there will be minimal services available along the Tioga Road for several weeks.\"\u003c/p>\n\u003cp>To wit:\u003c/p>\n\u003cul>\n\u003cli>There will be no drinking water.\u003c/li>\n\u003cli>There will be no lodging or food service.\u003c/li>\n\u003cli>There will be no mobile phone service, and 911 emergency calls \"will not be operational.\"\u003c/li>\n\u003cli>There's no gasoline available along the road. The nearest fuel will be to the east in Lee Vining, on U.S. 395, and to the west at Crane Flat.\u003c/li>\n\u003cli>Sanitation facilities are limited, and visitors are urged to use the vault and portable toilets located along the roadway to help protect water quality in the Tuolumne River watershed.\u003c/li>\n\u003cli>Tamarack Flat Campground is the only campground that is currently open along Tioga Road. This campground is first come, first served and fills early in the day.\u003c/li>\n\u003c/ul>\n\u003cp>Yosemite is also advising those planning to travel in the park's back country from the Tioga Road that they'll experience conditions that are anything but summerlike:\u003c/p>\n\u003cblockquote>\u003cp>\"Anyone planning to hike or backpack near Tuolumne Meadows and in all high elevation areas of Yosemite should be prepared for winter hiking and camping conditions. Trails are still impacted by snow and ice. River crossings are high and swift moving. There are several high water areas currently impacting the Pacific Crest Trail (PCT) and the John Muir Trail (JMT) in Yosemite National Park. Trail conditions may vary at any time.\"\u003c/p>\u003c/blockquote>\n\u003cp>This year's opening is the latest \u003ca href=\"https://www.nps.gov/yose/planyourvisit/tiogaopen.htm\" target=\"_blank\" rel=\"noopener noreferrer\">since 1998\u003c/a>, when travelers were barred until July 1. The \u003ca href=\"http://www.monolake.org/today/tiogapass\" target=\"_blank\" rel=\"noopener noreferrer\">latest opening ever\u003c/a>? July 8, 1933 -- before the road was paved.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At 9,943 feet above sea level, Tioga is the highest of the half-dozen or so principal highway routes across the Sierra (from north to south, they include Donner, on Interstate 80; Echo Summit, on U.S. 50; Carson, on Highway 88; Monitor, on Highway 89; Ebbetts, on Highway 4; and Sonora, on Highway 108).\u003c/p>\n\u003cp>\u003cstrong>Original post, June 15: \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Rich Pedroncelli\u003c/strong> and \u003cstrong>Brian Melley\u003c/strong>\u003cbr>\n\u003cstrong>Associated Press\u003c/strong>\u003c/p>\n\u003cp>YOSEMITE NATIONAL PARK — There may be no more potent reminder of this year's humongous snowfall than the plows still clearing roads that snake across California's highest mountains as summer approaches.\u003c/p>\n\u003cp>Crews have been digging, plowing and blasting for months — and the work is not finished, though an approaching heat wave could speed up the process.\u003c/p>\n\u003cp>\"We're almost at the middle of June and we still have lots of passes that aren't open,\" said Florene Trainor, a spokeswoman for Caltrans.\u003c/p>\n\u003cp>Few roads traverse the Sierra Nevada, and mountain passes are typically open by Memorial Day.\u003c/p>\n\u003cp>The road that crosses the Sierra through Yosemite, Highway 120, remained closed this week as crews dig out from snows that topped 20 feet and drifted well over 50 feet.\u003c/p>\n\u003cp>On a recent day, the park's entrance station at 9,945-foot-high Tioga Pass was buried in snow.\u003c/p>\n\u003cp>But the serenity of the Sierra Nevada, with birds chirping beneath snow-crested peaks that tower above 13,000 feet, was shaken by the roar and beep of plows, excavators and massive machines carving through 15-foot snowbanks and moving giant blocks of snow. Big snow blowers sent plumes arcing through the air and off the side of the road.\u003c/p>\n\u003cp>The air is clean and views are stunning, but working here is not for the faint of heart as drivers maneuver large machines along narrow ribbons that appear to be suspended above an abyss. Helicopter footage shot this spring for Caltrans showed the small margin for error in places where the road clings to cliffs and then vanishes under a white blanket where the path is obscured.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/crECtMJQ3OA\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"It's spooky, it's nerve-wracking ... especially when you can't see the road. You're on a big sled,\" said Clint Weier, a maintenance superintendent with Caltrans. \"Some of our operators up here have had some wow factors.\"\u003c/p>\n\u003cp>Avalanches stampede down granite walls, taking trees and rocks with them. In one section of the highway, tree trunks and branches protrude from the snow, evidence of a previous snowslide. Once workers have set off explosive charges to deal with the avalanche danger, rockslides remain a threat.\u003c/p>\n\u003cp>On the steep section of Highway 120 east of the park entrance, slides and the sheer weight of the snowpack have crushed guardrails that are the only barrier between motorists and a canyon that drops hundreds of feet off the edge of the road.\u003c/p>\n\u003cp>A Yosemite plow driver was killed by an avalanche in 1995, and now maintenance workers in the park complete avalanche safety courses to work on the road, park spokesman Scott Gediman said.\u003c/p>\n\u003cp>The park's \u003ca href=\"https://www.nps.gov/yose/planyourvisit/tiogaopen.htm\" target=\"_blank\" rel=\"noopener noreferrer\">official advisory on Tioga Pass\u003c/a> notes that the road is typically closed through May, but it usually opens later after a snowy winter. With no date set for the road to be completely cleared, this year's opening is likely to be the latest since at least 1998, when the pass opened July 1.\u003c/p>\n\u003cp>Just to the north of the park, Highway 108 across Sonora Pass opened Tuesday. Highway 4, the narrow ribbon of pavement that mounts Ebbetts Pass south of Markleeville, remains closed for post-winter repairs. And much farther north, in Lassen Volcanic National Park, deep snow still buries Highway 89.\u003c/p>\n\u003cp>The snowpack presented an additional challenge this year because it was heavily saturated with water. The dense and frozen snow was harder to cut through, heavier to move and broke equipment, said Paul Jensen, a Caltrans plow driver.\u003c/p>\n\u003cp>Jensen has been working overtime all spring to get the road into Yosemite open and hasn't minded working weekends. He considers it a labor of love.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"Twenty years and I'm still not tired of it,\" Jensen said. \"It's my favorite time of the year.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 12:15 p.m. Wednesday, June 28:\u003c/strong> One of Yosemite National Park's iconic byways -- the Tioga Road, aka Highway 120 across Tioga Pass -- will reopen Thursday after crews cleared it of monumental volumes of snow and ice left over from one of the snowiest California winters in decades.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nps.gov/yose/learn/news/tioga-road-open-to-all-vehicular-traffic-june-29-2017.htm\" target=\"_blank\" rel=\"noopener noreferrer\">Yosemite officials say\u003c/a> the high-country road will be open to pedestrians and all vehicular traffic, including bicycles, at 8 a.m. Thursday.\u003c/p>\n\u003cp>But the opening comes with a long series of caveats. In addition to being alert to water, mud, debris and maintenance vehicles along the road, park administrators said in a press release, visitors should be aware \"there will be minimal services available along the Tioga Road for several weeks.\"\u003c/p>\n\u003cp>To wit:\u003c/p>\n\u003cul>\n\u003cli>There will be no drinking water.\u003c/li>\n\u003cli>There will be no lodging or food service.\u003c/li>\n\u003cli>There will be no mobile phone service, and 911 emergency calls \"will not be operational.\"\u003c/li>\n\u003cli>There's no gasoline available along the road. The nearest fuel will be to the east in Lee Vining, on U.S. 395, and to the west at Crane Flat.\u003c/li>\n\u003cli>Sanitation facilities are limited, and visitors are urged to use the vault and portable toilets located along the roadway to help protect water quality in the Tuolumne River watershed.\u003c/li>\n\u003cli>Tamarack Flat Campground is the only campground that is currently open along Tioga Road. This campground is first come, first served and fills early in the day.\u003c/li>\n\u003c/ul>\n\u003cp>Yosemite is also advising those planning to travel in the park's back country from the Tioga Road that they'll experience conditions that are anything but summerlike:\u003c/p>\n\u003cblockquote>\u003cp>\"Anyone planning to hike or backpack near Tuolumne Meadows and in all high elevation areas of Yosemite should be prepared for winter hiking and camping conditions. Trails are still impacted by snow and ice. River crossings are high and swift moving. There are several high water areas currently impacting the Pacific Crest Trail (PCT) and the John Muir Trail (JMT) in Yosemite National Park. Trail conditions may vary at any time.\"\u003c/p>\u003c/blockquote>\n\u003cp>This year's opening is the latest \u003ca href=\"https://www.nps.gov/yose/planyourvisit/tiogaopen.htm\" target=\"_blank\" rel=\"noopener noreferrer\">since 1998\u003c/a>, when travelers were barred until July 1. The \u003ca href=\"http://www.monolake.org/today/tiogapass\" target=\"_blank\" rel=\"noopener noreferrer\">latest opening ever\u003c/a>? July 8, 1933 -- before the road was paved.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At 9,943 feet above sea level, Tioga is the highest of the half-dozen or so principal highway routes across the Sierra (from north to south, they include Donner, on Interstate 80; Echo Summit, on U.S. 50; Carson, on Highway 88; Monitor, on Highway 89; Ebbetts, on Highway 4; and Sonora, on Highway 108).\u003c/p>\n\u003cp>\u003cstrong>Original post, June 15: \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Rich Pedroncelli\u003c/strong> and \u003cstrong>Brian Melley\u003c/strong>\u003cbr>\n\u003cstrong>Associated Press\u003c/strong>\u003c/p>\n\u003cp>YOSEMITE NATIONAL PARK — There may be no more potent reminder of this year's humongous snowfall than the plows still clearing roads that snake across California's highest mountains as summer approaches.\u003c/p>\n\u003cp>Crews have been digging, plowing and blasting for months — and the work is not finished, though an approaching heat wave could speed up the process.\u003c/p>\n\u003cp>\"We're almost at the middle of June and we still have lots of passes that aren't open,\" said Florene Trainor, a spokeswoman for Caltrans.\u003c/p>\n\u003cp>Few roads traverse the Sierra Nevada, and mountain passes are typically open by Memorial Day.\u003c/p>\n\u003cp>The road that crosses the Sierra through Yosemite, Highway 120, remained closed this week as crews dig out from snows that topped 20 feet and drifted well over 50 feet.\u003c/p>\n\u003cp>On a recent day, the park's entrance station at 9,945-foot-high Tioga Pass was buried in snow.\u003c/p>\n\u003cp>But the serenity of the Sierra Nevada, with birds chirping beneath snow-crested peaks that tower above 13,000 feet, was shaken by the roar and beep of plows, excavators and massive machines carving through 15-foot snowbanks and moving giant blocks of snow. Big snow blowers sent plumes arcing through the air and off the side of the road.\u003c/p>\n\u003cp>The air is clean and views are stunning, but working here is not for the faint of heart as drivers maneuver large machines along narrow ribbons that appear to be suspended above an abyss. Helicopter footage shot this spring for Caltrans showed the small margin for error in places where the road clings to cliffs and then vanishes under a white blanket where the path is obscured.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/crECtMJQ3OA\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"It's spooky, it's nerve-wracking ... especially when you can't see the road. You're on a big sled,\" said Clint Weier, a maintenance superintendent with Caltrans. \"Some of our operators up here have had some wow factors.\"\u003c/p>\n\u003cp>Avalanches stampede down granite walls, taking trees and rocks with them. In one section of the highway, tree trunks and branches protrude from the snow, evidence of a previous snowslide. Once workers have set off explosive charges to deal with the avalanche danger, rockslides remain a threat.\u003c/p>\n\u003cp>On the steep section of Highway 120 east of the park entrance, slides and the sheer weight of the snowpack have crushed guardrails that are the only barrier between motorists and a canyon that drops hundreds of feet off the edge of the road.\u003c/p>\n\u003cp>A Yosemite plow driver was killed by an avalanche in 1995, and now maintenance workers in the park complete avalanche safety courses to work on the road, park spokesman Scott Gediman said.\u003c/p>\n\u003cp>The park's \u003ca href=\"https://www.nps.gov/yose/planyourvisit/tiogaopen.htm\" target=\"_blank\" rel=\"noopener noreferrer\">official advisory on Tioga Pass\u003c/a> notes that the road is typically closed through May, but it usually opens later after a snowy winter. With no date set for the road to be completely cleared, this year's opening is likely to be the latest since at least 1998, when the pass opened July 1.\u003c/p>\n\u003cp>Just to the north of the park, Highway 108 across Sonora Pass opened Tuesday. Highway 4, the narrow ribbon of pavement that mounts Ebbetts Pass south of Markleeville, remains closed for post-winter repairs. And much farther north, in Lassen Volcanic National Park, deep snow still buries Highway 89.\u003c/p>\n\u003cp>The snowpack presented an additional challenge this year because it was heavily saturated with water. The dense and frozen snow was harder to cut through, heavier to move and broke equipment, said Paul Jensen, a Caltrans plow driver.\u003c/p>\n\u003cp>Jensen has been working overtime all spring to get the road into Yosemite open and hasn't minded working weekends. He considers it a labor of love.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Twenty years and I'm still not tired of it,\" Jensen said. \"It's my favorite time of the year.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How Would Engineers Build the Golden Gate Bridge Today?",
"title": "How Would Engineers Build the Golden Gate Bridge Today?",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Ever since the Golden Gate Bridge opened to traffic on May 27, 1937, it’s been an iconic symbol on the American landscape.\u003c/p>\n\u003cp>By 1870, people had realized the necessity of building a bridge spanning the Golden Gate Strait to connect the city of San Francisco with Marin County. However, it was another half-century before structural engineer Joseph Strauss submitted his bridge proposal. The plans evolved, and the final project was approved as a suspension bridge that ended up taking \u003ca href=\"http://www.history.com/this-day-in-history/golden-gate-bridge-is-born\">over four years to build\u003c/a>.\u003c/p>\n\u003cp>When the Golden Gate Bridge went up, it was the longest suspended bridge span in the world -- cables hold up the roadway between two towers, with no intermediate supports. And the setting had a number of inherent challenges. It cost about \u003ca href=\"http://goldengatebridge.org/research/ConstructionPrimeContr.php\">$37 million\u003c/a> at the time; building the same structure today would cost about a billion dollars. So how has the design held up over the past 80 years –- and would we do things differently if we were starting from scratch today?\u003c/p>\n\u003ch4>Longest Suspension Bridge in the World\u003c/h4>\n\u003cp>The Golden Gate Bridge is a suspension bridge, meaning it relies on cables and suspenders under tension along with towers under compression to cross a long distance without any intermediate supports. The roadway deck hangs from vertical suspenders that connect to the two main cables that run between the towers and the anchors on the end. The suspenders transfer vehicular forces and self-weight to the supporting cables that are anchored to towers and onto solid ground.\u003c/p>\n\u003cp>The first bridges of this type probably connected two cliffs with flexible ropes to cross a valley or a river. Hundreds of years ago, these ropes were made of plant fiber; iron chains came later. The Brooklyn Bridge in New York City, opened in 1883, was the first to use steel cables, which then became standard.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The towers likely started as a simple rock on each side of a valley; eventually engineers used massive stone or steel piers. The Golden Gate Bridge, for instance, is supported by one abutment on each end and the two towers, which are placed over foundations embedded in the seafloor.\u003c/p>\n\u003cp>The Golden Gate Bridge’s two supporting cables are about the only thing that has not been changed since the bridge was opened to traffic in 1937. Each main cable is formed by 27,572 steel wires with the approximate thickness of a pencil. Construction crews hung nearly \u003ca href=\"http://goldengatebridge.org/research/factsGGBDesign.php\">80,000 miles of wire cables\u003c/a> from one side of the bridge to the other.\u003c/p>\n\u003caside class=\"pullquote alignright\">Since people first started pondering a bridge in the bay of San Francisco, there was huge concern about the structure’s ability to withstand the location’s strong winds, turbulent waters and possible earthquake forces.\u003c/aside>\n\u003cp>It’s nearly impossible to manufacture a long, thick cable in one piece with no flaws to do this job. And crucially, if a single big cable was holding the bridge up and something happened to it, there would be a catastrophic failure. Relying on smaller wires means any failure would be slower, leaving time to divert disaster.\u003c/p>\n\u003cp>Since people first started pondering a bridge in the bay of San Francisco, there was huge concern about the structure’s ability to withstand the location’s strong winds, turbulent waters and possible earthquake forces. San Francisco is located at the intersection of two \u003ca href=\"http://www.sfnps.org/geology\">active tectonic plates\u003c/a> -- obviously no one wanted to see an earthquake bring down the bridge, which currently carries around \u003ca href=\"http://goldengatebridge.org/tolls_traffic/\">112,000 vehicles per day\u003c/a>.\u003c/p>\n\u003cp>To avoid this problem, the builders also located shock absorbers at each end of the bridge to absorb the energy coming from wind or seismic forces. These specially designed vibration dampers are meter-diameter cylinders made of a lead core covered by rubber. Placed at strategic locations, they absorb energy that could otherwise cause the bridge to collapse.\u003c/p>\n\u003ch4>Keeping It in Good Shape\u003c/h4>\n\u003cp>Conventional wisdom would suggest an infrastructure project is done soon after its inauguration. But keeping the Golden Gate Bridge in tiptop form requires ongoing stringent maintenance. For 80 years, \u003ca href=\"http://goldengatebridge.org/research/caretakers.php\">dedicated maintenance crews\u003c/a> have serviced the bridge, repainting and substituting the corroded or broken components where necessary.\u003c/p>\n\u003cp>This work must be done to exacting standards. For example, when any of the thousands of bolts that connect all the various pieces of the bridge need replacement, no more than two are taken out simultaneously, to keep the bridge safe against strong winds or earthquakes forces.\u003c/p>\n\u003cp>There are structural maintenance issues, too. Due to the passage of time and ongoing temperature variability, the cables and suspenders elongate or contract and need periodical checking and retensioning. This type of adjustment is referred to as “tuning” and is similar to how a musician keeps a stringed instrument sounding its best.\u003c/p>\n\u003cfigure id=\"attachment_11514487\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-11514487\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best.jpeg\" alt=\"\" width=\"640\" height=\"511\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best.jpeg 640w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best-160x128.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best-240x192.jpeg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best-375x299.jpeg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best-520x415.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">It was on November 18, 1936, that the two sections of the main span were joined in the middle. From the holdings of the Golden Gate Bridge, Highway and Transportation District, used with Permission, www.goldengate.org.\u003c/figcaption>\u003c/figure>\n\u003ch4>What Would Change if We Built It Today?\u003c/h4>\n\u003cp>Due to huge \u003ca href=\"https://www.johndcook.com/blog/2010/03/31/maintenance-costs/\">upkeep costs\u003c/a>, some people have suggested reconstructing the Golden Gate Bridge in a way that would limit ongoing maintenance and operation bills. Setting aside the political feasibility, how would engineers design the bridge if they were going to build it from scratch today?\u003c/p>\n\u003cp>Over time, researchers have developed lighter materials. Using Fiber Reinforced Polymers (FRPs) rather than steel or concrete is a way to reduce the weight of a structure of this magnitude. This self-weight is typically responsible for using up 70 to 80 percent of its resistance – that’s the maximum load it can bear before it fails. By reducing it, the bridge’s structure would need less strength, allowing for cheaper and easier options.\u003c/p>\n\u003cp>Probably a designer’s first target for change in a substitute Golden Gate Bridge would be the composition of the cables. The steel currently in use is corrosive, heavier by four times than newer materials and can fail in harsh moisture and temperature environments – just like those it encounters in this location. Carbon cables are more inert and already in use around the world.\u003c/p>\n\u003cp>These lighter-than-steel materials could also be utilized in other elements of the bridge, such as the traffic roadway. Using plastic composite decking could bring the Golden Gate Bridge’s deck self-weight down by a factor of five. That would enable engineers to design and construct a cable-stayed bridge rather than a suspension bridge. The advantage there would be the ability to do away with the suspenders; in a cable-stayed bridge forces are transmitted directly from the deck to the towers by the cables. The first highway cable-stayed bridge with CFRP cables is Switzerland’s Stork Bridge, opened in 1996.\u003c/p>\n\u003cfigure id=\"attachment_11524701\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-11524701\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image.jpeg\" alt=\"\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image.jpeg 640w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image-160x90.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image-240x135.jpeg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image-375x211.jpeg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image-520x293.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Cable formers kept the 61 main cable bundles in vertical rows. From the holdings of the Golden Gate Bridge, Highway and Transportation District. Used with Permission, www.goldengate.org.\u003c/figcaption>\u003c/figure>\n\u003cp>A cable-stayed bridge can have a longer span than a suspension bridge, so its structure between the supports and the shore could be simpler. Also building the towers nearer to the shore, where the waterbed is more shallow, would help alleviate one of the main problems when the Golden Gate Bridge was constructed the first time around: It’s very difficult and expensive to work on the tower foundations in deep water with strong currents.\u003c/p>\n\u003cp>The damping system could also be addressed with a new design. The lead core-based dampers that were used in the construction of the Golden Gate could be replaced by newer technologies that are better able to resist wind, traffic and seismic forces. This improvement would ensure that a failure such as the one on the Tacoma Narrows Bridge -- when wind blew the bridge sideways, it twisted and collapsed -- would be prevented.\u003c/p>\n\u003cp>With all that said, the Golden Gate Bridge is still doing fine. Even with other feasible and cheaper options, no one is realistically working to replace the Art Deco icon and its world famous “international orange” paint job. The Golden Gate Bridge is closely monitored to make sure it does not exceed its stress limits due to traffic, wind and seismic loads. We can look forward to at least another 80 years of this engineering masterpiece.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>This article was originally published on The Conversation. Read the original article \u003ca href=\"http://theconversation.com/how-would-engineers-build-the-golden-gate-bridge-today-77846\">here\u003c/a>.\u003c/em>\u003c/p>\n\n",
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"excerpt": "It's been 80 years since this landmark opened to San Francisco traffic. In the interim, technology has advanced -- is there a better way to span this strait?",
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"nprByline": "\u003cstrong>Hota GangaRao\u003c/strong> and \u003cstrong>Maria Martinez de Lahidalga de Lorenzo\u003cbr>Associated Press\u003c/strong>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ever since the Golden Gate Bridge opened to traffic on May 27, 1937, it’s been an iconic symbol on the American landscape.\u003c/p>\n\u003cp>By 1870, people had realized the necessity of building a bridge spanning the Golden Gate Strait to connect the city of San Francisco with Marin County. However, it was another half-century before structural engineer Joseph Strauss submitted his bridge proposal. The plans evolved, and the final project was approved as a suspension bridge that ended up taking \u003ca href=\"http://www.history.com/this-day-in-history/golden-gate-bridge-is-born\">over four years to build\u003c/a>.\u003c/p>\n\u003cp>When the Golden Gate Bridge went up, it was the longest suspended bridge span in the world -- cables hold up the roadway between two towers, with no intermediate supports. And the setting had a number of inherent challenges. It cost about \u003ca href=\"http://goldengatebridge.org/research/ConstructionPrimeContr.php\">$37 million\u003c/a> at the time; building the same structure today would cost about a billion dollars. So how has the design held up over the past 80 years –- and would we do things differently if we were starting from scratch today?\u003c/p>\n\u003ch4>Longest Suspension Bridge in the World\u003c/h4>\n\u003cp>The Golden Gate Bridge is a suspension bridge, meaning it relies on cables and suspenders under tension along with towers under compression to cross a long distance without any intermediate supports. The roadway deck hangs from vertical suspenders that connect to the two main cables that run between the towers and the anchors on the end. The suspenders transfer vehicular forces and self-weight to the supporting cables that are anchored to towers and onto solid ground.\u003c/p>\n\u003cp>The first bridges of this type probably connected two cliffs with flexible ropes to cross a valley or a river. Hundreds of years ago, these ropes were made of plant fiber; iron chains came later. The Brooklyn Bridge in New York City, opened in 1883, was the first to use steel cables, which then became standard.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The towers likely started as a simple rock on each side of a valley; eventually engineers used massive stone or steel piers. The Golden Gate Bridge, for instance, is supported by one abutment on each end and the two towers, which are placed over foundations embedded in the seafloor.\u003c/p>\n\u003cp>The Golden Gate Bridge’s two supporting cables are about the only thing that has not been changed since the bridge was opened to traffic in 1937. Each main cable is formed by 27,572 steel wires with the approximate thickness of a pencil. Construction crews hung nearly \u003ca href=\"http://goldengatebridge.org/research/factsGGBDesign.php\">80,000 miles of wire cables\u003c/a> from one side of the bridge to the other.\u003c/p>\n\u003caside class=\"pullquote alignright\">Since people first started pondering a bridge in the bay of San Francisco, there was huge concern about the structure’s ability to withstand the location’s strong winds, turbulent waters and possible earthquake forces.\u003c/aside>\n\u003cp>It’s nearly impossible to manufacture a long, thick cable in one piece with no flaws to do this job. And crucially, if a single big cable was holding the bridge up and something happened to it, there would be a catastrophic failure. Relying on smaller wires means any failure would be slower, leaving time to divert disaster.\u003c/p>\n\u003cp>Since people first started pondering a bridge in the bay of San Francisco, there was huge concern about the structure’s ability to withstand the location’s strong winds, turbulent waters and possible earthquake forces. San Francisco is located at the intersection of two \u003ca href=\"http://www.sfnps.org/geology\">active tectonic plates\u003c/a> -- obviously no one wanted to see an earthquake bring down the bridge, which currently carries around \u003ca href=\"http://goldengatebridge.org/tolls_traffic/\">112,000 vehicles per day\u003c/a>.\u003c/p>\n\u003cp>To avoid this problem, the builders also located shock absorbers at each end of the bridge to absorb the energy coming from wind or seismic forces. These specially designed vibration dampers are meter-diameter cylinders made of a lead core covered by rubber. Placed at strategic locations, they absorb energy that could otherwise cause the bridge to collapse.\u003c/p>\n\u003ch4>Keeping It in Good Shape\u003c/h4>\n\u003cp>Conventional wisdom would suggest an infrastructure project is done soon after its inauguration. But keeping the Golden Gate Bridge in tiptop form requires ongoing stringent maintenance. For 80 years, \u003ca href=\"http://goldengatebridge.org/research/caretakers.php\">dedicated maintenance crews\u003c/a> have serviced the bridge, repainting and substituting the corroded or broken components where necessary.\u003c/p>\n\u003cp>This work must be done to exacting standards. For example, when any of the thousands of bolts that connect all the various pieces of the bridge need replacement, no more than two are taken out simultaneously, to keep the bridge safe against strong winds or earthquakes forces.\u003c/p>\n\u003cp>There are structural maintenance issues, too. Due to the passage of time and ongoing temperature variability, the cables and suspenders elongate or contract and need periodical checking and retensioning. This type of adjustment is referred to as “tuning” and is similar to how a musician keeps a stringed instrument sounding its best.\u003c/p>\n\u003cfigure id=\"attachment_11514487\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-11514487\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best.jpeg\" alt=\"\" width=\"640\" height=\"511\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best.jpeg 640w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best-160x128.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best-240x192.jpeg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best-375x299.jpeg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1937-sailboat-roadway-hanging-best-520x415.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">It was on November 18, 1936, that the two sections of the main span were joined in the middle. From the holdings of the Golden Gate Bridge, Highway and Transportation District, used with Permission, www.goldengate.org.\u003c/figcaption>\u003c/figure>\n\u003ch4>What Would Change if We Built It Today?\u003c/h4>\n\u003cp>Due to huge \u003ca href=\"https://www.johndcook.com/blog/2010/03/31/maintenance-costs/\">upkeep costs\u003c/a>, some people have suggested reconstructing the Golden Gate Bridge in a way that would limit ongoing maintenance and operation bills. Setting aside the political feasibility, how would engineers design the bridge if they were going to build it from scratch today?\u003c/p>\n\u003cp>Over time, researchers have developed lighter materials. Using Fiber Reinforced Polymers (FRPs) rather than steel or concrete is a way to reduce the weight of a structure of this magnitude. This self-weight is typically responsible for using up 70 to 80 percent of its resistance – that’s the maximum load it can bear before it fails. By reducing it, the bridge’s structure would need less strength, allowing for cheaper and easier options.\u003c/p>\n\u003cp>Probably a designer’s first target for change in a substitute Golden Gate Bridge would be the composition of the cables. The steel currently in use is corrosive, heavier by four times than newer materials and can fail in harsh moisture and temperature environments – just like those it encounters in this location. Carbon cables are more inert and already in use around the world.\u003c/p>\n\u003cp>These lighter-than-steel materials could also be utilized in other elements of the bridge, such as the traffic roadway. Using plastic composite decking could bring the Golden Gate Bridge’s deck self-weight down by a factor of five. That would enable engineers to design and construct a cable-stayed bridge rather than a suspension bridge. The advantage there would be the ability to do away with the suspenders; in a cable-stayed bridge forces are transmitted directly from the deck to the towers by the cables. The first highway cable-stayed bridge with CFRP cables is Switzerland’s Stork Bridge, opened in 1996.\u003c/p>\n\u003cfigure id=\"attachment_11524701\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-11524701\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image.jpeg\" alt=\"\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image.jpeg 640w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image-160x90.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image-240x135.jpeg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image-375x211.jpeg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/GGB-1936-Workers-feature-image-520x293.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Cable formers kept the 61 main cable bundles in vertical rows. From the holdings of the Golden Gate Bridge, Highway and Transportation District. Used with Permission, www.goldengate.org.\u003c/figcaption>\u003c/figure>\n\u003cp>A cable-stayed bridge can have a longer span than a suspension bridge, so its structure between the supports and the shore could be simpler. Also building the towers nearer to the shore, where the waterbed is more shallow, would help alleviate one of the main problems when the Golden Gate Bridge was constructed the first time around: It’s very difficult and expensive to work on the tower foundations in deep water with strong currents.\u003c/p>\n\u003cp>The damping system could also be addressed with a new design. The lead core-based dampers that were used in the construction of the Golden Gate could be replaced by newer technologies that are better able to resist wind, traffic and seismic forces. This improvement would ensure that a failure such as the one on the Tacoma Narrows Bridge -- when wind blew the bridge sideways, it twisted and collapsed -- would be prevented.\u003c/p>\n\u003cp>With all that said, the Golden Gate Bridge is still doing fine. Even with other feasible and cheaper options, no one is realistically working to replace the Art Deco icon and its world famous “international orange” paint job. The Golden Gate Bridge is closely monitored to make sure it does not exceed its stress limits due to traffic, wind and seismic loads. We can look forward to at least another 80 years of this engineering masterpiece.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>This article was originally published on The Conversation. Read the original article \u003ca href=\"http://theconversation.com/how-would-engineers-build-the-golden-gate-bridge-today-77846\">here\u003c/a>.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Will Travis Kalanick's Departure Help Change Bay Area's 'Bro Culture'?",
"title": "Will Travis Kalanick's Departure Help Change Bay Area's 'Bro Culture'?",
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"content": "\u003cp>In the note announcing his \u003ca href=\"https://ww2.kqed.org/news/2017/06/21/uber-investors-force-ceo-travis-kalanick-to-quit-post/\" target=\"_blank\" rel=\"noopener noreferrer\">resignation as the CEO of Uber\u003c/a>, Travis Kalanick wrote that he was stepping aside, \"so that Uber can go back to building rather than be distracted with another fight.\"\u003c/p>\n\u003cp>In one sense, Kalanick was acknowledging concerns over the corporate culture he helped create at Uber.\u003c/p>\n\u003cp>Over the past few years, Uber became the poster child for critics of Silicon Valley when talking about a \"bro culture\" in tech that led to rampant sexual harassment, discrimination and worse. Some of Uber's most vocal critics are \u003ca href=\"https://ww2.kqed.org/forum/2017/06/21/uber-ceo-travis-kalanick-resigned/\" target=\"_blank\" rel=\"noopener noreferrer\">now indicating a cautious optimism\u003c/a> that Kalanick's departure could start a larger cultural change across the tech sector.\u003c/p>\n\u003cp>[contextly_sidebar id=\"cSOOrg9oUY2BMMV99hGmyhlt58csorWl\"]\u003c/p>\n\u003cp>According to Fortune Executive Editor Adam Lashinsky, who wrote a book on Uber titled \"\u003ca href=\"https://www.amazon.com/Wild-Ride-Inside-Ubers-Domination/dp/0735211396\" target=\"_blank\">Wild Ride\u003c/a>\", the move could provide a lesson on corporate culture to other tech companies.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Kalanick's spectacular flameout is one for the ages. His stubborn persistence and vision made Uber what it is. Flying in the face of convention was an asset, but ultimately a horrible liability,\" \u003ca href=\"http://fortune.com/2017/06/21/uber-ceo-travis-kalanick-flameout/\" target=\"_blank\">Lashinsky wrote on Wednesday\u003c/a>.\u003c/p>\n\u003cp>Some analysts see Kalanick's ouster as a bookend to a particular era of Silicon Valley history: In years past, investors would try to bring in seasoned pros to help young visionaries with the business end of things. Think Eric Schmidt at Google.\u003c/p>\n\u003cp>But this latest boom has bucked that trend and valued keeping founders in place at their own companies -- in spite of visible flaws in their styles of leadership.\u003c/p>\n\u003cp>\"Silicon Valley has always recognized that founders are not the individuals to grow the firm,\" Kirk Hanson, with the Markkula Center for Applied Ethics at Santa Clara University, \u003ca href=\"https://ww2.kqed.org/news/2017/06/14/another-one-bites-the-dust-uber-board-member-resigns-after-making-sexist-comment/\" target=\"_blank\">told KQED's Queena Kim last week\u003c/a>. \"I expect that Uber will be a classic case study in five years in which we look at how a startup can go wrong if the CEO visionary is not controlled and given adult supervision.\"\u003c/p>\n\u003cp>Founders are visionaries who see a business model nobody else can, added Hanson, but transforming a startup into a multinational corporation takes different skills. In his column for the New York Times \u003ca href=\"https://www.nytimes.com/2017/06/21/technology/ubers-start-up-lessons.html\" target=\"_blank\">looking at the impact of Kalanick's exit\u003c/a>, Farhad Manjoo wrote that Uber might have benefited from going public earlier:\u003c/p>\n\u003cblockquote>\u003cp>Staying private created a hothouse that reinforced its worst side, and allowed it to delay building a sustainable culture with a focus on long-term interests. How might Uber have created such a culture? First, by admitting that founders are not infallible, and recognizing that the most successful ones do best when their impulses are hemmed in by trusted lieutenants, mentors and firm boards of directors.\u003c/p>\u003c/blockquote>\n\u003cp>And for Uber itself, the criticisms were so intense that a planned move to downtown Oakland \u003ca href=\"https://ww2.kqed.org/news/2015/09/23/uber-comes-to-oakland-in-a-big-way/\" target=\"_blank\" rel=\"noopener noreferrer\">announced two years ago\u003c/a> has been met with pushback and skepticism by many in the community, including the Greenlining Institute, which helped form a \"No Uber Oakland\" coalition.\u003c/p>\n\u003cp>But the change in leadership could provide an opportunity for Uber in Oakland, as well.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"Investors, the new leadership, must recognize that Uber has an image that is really tarnishing the company right now so the only way to work on image is by being a great neighbor,\" said Orson Aguilar, the president of the Greenlining Institute, and a critic of Uber, Kalanick and its planned office expansion into Oakland.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the note announcing his \u003ca href=\"https://ww2.kqed.org/news/2017/06/21/uber-investors-force-ceo-travis-kalanick-to-quit-post/\" target=\"_blank\" rel=\"noopener noreferrer\">resignation as the CEO of Uber\u003c/a>, Travis Kalanick wrote that he was stepping aside, \"so that Uber can go back to building rather than be distracted with another fight.\"\u003c/p>\n\u003cp>In one sense, Kalanick was acknowledging concerns over the corporate culture he helped create at Uber.\u003c/p>\n\u003cp>Over the past few years, Uber became the poster child for critics of Silicon Valley when talking about a \"bro culture\" in tech that led to rampant sexual harassment, discrimination and worse. Some of Uber's most vocal critics are \u003ca href=\"https://ww2.kqed.org/forum/2017/06/21/uber-ceo-travis-kalanick-resigned/\" target=\"_blank\" rel=\"noopener noreferrer\">now indicating a cautious optimism\u003c/a> that Kalanick's departure could start a larger cultural change across the tech sector.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>According to Fortune Executive Editor Adam Lashinsky, who wrote a book on Uber titled \"\u003ca href=\"https://www.amazon.com/Wild-Ride-Inside-Ubers-Domination/dp/0735211396\" target=\"_blank\">Wild Ride\u003c/a>\", the move could provide a lesson on corporate culture to other tech companies.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Kalanick's spectacular flameout is one for the ages. His stubborn persistence and vision made Uber what it is. Flying in the face of convention was an asset, but ultimately a horrible liability,\" \u003ca href=\"http://fortune.com/2017/06/21/uber-ceo-travis-kalanick-flameout/\" target=\"_blank\">Lashinsky wrote on Wednesday\u003c/a>.\u003c/p>\n\u003cp>Some analysts see Kalanick's ouster as a bookend to a particular era of Silicon Valley history: In years past, investors would try to bring in seasoned pros to help young visionaries with the business end of things. Think Eric Schmidt at Google.\u003c/p>\n\u003cp>But this latest boom has bucked that trend and valued keeping founders in place at their own companies -- in spite of visible flaws in their styles of leadership.\u003c/p>\n\u003cp>\"Silicon Valley has always recognized that founders are not the individuals to grow the firm,\" Kirk Hanson, with the Markkula Center for Applied Ethics at Santa Clara University, \u003ca href=\"https://ww2.kqed.org/news/2017/06/14/another-one-bites-the-dust-uber-board-member-resigns-after-making-sexist-comment/\" target=\"_blank\">told KQED's Queena Kim last week\u003c/a>. \"I expect that Uber will be a classic case study in five years in which we look at how a startup can go wrong if the CEO visionary is not controlled and given adult supervision.\"\u003c/p>\n\u003cp>Founders are visionaries who see a business model nobody else can, added Hanson, but transforming a startup into a multinational corporation takes different skills. In his column for the New York Times \u003ca href=\"https://www.nytimes.com/2017/06/21/technology/ubers-start-up-lessons.html\" target=\"_blank\">looking at the impact of Kalanick's exit\u003c/a>, Farhad Manjoo wrote that Uber might have benefited from going public earlier:\u003c/p>\n\u003cblockquote>\u003cp>Staying private created a hothouse that reinforced its worst side, and allowed it to delay building a sustainable culture with a focus on long-term interests. How might Uber have created such a culture? First, by admitting that founders are not infallible, and recognizing that the most successful ones do best when their impulses are hemmed in by trusted lieutenants, mentors and firm boards of directors.\u003c/p>\u003c/blockquote>\n\u003cp>And for Uber itself, the criticisms were so intense that a planned move to downtown Oakland \u003ca href=\"https://ww2.kqed.org/news/2015/09/23/uber-comes-to-oakland-in-a-big-way/\" target=\"_blank\" rel=\"noopener noreferrer\">announced two years ago\u003c/a> has been met with pushback and skepticism by many in the community, including the Greenlining Institute, which helped form a \"No Uber Oakland\" coalition.\u003c/p>\n\u003cp>But the change in leadership could provide an opportunity for Uber in Oakland, as well.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"Investors, the new leadership, must recognize that Uber has an image that is really tarnishing the company right now so the only way to work on image is by being a great neighbor,\" said Orson Aguilar, the president of the Greenlining Institute, and a critic of Uber, Kalanick and its planned office expansion into Oakland.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/news/2017/06/21/uber-investors-force-ceo-travis-kalanick-to-quit-post/\">Uber investors have forced embattled CEO Travis Kalanick to resign\u003c/a>.\u003c/p>\n\u003cp>The famously \"disruptive\" tech company faces mounting legal troubles for issues ranging from \u003ca href=\"https://ww2.kqed.org/news/2017/06/06/uber-fires-20-employees-after-investigation-of-harassment-and-bias-claims/\">sexual harassment\u003c/a> to \u003ca href=\"https://ww2.kqed.org/news/2017/05/15/judge-orders-uber-not-to-use-technology-taken-from-waymo/\">stealing trade secrets\u003c/a>. Apparently, there is a limit to the amount of disruption investors will tolerate.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>Travis Kalanick, the combative and troubled CEO of San Francisco-based ride-service company Uber, resigned Tuesday under pressure from investors.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nytimes.com/2017/06/21/technology/uber-ceo-travis-kalanick.html?_r=0\" target=\"_blank\">According to The New York Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\nMr. Kalanick’s exit came under pressure after hours of drama involving Uber’s investors, according to two people with knowledge of the situation, who asked to remain anonymous because the details were confidential.\u003c/p>\n\u003cp>Earlier on Tuesday, five of Uber’s major investors demanded that the chief executive resign immediately. The investors included one of Uber’s biggest shareholders, the venture capital firm Benchmark, which has one of its partners, Bill Gurley, on Uber’s board. The investors made their demand for Mr. Kalanick to step down in a letter delivered to the chief executive while he was in Chicago, said the people with knowledge of the situation.\u003c/p>\n\u003cp>In the letter, titled “Moving Uber Forward” and obtained by The New York Times, the investors wrote to Mr. Kalanick that he must immediately leave and that the company needed a change in leadership. Mr. Kalanick, 40, consulted with at least one Uber board member, and after long discussions with some of the investors, he agreed to step down. He will remain on Uber’s board of directors.\u003c/p>\u003c/blockquote>\n\u003cp>The Times reported that in his own statement, Kalanick said: \"I love Uber more than anything in the world and at this difficult moment in my personal life I have accepted the investors request to step aside so that Uber can go back to building rather than be distracted with another fight.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"Lw7lvxFLS5Een9Kk1zkSdxmD8KWZp2XC\"]\u003c/p>\n\u003cp>The board's move came less than a week after Kalanick had announced he would take an indefinite leave of absence amid professional and personal crises. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Uber cofounder's mother was killed last month in a boating accident on Pine Flat Lake, east of Fresno. Kalanick said his leave was intended in part to give him time to grieve. \u003c/p>\n\u003cp>Meantime, his leadership of the company had come under intensifying fire in the wake of charges that Uber management tolerated sexual harassment of and discrimination against the few women in its ranks. The allegations led the company to hire the law firm of former Attorney General Eric Holder to investigate. \u003c/p>\n\u003cp>That inquiry led to the firing of 20 employees and \u003ca href=\"https://www.nytimes.com/2017/06/12/technology/uber-travis-kalanick-emil-michael.html\" target=\"_blank\">the forced departure \u003c/a>of one of Kalanick's closest lieutentants, Emil Michael. He was the company's senior vice president for business and \u003ca href=\"https://ww2.kqed.org/news/2014/11/18/uber-ceo-tries-to-outrace-avalanche-of-criticism-after-execs-remarks-about-reporters/\" target=\"_blank\">was notorious\u003c/a> for once suggesting Uber could spy on and discredit journalists critical of the company. \u003c/p>\n\u003cp>[contextly_sidebar id=\"CkzJyu2ox3SPWHB6SDcDcIzXCAz0EKXQ\"]\u003c/p>\n\u003cp>Kalanick's resignation came after a series of costly missteps by the fast-growing company that he helped found eight years ago. Uber on Monday embarked on a 180-day program to change its image by allowing riders to give drivers tips through the Uber app, something the company had resisted under Kalanick.\u003c/p>\n\u003cp>While building the world's biggest ride-hailing service, Uber developed a reputation for ruthless tactics that have occasionally outraged government regulators, drivers, riders and its employees.\u003c/p>\n\u003cp>The company's hard-charging style has led to legal trouble. The U.S. Justice Department is investigating Uber's past usage of phony software designed to thwart regulators.\u003c/p>\n\u003cp>Uber also is fighting allegations that it relies on a key piece of technology stolen from Google spin-off Waymo to build self-driving cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting from The Associated Press.\u003c/em> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Travis Kalanick, the combative and troubled CEO of San Francisco-based ride-service company Uber, resigned Tuesday under pressure from investors.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nytimes.com/2017/06/21/technology/uber-ceo-travis-kalanick.html?_r=0\" target=\"_blank\">According to The New York Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\nMr. Kalanick’s exit came under pressure after hours of drama involving Uber’s investors, according to two people with knowledge of the situation, who asked to remain anonymous because the details were confidential.\u003c/p>\n\u003cp>Earlier on Tuesday, five of Uber’s major investors demanded that the chief executive resign immediately. The investors included one of Uber’s biggest shareholders, the venture capital firm Benchmark, which has one of its partners, Bill Gurley, on Uber’s board. The investors made their demand for Mr. Kalanick to step down in a letter delivered to the chief executive while he was in Chicago, said the people with knowledge of the situation.\u003c/p>\n\u003cp>In the letter, titled “Moving Uber Forward” and obtained by The New York Times, the investors wrote to Mr. Kalanick that he must immediately leave and that the company needed a change in leadership. Mr. Kalanick, 40, consulted with at least one Uber board member, and after long discussions with some of the investors, he agreed to step down. He will remain on Uber’s board of directors.\u003c/p>\u003c/blockquote>\n\u003cp>The Times reported that in his own statement, Kalanick said: \"I love Uber more than anything in the world and at this difficult moment in my personal life I have accepted the investors request to step aside so that Uber can go back to building rather than be distracted with another fight.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The board's move came less than a week after Kalanick had announced he would take an indefinite leave of absence amid professional and personal crises. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Uber cofounder's mother was killed last month in a boating accident on Pine Flat Lake, east of Fresno. Kalanick said his leave was intended in part to give him time to grieve. \u003c/p>\n\u003cp>Meantime, his leadership of the company had come under intensifying fire in the wake of charges that Uber management tolerated sexual harassment of and discrimination against the few women in its ranks. The allegations led the company to hire the law firm of former Attorney General Eric Holder to investigate. \u003c/p>\n\u003cp>That inquiry led to the firing of 20 employees and \u003ca href=\"https://www.nytimes.com/2017/06/12/technology/uber-travis-kalanick-emil-michael.html\" target=\"_blank\">the forced departure \u003c/a>of one of Kalanick's closest lieutentants, Emil Michael. He was the company's senior vice president for business and \u003ca href=\"https://ww2.kqed.org/news/2014/11/18/uber-ceo-tries-to-outrace-avalanche-of-criticism-after-execs-remarks-about-reporters/\" target=\"_blank\">was notorious\u003c/a> for once suggesting Uber could spy on and discredit journalists critical of the company. \u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Kalanick's resignation came after a series of costly missteps by the fast-growing company that he helped found eight years ago. Uber on Monday embarked on a 180-day program to change its image by allowing riders to give drivers tips through the Uber app, something the company had resisted under Kalanick.\u003c/p>\n\u003cp>While building the world's biggest ride-hailing service, Uber developed a reputation for ruthless tactics that have occasionally outraged government regulators, drivers, riders and its employees.\u003c/p>\n\u003cp>The company's hard-charging style has led to legal trouble. The U.S. Justice Department is investigating Uber's past usage of phony software designed to thwart regulators.\u003c/p>\n\u003cp>Uber also is fighting allegations that it relies on a key piece of technology stolen from Google spin-off Waymo to build self-driving cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting from The Associated Press.\u003c/em> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Cal/OSHA is investigating an injury involving an outside contractor working at the Tesla plant in Fremont as the electric car maker faces scrutiny over workplace safety by labor activists.\u003c/p>\n\u003cp>The state occupational safety and health regulator said the injured employee was working at the factory when he sustained second and third degree burns from an electrical explosion. The worker is still recovering in a burn center at a Bay Area hospital.\u003c/p>\n\u003cp>Now Cal/OSHA is \u003ca href=\"https://www.osha.gov/pls/imis/establishment.inspection_detail?id=1237433.015\" target=\"_blank\">investigating\u003c/a> Mark III Construction, the company that employed the injured contract worker. No investigation has been opened against Tesla.[contextly_sidebar id=\"gq7SgnS16udFFrY30bgaJb86s87AJT9j\"]\u003c/p>\n\u003cp>This incident comes at a time when Tesla employees make moves toward unionizing as a response to the company's workplace safety record. Some Tesla employees are working with the United Auto Workers Union to organize the Fremont plant. Those workers cite \u003ca href=\"https://ww2.kqed.org/news/2017/05/31/workers-report-injuries-at-tesla-factory/\" target=\"_blank\">poor work safety conditions\u003c/a> as one of their reasons for unionizing.\u003c/p>\n\u003cp>The number of recorded injuries at Tesla's Fremont plant was 31 percent higher than the industry average, according to a \u003ca href=\"http://www.worksafe.org/2017/05/test-title.html\" target=\"_blank\">report\u003c/a> issued by Worksafe, a labor advocacy group. Worksafe analysed incident rates reported to the U.S. Bureau of Labor Statistics in 2015. Statistics for 2016 haven't been released.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The car maker disputed the claim in a \u003ca href=\"https://www.tesla.com/blog/creating-the-safest-car-factory-in-the-world\" target=\"_blank\">blog post\u003c/a>, saying it's improved safety at its Fremont plant. Tesla says its injury rates are now significantly lower than the industry average.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Cal/OSHA is investigating an injury involving an outside contractor working at the Tesla plant in Fremont as the electric car maker faces scrutiny over workplace safety by labor activists.\u003c/p>\n\u003cp>The state occupational safety and health regulator said the injured employee was working at the factory when he sustained second and third degree burns from an electrical explosion. The worker is still recovering in a burn center at a Bay Area hospital.\u003c/p>\n\u003cp>Now Cal/OSHA is \u003ca href=\"https://www.osha.gov/pls/imis/establishment.inspection_detail?id=1237433.015\" target=\"_blank\">investigating\u003c/a> Mark III Construction, the company that employed the injured contract worker. No investigation has been opened against Tesla.\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>This incident comes at a time when Tesla employees make moves toward unionizing as a response to the company's workplace safety record. Some Tesla employees are working with the United Auto Workers Union to organize the Fremont plant. Those workers cite \u003ca href=\"https://ww2.kqed.org/news/2017/05/31/workers-report-injuries-at-tesla-factory/\" target=\"_blank\">poor work safety conditions\u003c/a> as one of their reasons for unionizing.\u003c/p>\n\u003cp>The number of recorded injuries at Tesla's Fremont plant was 31 percent higher than the industry average, according to a \u003ca href=\"http://www.worksafe.org/2017/05/test-title.html\" target=\"_blank\">report\u003c/a> issued by Worksafe, a labor advocacy group. Worksafe analysed incident rates reported to the U.S. Bureau of Labor Statistics in 2015. Statistics for 2016 haven't been released.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>No one really knows exactly how many members of #DubNation turned out for the Golden State Warriors championship parade Thursday in Oakland -- though we've heard the number \"1 million\" thrown around.\u003c/p>\n\u003cp>But if you're looking for an exact number that gives some idea of how big the crowd was relative to similar events in the past, here's one: BART reports that it recorded 518,744 fare-gate exits on Thursday. That's 23 percent higher than the system's average weekday ridership in May, 421,000 exits.\u003c/p>\n\u003cp>The transit system wasn't quite as busy as it was June 19, 2015 -- the last time the Warriors and their fans partied on the streets of Oakland. BART reported 548,000 exits that day.\u003c/p>\n\u003cp>Unsurprisingly, the biggest surge in activity on Thursday occurred at the three downtown Oakland stations: 19th Street, 12th Street and Lake Merritt. Those three stations together averaged 34,125 exits on weekdays last month. Thursday, nearly 91,000 people came through the stations' fare gates. That's a 166 percent increase over the May average.\u003c/p>\n\u003cp>In longer-term BART history, Thursday was BART's fifth-busiest day ever and only the sixth time in the system's 45-year history that it has exceeded a half-million fare-gate exits in a day. Nine of BART's top 10 ridership days (see the table below) are connected to Bay Area sports events.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The single exception was Aug. 29, 2013. That was the Thursday leading into Labor Day weekend 2013, when the Bay Bridge was closed while Caltrans prepared to open the new eastern span.\u003c/p>\n\u003cp>BART's biggest day ever is still Oct. 31, 2012, the date of the Giants World Series victory parade, when 568,061 exits were recorded.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/3gdxf/1/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"584\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cp>Local air regulators have issued notices of violation to the Phillips 66 refinery in Rodeo and to the operator of an oil tanker for spilling crude oil they say caused an overpowering odor that sickened Vallejo residents last September.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District says it has concluded its investigation into the incident and now believes the spill near the refinery's marine terminal is to blame for fumes that prompted more than 1,400 odor complaints.\u003c/p>\n\u003cp>The fumes and resulting odor led Vallejo officials to impose a shelter-in-place order for the city of 120,000. Some residents sought medical attention after suffering breathing problems, and the air district said Friday the incident led to 100 hospital visits.\u003c/p>\n\u003cp>The Sept. 20 oil spill in San Pablo Bay led to investigations by the Coast Guard and the state's Office of Spill Prevention and Response. The Coast Guard probe blamed Phillips 66 and the operators of the tanker, the Yamuna Spirit, for the oil spill. Both companies rejected those findings.\u003c/p>\n\u003cp>But until now, no investigation had definitively linked the oil spill to the fumes that wafted over Vallejo.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"The air district thoroughly investigated this incident and determined the Phillips 66 refinery and the Yamuna Spirit oil tanker operator played a role in this event and both parties will be held accountable,\" said Jack Broadbent, the agency's executive officer, in a statement Friday.\u003c/p>\n\u003cp>The public nuisance violations issued Friday carry monetary penalties. The fines will likely be the subject of settlement talks involving the district, the refinery and the shipping company, air regulators said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In February, the air district told KQED it had completed its probe, though its staff had not produced a report or even written anything down concerning the incident. That disclosure prompted questions from state legislators, Vallejo residents and environmental advocates who had been seeking answers about the episode. The agency later \u003ca href=\"https://ww2.kqed.org/news/2017/03/09/bay-area-air-district-baaqmd-says-it-is-still-investigating-vallejo-fumes/\" target=\"_blank\" rel=\"noopener noreferrer\">backtracked\u003c/a> and said its investigation was continuing.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Local air regulators have issued notices of violation to the Phillips 66 refinery in Rodeo and to the operator of an oil tanker for spilling crude oil they say caused an overpowering odor that sickened Vallejo residents last September.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District says it has concluded its investigation into the incident and now believes the spill near the refinery's marine terminal is to blame for fumes that prompted more than 1,400 odor complaints.\u003c/p>\n\u003cp>The fumes and resulting odor led Vallejo officials to impose a shelter-in-place order for the city of 120,000. Some residents sought medical attention after suffering breathing problems, and the air district said Friday the incident led to 100 hospital visits.\u003c/p>\n\u003cp>The Sept. 20 oil spill in San Pablo Bay led to investigations by the Coast Guard and the state's Office of Spill Prevention and Response. The Coast Guard probe blamed Phillips 66 and the operators of the tanker, the Yamuna Spirit, for the oil spill. Both companies rejected those findings.\u003c/p>\n\u003cp>But until now, no investigation had definitively linked the oil spill to the fumes that wafted over Vallejo.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The air district thoroughly investigated this incident and determined the Phillips 66 refinery and the Yamuna Spirit oil tanker operator played a role in this event and both parties will be held accountable,\" said Jack Broadbent, the agency's executive officer, in a statement Friday.\u003c/p>\n\u003cp>The public nuisance violations issued Friday carry monetary penalties. The fines will likely be the subject of settlement talks involving the district, the refinery and the shipping company, air regulators said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In February, the air district told KQED it had completed its probe, though its staff had not produced a report or even written anything down concerning the incident. That disclosure prompted questions from state legislators, Vallejo residents and environmental advocates who had been seeking answers about the episode. The agency later \u003ca href=\"https://ww2.kqed.org/news/2017/03/09/bay-area-air-district-baaqmd-says-it-is-still-investigating-vallejo-fumes/\" target=\"_blank\" rel=\"noopener noreferrer\">backtracked\u003c/a> and said its investigation was continuing.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "The Investor Who Took on Uber and Silicon Valley",
"title": "The Investor Who Took on Uber and Silicon Valley",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Uber is a mess — the \"bad boy\" ethos shattered, a nervous breakdown in its place. This week, the CEO announced he is taking a sudden leave of absence. A former U.S. attorney general released a brutal audit of the startup's culture. It's a terrifying moment for many investors who want that $70 billion unicorn to make them rich or richer — not implode.\u003c/p>\n\u003cp>But there is one Uber investor who stands out for how she decided to speak up. It was not very Silicon Valley-like of her, but Freada Kapor Klein wanted to turn the crisis into a teachable moment. And while \u003ca href=\"http://www.npr.org/sections/thetwo-way/2017/06/13/532751641/ubers-travis-kalanick-announces-leave-of-absence-company-adopts-harassment-polic\">this week's events\u003c/a> could lead her to say \"I told you so,\" she has a different takeaway.\u003c/p>\n\u003cp>Let's rewind a few months. Kapor Klein decided to write an \u003ca href=\"https://shift.newco.co/an-open-letter-to-the-uber-board-and-investors-2dc0c48c3a7\">open letter\u003c/a> to Uber — which she published with her husband — after a young woman shared an \u003ca href=\"https://www.susanjfowler.com/blog/2017/2/19/reflecting-on-one-very-strange-year-at-uber\">explosive account\u003c/a> of sexual harassment at Uber headquarters.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.npr.org/player/embed/532973451/533102658\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Kapor Klein is a venture capitalist, or a VC. That means she makes money by betting on technology startups. Uber is one of those startups. She has committed to \"impact investment\" — businesses that can turn a profit while also making the world a better place. For too many years, she says, critics would question her on Uber, and she stayed silent. She tried to influence the company from the inside, though she didn't see a real will among leadership to change. While \"Silicon Valley prides itself on pattern recognition,\" the letter said, Uber had \"toxic patterns\" that needed to stop.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Kapor Klein thought she was just saying what insiders knew: This is not a one-off. Turns out, her peers didn't like that and wanted her to pay for it.\u003c/p>\n\u003cp>\"I could imagine that they wouldn't love the Uber letter,\" Kapor Klein said in an interview with NPR in mid-March. \"But then that they would decide the next step they ought to do is go after our high growth, hot startups and try to get them away from us!\"\u003c/p>\n\u003cfigure id=\"attachment_11513101\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11513101\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5168-edit_slide-50509cc390e992a3208786f2193a75d5b1a65bc5-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Anthony Heckman, an associate at Kapor Capital, speaks with Kapor Klein. She wrote an open letter to Uber after an engineer shared an instance of sexual harassment at the ride-hailing startup. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She's just learned that other VCs are trying to poach one of her hottest investments, and they're citing the Uber letter to do it, basically saying: this investor throws her own people under the bus.\u003c/p>\n\u003cp>\"I mean, it's one thing to go pitch them. It's another to say, 'Get away from Kapor. See, they're going to do this to you,' \" she says.\u003c/p>\n\u003cp>It may be counterintuitive, but in Silicon Valley, the land that created tweeting, there is a code of silence among the rich. People are here to make money, not to agitate. She violated that code.\u003c/p>\n\u003cp>But she won't back down. She tells me I should call a shortlist of her most powerful peers and demand they respond on the record. \"Go to Sequoia, go to Benchmark, go to Kleiner, go to Accel, go to Andreessen, go to Khosla,\" she says, naming the kings of much-storied Sand Hill Road in Menlo Park, California.\u003c/p>\n\u003cp>She's sitting inside the Kapor Center for Social Impact — a name that spells out the intent of the place. Kapor Klein and her husband bought this four-story building in central Oakland — what's become the edge of Silicon Valley as tech expands beyond Cupertino, Mountain View and San Francisco — and it houses an investment arm, research and philanthropic projects.\u003c/p>\n\u003cp>Kapor Klein is 64 years old, petite with jet black eyes and curly hair to match. She is tense as she recounts the blowback, her folded hands resting on a conference table made of reclaimed wood. Meanwhile, her dog is napping by her feet, sprawled on a gray carpet made of recycled fishing nets. (She designed the building to be green.)\u003c/p>\n\u003cp>Dudley's snoring breaks her concentration, and she lets out a laugh. He's a rescue dog, but sometimes she claims he's a therapy dog. \"You can see why. Doesn't he make you feel better?\"\u003c/p>\n\u003cp>She wakes him up and the two go in search of her husband and business partner, \u003ca href=\"Mitch%20Kapor\">Mitch Kapor\u003c/a>. When they find him, he happens to be meeting with the president of Silicon Valley Bank — who is trying to not get in the middle of the couple's conversation. But Kapor Klein reels him in, telling him about the letter and the response. Greg Becker politely offers his take: \"Yeah, people compete ... any way they can, right? That's — unfortunately it's human nature ... .\"\u003c/p>\n\u003cp>Kapor Klein points to her dog, who is now rubbing his enormous cream coat against the banker's leg, and she teases: \"I thought it was just dogs that did that. Dogs, not humans.\" Her husband ends the conversation by saying: \"It's a dog-eat-dog world.\"\u003c/p>\n\u003cp>This is his way of acting as her buffer — she, the one who pushes; he, the one who moderates.\u003c/p>\n\u003cfigure id=\"attachment_11513102\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11513102 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-1020x679.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-1920x1279.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-1180x786.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-960x639.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-520x346.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kapor Klein talks with her husband, Mitch Kapor, in their shared office space. He founded Lotus, the database company, and is a legend in Silicon Valley. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Mitch Kapor is a bit of a legend, by the way. In the 1980s he founded Lotus, the famous spreadsheet maker. Some compare him to Steve Jobs and Bill Gates.\u003c/p>\n\u003cp>He pulled Kapor Klein into the tech world when he hired her to fix Lotus' culture in 1984, to make it the most progressive employer in the U.S. Quite the job description. She would lecture her boss about how he carried himself at work, how he should be \"more sensitive\" about his power, how he could make or break an employee's day just with eye contact.\u003c/p>\n\u003cp>The couple didn't get together until years later, when she sought him out for career advice, and his first marriage fell apart. He asked her out on a date. He had a son. She was 43 and didn't have kids. She assumed it was a summer fling and warned him, date two, that she's not \"stepmom material.\"\u003c/p>\n\u003cp>Turns out, it wasn't a fling.\u003c/p>\n\u003cp>Her life's work is to change the culture of Silicon Valley — a place she feels has gone backward in time. There are \u003ca href=\"http://www.npr.org/sections/money/2014/10/21/357629765/when-women-stopped-coding\">far fewer women in computer science\u003c/a> today than in the 1980s. Blacks and Latinos are missing, too. Kapor Klein faults the investor class, which holds on to the myth of meritocracy, that they are the hyper-rational conduits of capital and it so just happens that white men are the most worthy.\u003c/p>\n\u003cp>She shares a hokey saying she's heard one too many times: \"We don't care if you're orange or blue; the only color we care about is green.\"\u003c/p>\n\u003cfigure id=\"attachment_11513103\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11513103\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5383-edit_custom-4ce66b07a564a299f156d21191f74ceb83bb9da3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Kapor Klein talks with communications manager Ashleigh Richelle (left) and the summer associates at the Kapor Center for Social Impact. Kapor Klein's life work is to change the culture of Silicon Valley. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If all Kapor Klein did was critique, she'd be irrelevant here. This place values people who build things. And that is what she is doing. The building feels like an alternate universe — one where tech somehow looks like the rest of America.\u003c/p>\n\u003cp>On one floor, there's the investment team. Their portfolio includes Genius Plaza — the hot startup that others now want to poach. It's an online education platform founded by Ana Roca-Castro, a woman from the Dominican Republic (which is exotic in these parts). She's landed major contracts with national agencies throughout Latin America, and is working to get into more U.S. schools.\u003c/p>\n\u003cp>Castro, who is based in Albany, New York, describes Kapor Klein as \"protective,\" an early investor who tries to shoo away others who don't share their values. Asked if that could mean \u003cem>possessive, \u003c/em>the tech founder disagrees. \"When someone is territorial they want nobody around,\" but in multiple instances, Kapor Klein has opened doors she didn't know to knock. \"She'll be the first to push me, saying, 'Don't be afraid.' \"\u003c/p>\n\u003cp>Kapor Klein keeps an eclectic inner circle. It includes a former head of the NAACP; the woman who filed (and lost) a high-profile sexual harassment lawsuit against a leading venture capital fund; and Ulili Onovakpuri. The 32-year-old advises the health care portfolio, deciding which startups get money. But their relationship started when Onovakpuri was a teenager. Her now longtime mentor gave her a scholarship to UC Berkeley. (Kapor Klein launched the IDEAL Scholars Fund, for high-achieving minority students, after California ended affirmative action in schools.)\u003c/p>\n\u003cfigure id=\"attachment_11513099\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11513099\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5123-edit_custom-fa5b02a52b3feb72944deb6965ef280ca63c27bd-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Pictures of Kapor Klein's SMASH scholars and which college they will attend are on display in the office. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Around the corner, social scientists are running data on why people leave tech, looking for holes in the leaky pipeline, so to speak. (They later published \u003ca href=\"http://www.kaporcenter.org/tech-leavers/\">this study\u003c/a>.)\u003c/p>\n\u003cp>Downstairs, Gabriel Chaparro — who ran the center's SMASH \u003ca href=\"http://www.lpfi.org/programs/smash/\">math and science program\u003c/a> for students of color at Stanford — shares the lesson he wants to drill into young minds.\u003c/p>\n\u003cp>\"You're going to step into places where there's a line of people and none of them look like you. But you've earned your space. So get in that line, push them aside,\" he says. \"You can't just look at that line and say I don't fit in there. \u003cem>Make\u003c/em> your fit.\"\u003c/p>\n\u003cp>It's a very Silicon Valley way of being. It's how Uber CEO Travis Kalanick broke the yellow cab industry in city after city.\u003c/p>\n\u003cp>In some ways, Kapor Klein wants young people who grew up poor to channel Silicon Valley's sense of entitlement — the idea that it's OK to fail; that failure is necessary; and that one deserves support anyway. She herself doesn't come from money. She grew up on a U.S. Air Force base in Biloxi, Mississippi, and one of her earliest memories was seeing, at age 3, her 7-year-old brother bloodied, beaten for being a Jew. She knew then that the world isn't fair.\u003c/p>\n\u003cp>The Uber row isn't her first in Silicon Valley. To some extent, she's used to it. She is rich (she won't disclose how rich) and travels in wealthy circles, where people have strong feelings about money. She remembers a billionaire who suggested she's spending too much on her do-gooder education programs. She recollects telling him, \"Well, you probably write a check that's somewhere between five and 10 times that amount of money for private kindergarten for your child.\"\u003c/p>\n\u003cp>She's quick to point out, though, that she jabbed because she was asking him to donate. If there wasn't a specific ask, a concrete step she was advocating, she said she would hold back.\u003c/p>\n\u003cfigure id=\"attachment_11513104\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11513104\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5656-edit_custom-d39a56a9b50ad6ef4870823c4bf22e6be11b1006-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Kapor Klein sits with her rescue dog, Dudley. He acts as the office's therapy dog and follows her throughout the day. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>NPR did approach leading investors (as Kapor Klein suggested) to get their take on Uber, her letter, and what's the real problem. One was willing to go on the record.\u003c/p>\n\u003cp>\"If you are a shareholder in a company and a stakeholder in a company, you would want to speak with one voice and you would want to work on the problem primarily,\" says Jason Calacanis. \"To kind of blindside a company with a post like that means now the company not only has to solve the problem, they have to react to that position publicly.\"\u003c/p>\n\u003cp>Calacanis is an influential angel investor, and author of \u003ca href=\"https://www.harpercollins.com/9780062560711/angel\">a new book\u003c/a> on how to invest. While he respects Kapor Klein's work with the underprivileged (he's invited her to speak about it to his startups), he says that the way she spoke out created a \"negative atmosphere\" — a media circus.\u003c/p>\n\u003cp>And, Calacanis adds, it takes a hard-charging CEO to build the Uber empire. Soft questions around culture, an inclusive culture — those come later. \"After you've won, or won a decent amount of market share or won the early fights, I think you have to shift gears a bit. And I think that's what Uber's going through.\"\u003c/p>\n\u003cp>Kapor Klein disagrees — and Uber's monumental meltdown is arguably proof she was right. But when I sit down with her in April, as the drama continues to unfold, she's become hesitant. Uber reached out to her for help, after her letter. Now, as I ask questions about it, she's being tight-lipped.\u003c/p>\n\u003cp>Asked if she is uncomfortable, she says she is, \"because my goal now is to help Uber and any other company that really genuinely wants to change. I don't know what snippets you might use, how they might hear that, and whether that's going to hamper the efforts.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Kapor Klein wants the world to understand: Yes, she spoke out when others would not. But no, Uber isn't the only problem child in Silicon Valley. They just happened to get caught. This week she and her husband issued \u003ca href=\"http://www.kaporcenter.org/press-release-posts/statement-from-mitch-kapor-and-freada-kapor-klein-re-eric-holders-uber-investigation-report/\">a statement\u003c/a> to that effect, saying \"the company deserves some room\" to work on itself.\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=The+Investor+Who+Took+On+Uber%2C+And+Silicon+Valley&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber is a mess — the \"bad boy\" ethos shattered, a nervous breakdown in its place. This week, the CEO announced he is taking a sudden leave of absence. A former U.S. attorney general released a brutal audit of the startup's culture. It's a terrifying moment for many investors who want that $70 billion unicorn to make them rich or richer — not implode.\u003c/p>\n\u003cp>But there is one Uber investor who stands out for how she decided to speak up. It was not very Silicon Valley-like of her, but Freada Kapor Klein wanted to turn the crisis into a teachable moment. And while \u003ca href=\"http://www.npr.org/sections/thetwo-way/2017/06/13/532751641/ubers-travis-kalanick-announces-leave-of-absence-company-adopts-harassment-polic\">this week's events\u003c/a> could lead her to say \"I told you so,\" she has a different takeaway.\u003c/p>\n\u003cp>Let's rewind a few months. Kapor Klein decided to write an \u003ca href=\"https://shift.newco.co/an-open-letter-to-the-uber-board-and-investors-2dc0c48c3a7\">open letter\u003c/a> to Uber — which she published with her husband — after a young woman shared an \u003ca href=\"https://www.susanjfowler.com/blog/2017/2/19/reflecting-on-one-very-strange-year-at-uber\">explosive account\u003c/a> of sexual harassment at Uber headquarters.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.npr.org/player/embed/532973451/533102658\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Kapor Klein is a venture capitalist, or a VC. That means she makes money by betting on technology startups. Uber is one of those startups. She has committed to \"impact investment\" — businesses that can turn a profit while also making the world a better place. For too many years, she says, critics would question her on Uber, and she stayed silent. She tried to influence the company from the inside, though she didn't see a real will among leadership to change. While \"Silicon Valley prides itself on pattern recognition,\" the letter said, Uber had \"toxic patterns\" that needed to stop.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Kapor Klein thought she was just saying what insiders knew: This is not a one-off. Turns out, her peers didn't like that and wanted her to pay for it.\u003c/p>\n\u003cp>\"I could imagine that they wouldn't love the Uber letter,\" Kapor Klein said in an interview with NPR in mid-March. \"But then that they would decide the next step they ought to do is go after our high growth, hot startups and try to get them away from us!\"\u003c/p>\n\u003cfigure id=\"attachment_11513101\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11513101\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5168-edit_slide-50509cc390e992a3208786f2193a75d5b1a65bc5-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Anthony Heckman, an associate at Kapor Capital, speaks with Kapor Klein. She wrote an open letter to Uber after an engineer shared an instance of sexual harassment at the ride-hailing startup. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She's just learned that other VCs are trying to poach one of her hottest investments, and they're citing the Uber letter to do it, basically saying: this investor throws her own people under the bus.\u003c/p>\n\u003cp>\"I mean, it's one thing to go pitch them. It's another to say, 'Get away from Kapor. See, they're going to do this to you,' \" she says.\u003c/p>\n\u003cp>It may be counterintuitive, but in Silicon Valley, the land that created tweeting, there is a code of silence among the rich. People are here to make money, not to agitate. She violated that code.\u003c/p>\n\u003cp>But she won't back down. She tells me I should call a shortlist of her most powerful peers and demand they respond on the record. \"Go to Sequoia, go to Benchmark, go to Kleiner, go to Accel, go to Andreessen, go to Khosla,\" she says, naming the kings of much-storied Sand Hill Road in Menlo Park, California.\u003c/p>\n\u003cp>She's sitting inside the Kapor Center for Social Impact — a name that spells out the intent of the place. Kapor Klein and her husband bought this four-story building in central Oakland — what's become the edge of Silicon Valley as tech expands beyond Cupertino, Mountain View and San Francisco — and it houses an investment arm, research and philanthropic projects.\u003c/p>\n\u003cp>Kapor Klein is 64 years old, petite with jet black eyes and curly hair to match. She is tense as she recounts the blowback, her folded hands resting on a conference table made of reclaimed wood. Meanwhile, her dog is napping by her feet, sprawled on a gray carpet made of recycled fishing nets. (She designed the building to be green.)\u003c/p>\n\u003cp>Dudley's snoring breaks her concentration, and she lets out a laugh. He's a rescue dog, but sometimes she claims he's a therapy dog. \"You can see why. Doesn't he make you feel better?\"\u003c/p>\n\u003cp>She wakes him up and the two go in search of her husband and business partner, \u003ca href=\"Mitch%20Kapor\">Mitch Kapor\u003c/a>. When they find him, he happens to be meeting with the president of Silicon Valley Bank — who is trying to not get in the middle of the couple's conversation. But Kapor Klein reels him in, telling him about the letter and the response. Greg Becker politely offers his take: \"Yeah, people compete ... any way they can, right? That's — unfortunately it's human nature ... .\"\u003c/p>\n\u003cp>Kapor Klein points to her dog, who is now rubbing his enormous cream coat against the banker's leg, and she teases: \"I thought it was just dogs that did that. Dogs, not humans.\" Her husband ends the conversation by saying: \"It's a dog-eat-dog world.\"\u003c/p>\n\u003cp>This is his way of acting as her buffer — she, the one who pushes; he, the one who moderates.\u003c/p>\n\u003cfigure id=\"attachment_11513102\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11513102 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-1020x679.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-1920x1279.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-1180x786.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-960x639.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/06/n0a5709-edit_custom-c10baff1931470d9f2f3c51cc3ee444654b0d2f2-520x346.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Kapor Klein talks with her husband, Mitch Kapor, in their shared office space. He founded Lotus, the database company, and is a legend in Silicon Valley. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Mitch Kapor is a bit of a legend, by the way. In the 1980s he founded Lotus, the famous spreadsheet maker. Some compare him to Steve Jobs and Bill Gates.\u003c/p>\n\u003cp>He pulled Kapor Klein into the tech world when he hired her to fix Lotus' culture in 1984, to make it the most progressive employer in the U.S. Quite the job description. She would lecture her boss about how he carried himself at work, how he should be \"more sensitive\" about his power, how he could make or break an employee's day just with eye contact.\u003c/p>\n\u003cp>The couple didn't get together until years later, when she sought him out for career advice, and his first marriage fell apart. He asked her out on a date. He had a son. She was 43 and didn't have kids. She assumed it was a summer fling and warned him, date two, that she's not \"stepmom material.\"\u003c/p>\n\u003cp>Turns out, it wasn't a fling.\u003c/p>\n\u003cp>Her life's work is to change the culture of Silicon Valley — a place she feels has gone backward in time. There are \u003ca href=\"http://www.npr.org/sections/money/2014/10/21/357629765/when-women-stopped-coding\">far fewer women in computer science\u003c/a> today than in the 1980s. Blacks and Latinos are missing, too. Kapor Klein faults the investor class, which holds on to the myth of meritocracy, that they are the hyper-rational conduits of capital and it so just happens that white men are the most worthy.\u003c/p>\n\u003cp>She shares a hokey saying she's heard one too many times: \"We don't care if you're orange or blue; the only color we care about is green.\"\u003c/p>\n\u003cfigure id=\"attachment_11513103\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11513103\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5383-edit_custom-4ce66b07a564a299f156d21191f74ceb83bb9da3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Kapor Klein talks with communications manager Ashleigh Richelle (left) and the summer associates at the Kapor Center for Social Impact. Kapor Klein's life work is to change the culture of Silicon Valley. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If all Kapor Klein did was critique, she'd be irrelevant here. This place values people who build things. And that is what she is doing. The building feels like an alternate universe — one where tech somehow looks like the rest of America.\u003c/p>\n\u003cp>On one floor, there's the investment team. Their portfolio includes Genius Plaza — the hot startup that others now want to poach. It's an online education platform founded by Ana Roca-Castro, a woman from the Dominican Republic (which is exotic in these parts). She's landed major contracts with national agencies throughout Latin America, and is working to get into more U.S. schools.\u003c/p>\n\u003cp>Castro, who is based in Albany, New York, describes Kapor Klein as \"protective,\" an early investor who tries to shoo away others who don't share their values. Asked if that could mean \u003cem>possessive, \u003c/em>the tech founder disagrees. \"When someone is territorial they want nobody around,\" but in multiple instances, Kapor Klein has opened doors she didn't know to knock. \"She'll be the first to push me, saying, 'Don't be afraid.' \"\u003c/p>\n\u003cp>Kapor Klein keeps an eclectic inner circle. It includes a former head of the NAACP; the woman who filed (and lost) a high-profile sexual harassment lawsuit against a leading venture capital fund; and Ulili Onovakpuri. The 32-year-old advises the health care portfolio, deciding which startups get money. But their relationship started when Onovakpuri was a teenager. Her now longtime mentor gave her a scholarship to UC Berkeley. (Kapor Klein launched the IDEAL Scholars Fund, for high-achieving minority students, after California ended affirmative action in schools.)\u003c/p>\n\u003cfigure id=\"attachment_11513099\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11513099\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5123-edit_custom-fa5b02a52b3feb72944deb6965ef280ca63c27bd-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Pictures of Kapor Klein's SMASH scholars and which college they will attend are on display in the office. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Around the corner, social scientists are running data on why people leave tech, looking for holes in the leaky pipeline, so to speak. (They later published \u003ca href=\"http://www.kaporcenter.org/tech-leavers/\">this study\u003c/a>.)\u003c/p>\n\u003cp>Downstairs, Gabriel Chaparro — who ran the center's SMASH \u003ca href=\"http://www.lpfi.org/programs/smash/\">math and science program\u003c/a> for students of color at Stanford — shares the lesson he wants to drill into young minds.\u003c/p>\n\u003cp>\"You're going to step into places where there's a line of people and none of them look like you. But you've earned your space. So get in that line, push them aside,\" he says. \"You can't just look at that line and say I don't fit in there. \u003cem>Make\u003c/em> your fit.\"\u003c/p>\n\u003cp>It's a very Silicon Valley way of being. It's how Uber CEO Travis Kalanick broke the yellow cab industry in city after city.\u003c/p>\n\u003cp>In some ways, Kapor Klein wants young people who grew up poor to channel Silicon Valley's sense of entitlement — the idea that it's OK to fail; that failure is necessary; and that one deserves support anyway. She herself doesn't come from money. She grew up on a U.S. Air Force base in Biloxi, Mississippi, and one of her earliest memories was seeing, at age 3, her 7-year-old brother bloodied, beaten for being a Jew. She knew then that the world isn't fair.\u003c/p>\n\u003cp>The Uber row isn't her first in Silicon Valley. To some extent, she's used to it. She is rich (she won't disclose how rich) and travels in wealthy circles, where people have strong feelings about money. She remembers a billionaire who suggested she's spending too much on her do-gooder education programs. She recollects telling him, \"Well, you probably write a check that's somewhere between five and 10 times that amount of money for private kindergarten for your child.\"\u003c/p>\n\u003cp>She's quick to point out, though, that she jabbed because she was asking him to donate. If there wasn't a specific ask, a concrete step she was advocating, she said she would hold back.\u003c/p>\n\u003cfigure id=\"attachment_11513104\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11513104\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/n0a5656-edit_custom-d39a56a9b50ad6ef4870823c4bf22e6be11b1006-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Kapor Klein sits with her rescue dog, Dudley. He acts as the office's therapy dog and follows her throughout the day. \u003ccite>(Talia Herman for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>NPR did approach leading investors (as Kapor Klein suggested) to get their take on Uber, her letter, and what's the real problem. One was willing to go on the record.\u003c/p>\n\u003cp>\"If you are a shareholder in a company and a stakeholder in a company, you would want to speak with one voice and you would want to work on the problem primarily,\" says Jason Calacanis. \"To kind of blindside a company with a post like that means now the company not only has to solve the problem, they have to react to that position publicly.\"\u003c/p>\n\u003cp>Calacanis is an influential angel investor, and author of \u003ca href=\"https://www.harpercollins.com/9780062560711/angel\">a new book\u003c/a> on how to invest. While he respects Kapor Klein's work with the underprivileged (he's invited her to speak about it to his startups), he says that the way she spoke out created a \"negative atmosphere\" — a media circus.\u003c/p>\n\u003cp>And, Calacanis adds, it takes a hard-charging CEO to build the Uber empire. Soft questions around culture, an inclusive culture — those come later. \"After you've won, or won a decent amount of market share or won the early fights, I think you have to shift gears a bit. And I think that's what Uber's going through.\"\u003c/p>\n\u003cp>Kapor Klein disagrees — and Uber's monumental meltdown is arguably proof she was right. But when I sit down with her in April, as the drama continues to unfold, she's become hesitant. Uber reached out to her for help, after her letter. Now, as I ask questions about it, she's being tight-lipped.\u003c/p>\n\u003cp>Asked if she is uncomfortable, she says she is, \"because my goal now is to help Uber and any other company that really genuinely wants to change. I don't know what snippets you might use, how they might hear that, and whether that's going to hamper the efforts.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Kapor Klein wants the world to understand: Yes, she spoke out when others would not. But no, Uber isn't the only problem child in Silicon Valley. They just happened to get caught. This week she and her husband issued \u003ca href=\"http://www.kaporcenter.org/press-release-posts/statement-from-mitch-kapor-and-freada-kapor-klein-re-eric-holders-uber-investigation-report/\">a statement\u003c/a> to that effect, saying \"the company deserves some room\" to work on itself.\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=The+Investor+Who+Took+On+Uber%2C+And+Silicon+Valley&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
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"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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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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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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}
},
"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",
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}
