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"content": "\u003cp>BART needs to stop \"tap dancing\" around and quickly install surveillance cameras on all of its trains, the chairman of the Bay Area's regional transit planning agency said after learning that \u003ca href=\"http://ww2.kqed.org/news/2016/07/18/bart-still-hasnt-installed-surveillance-cameras\">the system was moving slowly in putting the devices in place\u003c/a>.\u003c/p>\n\u003cp>\"I don't know what's taking so long,\" Dave Cortese, chairman of the Metropolitan Transportation Commission, said in an interview. \"I think there's a genuine concern that BART isn't able to move quickly enough on some of these basic maintenance- and security-type issues.\"\u003c/p>\n\u003cp>In January, BART announced that it had \u003ca href=\"http://ww2.kqed.org/news/2016/01/21/bart-says-it-will-install-surveillance-cameras-on-every-car\">begun the process of buying cameras\u003c/a> for its cars after it was revealed that most of the current devices on its cars were decoys. That disclosure came after a fatal shooting aboard a train at the system's West Oakland Station.\u003c/p>\n\u003cp>But last week a BART spokesman said the agency was still in the testing phase for the cameras, that the system's board of directors would vote in September on buying equipment for the devices and that work to completely install them would take a year after that.\u003c/p>\n\u003cp>\"Again we get the tap dance, 'Well, we're working on it,' \" said Cortese, who is also a Santa Clara County supervisor. \"You got to work a lot faster. This is the Bay Area, not a Third World country.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One elected member of BART's elected board of directors said Monday he wants to see rapid installation of the security cameras.\u003c/p>\n\u003cp>\"Passenger safety is of the utmost importance,\" Robert Raburn, who represents a district including Alameda and parts of Oakland and San Leandro, said in an email. \"My intention is that the camera installation proceed in the near term.\"\u003c/p>\n\u003cp>But at least one of his colleagues says he plans to vote against such a contract when it's expected to come before the board.\u003c/p>\n\u003cp>Zakhary Mallett, who represents communities in western Contra Costa and northwestern Alameda counties, says he's opposed to installing surveillance cameras on BART's current train cars. That's because next year the transit agency will begin running its new generation of train cars, which will come equipped with the devices.\u003c/p>\n\u003cp>\"I was never a proponent of rushing to install the cameras in the first place,\" Mallett said in an interview. \"Our new fleet is going to have cameras. I'm concerned that this is investing a lot of money in a short-term asset.\"\u003c/p>\n\u003cp>Mallett added he doesn't believe cameras would have prevented the fatal shooting of 19-year-old Carlos Misael Funez-Romero of Antioch in January.\u003c/p>\n\u003cp>\"What cameras provide are extra eyes when the human eye might miss something.\" he said, adding that BART had captured \u003ca href=\"http://ww2.kqed.org/news/2016/01/10/suspect-escaped-after-fatal-bart-shooting-on-saturday-night\">images of the shooting suspect\u003c/a> as he departed West Oakland Station.\u003c/p>\n\u003cp>\"Surveillance cameras on the trains would not have made a huge difference,\" Mallett said.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said Monday that the agency is -- and has been -- moving to install test cameras this year.\u003c/p>\n\u003cp>\"We initiated the project immediately as promised,\" Trost said in an email Monday. BART has reviewed different types of cameras, ordered wiring, installed two prototypes onto train cars and trained its staff on how to put the devices into place, according to Trost.\u003c/p>\n\u003cp>Footage from the test cameras can be used by police, Trost said.\u003c/p>\n\u003cp>\"They are the real thing,\" she said.\u003c/p>\n\u003cp>The contract for the cameras and other recording equipment is expected to cost $500,000.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting from KQED's Peter Jon Shuler.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART needs to stop \"tap dancing\" around and quickly install surveillance cameras on all of its trains, the chairman of the Bay Area's regional transit planning agency said after learning that \u003ca href=\"http://ww2.kqed.org/news/2016/07/18/bart-still-hasnt-installed-surveillance-cameras\">the system was moving slowly in putting the devices in place\u003c/a>.\u003c/p>\n\u003cp>\"I don't know what's taking so long,\" Dave Cortese, chairman of the Metropolitan Transportation Commission, said in an interview. \"I think there's a genuine concern that BART isn't able to move quickly enough on some of these basic maintenance- and security-type issues.\"\u003c/p>\n\u003cp>In January, BART announced that it had \u003ca href=\"http://ww2.kqed.org/news/2016/01/21/bart-says-it-will-install-surveillance-cameras-on-every-car\">begun the process of buying cameras\u003c/a> for its cars after it was revealed that most of the current devices on its cars were decoys. That disclosure came after a fatal shooting aboard a train at the system's West Oakland Station.\u003c/p>\n\u003cp>But last week a BART spokesman said the agency was still in the testing phase for the cameras, that the system's board of directors would vote in September on buying equipment for the devices and that work to completely install them would take a year after that.\u003c/p>\n\u003cp>\"Again we get the tap dance, 'Well, we're working on it,' \" said Cortese, who is also a Santa Clara County supervisor. \"You got to work a lot faster. This is the Bay Area, not a Third World country.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One elected member of BART's elected board of directors said Monday he wants to see rapid installation of the security cameras.\u003c/p>\n\u003cp>\"Passenger safety is of the utmost importance,\" Robert Raburn, who represents a district including Alameda and parts of Oakland and San Leandro, said in an email. \"My intention is that the camera installation proceed in the near term.\"\u003c/p>\n\u003cp>But at least one of his colleagues says he plans to vote against such a contract when it's expected to come before the board.\u003c/p>\n\u003cp>Zakhary Mallett, who represents communities in western Contra Costa and northwestern Alameda counties, says he's opposed to installing surveillance cameras on BART's current train cars. That's because next year the transit agency will begin running its new generation of train cars, which will come equipped with the devices.\u003c/p>\n\u003cp>\"I was never a proponent of rushing to install the cameras in the first place,\" Mallett said in an interview. \"Our new fleet is going to have cameras. I'm concerned that this is investing a lot of money in a short-term asset.\"\u003c/p>\n\u003cp>Mallett added he doesn't believe cameras would have prevented the fatal shooting of 19-year-old Carlos Misael Funez-Romero of Antioch in January.\u003c/p>\n\u003cp>\"What cameras provide are extra eyes when the human eye might miss something.\" he said, adding that BART had captured \u003ca href=\"http://ww2.kqed.org/news/2016/01/10/suspect-escaped-after-fatal-bart-shooting-on-saturday-night\">images of the shooting suspect\u003c/a> as he departed West Oakland Station.\u003c/p>\n\u003cp>\"Surveillance cameras on the trains would not have made a huge difference,\" Mallett said.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said Monday that the agency is -- and has been -- moving to install test cameras this year.\u003c/p>\n\u003cp>\"We initiated the project immediately as promised,\" Trost said in an email Monday. BART has reviewed different types of cameras, ordered wiring, installed two prototypes onto train cars and trained its staff on how to put the devices into place, according to Trost.\u003c/p>\n\u003cp>Footage from the test cameras can be used by police, Trost said.\u003c/p>\n\u003cp>\"They are the real thing,\" she said.\u003c/p>\n\u003cp>The contract for the cameras and other recording equipment is expected to cost $500,000.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting from KQED's Peter Jon Shuler.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART has not yet begun to install new surveillance cameras on its trains more than six months after a fatal shooting revealed that most of the current devices on its cars were decoys.\u003c/p>\n\u003cp>In late January, the transit agency announced that \u003ca href=\"http://ww2.kqed.org/news/2016/01/21/bart-says-it-will-install-surveillance-cameras-on-every-car\">it had begun the process of buying cameras\u003c/a> for its cars. But a BART spokesman now says the new devices won't be installed until late 2017 at the earliest.\u003c/p>\n\u003cp>The system's board of directors is expected to vote in September on buying camera equipment. After the agency receives the parts, crews will start installing the devices on BART's entire 669-car fleet, a process that should take a year.\u003c/p>\n\u003cp>\"It's not delayed,\" BART spokesman Taylor Huckaby said in an interview. \"It just takes a lot of time to custom install a camera system on custom-built train cars that are decades old.\"\u003c/p>\n\u003cp>The agency needs to order special wiring used to power and operate the cameras on the system's four different kinds of cars, Huckaby said. \"We have to engineer these camera systems within the narrow confines of these train cars and that takes time.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"We wouldn't want to engineer a sloppy implementation, as that would cost us later,\" Huckaby said.\u003c/p>\n\u003cp>Engineers have begun testing potential camera installations. Work on one test car has been completed. Next month, BART plans to test installations on nine other cars. The tests are done to make sure that the cameras are recording properly and not interfering with the electrical systems in the rest of the train.\u003c/p>\n\u003cp>Scrutiny of BART's surveillance system began after 19-year-old Carlos Misael Funez-Romero of Antioch was shot and killed on a San Francisco-bound train at the West Oakland station.\u003c/p>\n\u003cp>BART police \u003ca href=\"http://ww2.kqed.org/news/2016/01/10/suspect-escaped-after-fatal-bart-shooting-on-saturday-night\">released pictures of the suspect\u003c/a> leaving the station through its fare gates, but conceded that there was no video from the train car where the shooting took place.\u003c/p>\n\u003cp>Days later it was revealed that most of the agency's in-car cameras were actually decoys.\u003c/p>\n\u003cp>Initially, BART police officials defended the use of those decoys, saying the fact that the agency captured images of the suspect showed the system's surveillance measures work. Agency officials said that its new generation of train cars would be equipped with functioning cameras.\u003c/p>\n\u003cp>But, on Jan. 20, BART announced an about-face.\u003c/p>\n\u003cp>“We’ve decided we’re not going to wait for the fleet of the future to put a working camera on every train car,” BART spokeswoman Alicia Trost said at the time. “We are going to go ahead and move forward and get those cameras and install them onto the current fleet as soon as possible. We just want to make sure everyone knows that we are already working on it and the decision’s been made.\"\u003c/p>\n\u003cp>Trost did not give a timeline.\u003c/p>\n\u003cp>The work has been slow because it's tough to find the right hardware to fit in BART's old train cars, Huckaby emphasized.\u003c/p>\n\u003cp>\"We have to find a manufacturer who is able to custom-build these electronic parts that are decades outdated,\" he recently said. \"That's a problem that BART faces in a number of different arenas when it comes to maintaining our fleet. There are times when we are literally on eBay looking for old parts that are compatible with our systems.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART has not yet begun to install new surveillance cameras on its trains more than six months after a fatal shooting revealed that most of the current devices on its cars were decoys.\u003c/p>\n\u003cp>In late January, the transit agency announced that \u003ca href=\"http://ww2.kqed.org/news/2016/01/21/bart-says-it-will-install-surveillance-cameras-on-every-car\">it had begun the process of buying cameras\u003c/a> for its cars. But a BART spokesman now says the new devices won't be installed until late 2017 at the earliest.\u003c/p>\n\u003cp>The system's board of directors is expected to vote in September on buying camera equipment. After the agency receives the parts, crews will start installing the devices on BART's entire 669-car fleet, a process that should take a year.\u003c/p>\n\u003cp>\"It's not delayed,\" BART spokesman Taylor Huckaby said in an interview. \"It just takes a lot of time to custom install a camera system on custom-built train cars that are decades old.\"\u003c/p>\n\u003cp>The agency needs to order special wiring used to power and operate the cameras on the system's four different kinds of cars, Huckaby said. \"We have to engineer these camera systems within the narrow confines of these train cars and that takes time.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We wouldn't want to engineer a sloppy implementation, as that would cost us later,\" Huckaby said.\u003c/p>\n\u003cp>Engineers have begun testing potential camera installations. Work on one test car has been completed. Next month, BART plans to test installations on nine other cars. The tests are done to make sure that the cameras are recording properly and not interfering with the electrical systems in the rest of the train.\u003c/p>\n\u003cp>Scrutiny of BART's surveillance system began after 19-year-old Carlos Misael Funez-Romero of Antioch was shot and killed on a San Francisco-bound train at the West Oakland station.\u003c/p>\n\u003cp>BART police \u003ca href=\"http://ww2.kqed.org/news/2016/01/10/suspect-escaped-after-fatal-bart-shooting-on-saturday-night\">released pictures of the suspect\u003c/a> leaving the station through its fare gates, but conceded that there was no video from the train car where the shooting took place.\u003c/p>\n\u003cp>Days later it was revealed that most of the agency's in-car cameras were actually decoys.\u003c/p>\n\u003cp>Initially, BART police officials defended the use of those decoys, saying the fact that the agency captured images of the suspect showed the system's surveillance measures work. Agency officials said that its new generation of train cars would be equipped with functioning cameras.\u003c/p>\n\u003cp>But, on Jan. 20, BART announced an about-face.\u003c/p>\n\u003cp>“We’ve decided we’re not going to wait for the fleet of the future to put a working camera on every train car,” BART spokeswoman Alicia Trost said at the time. “We are going to go ahead and move forward and get those cameras and install them onto the current fleet as soon as possible. We just want to make sure everyone knows that we are already working on it and the decision’s been made.\"\u003c/p>\n\u003cp>Trost did not give a timeline.\u003c/p>\n\u003cp>The work has been slow because it's tough to find the right hardware to fit in BART's old train cars, Huckaby emphasized.\u003c/p>\n\u003cp>\"We have to find a manufacturer who is able to custom-build these electronic parts that are decades outdated,\" he recently said. \"That's a problem that BART faces in a number of different arenas when it comes to maintaining our fleet. There are times when we are literally on eBay looking for old parts that are compatible with our systems.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The North Bay's largest transit agency plans to spend $900,000 to replace and upgrade its bus fleet's surveillance cameras, many of which may not work.\u003c/p>\n\u003cp>The Golden Gate Bridge, Highway and Transportation District's board of directors plans to vote Friday on a plan to install new cameras on 80 Golden Gate Transit buses where the devices are considered obsolete.\u003c/p>\n\u003cp>\"They don't work reliably, unfortunately,\" bridge district spokeswoman Priya Clemens said. \"Sometimes they malfunction and we don't always know which camera is not working at any given time until the bus is pulled into our lot and we're able to do a system's diagnostic check.\"\u003c/p>\n\u003cp>On Thursday, the district's Transportation Committee approved the \u003ca href=\"http://goldengate.org/board/2016/agendas/documents/2016-0714-TransComm-No4-ApproveAwardSoleSourceOnBoardSecCamApollo.pdf\">proposal\u003c/a>, which also calls for upgrading technology on newer surveillance systems on the rest of the system's bus fleet.\u003c/p>\n\u003cp>The board's vote comes six months after a controversy erupted involving dummy security cameras on BART's train cars.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The presence of the decoy devices was disclosed after a January incident in which one passenger shot and killed another as a train was pulling into the West Oakland station. Amid widespread criticism, \u003ca href=\"http://ww2.kqed.org/news/2016/01/21/bart-says-it-will-install-surveillance-cameras-on-every-car\">BART promised to install functional cameras on its fleet\u003c/a>.\u003c/p>\n\u003cp>Golden Gate Transit at that time had its own camera concerns.\u003c/p>\n\u003cp>\"We had already been talking about our camera system at that point,\" Clemens said. \"We've known for a while that we need to replace these 80 obsolete cameras.\"\u003c/p>\n\u003cp>The new cameras will also provide much cleaner images.\u003c/p>\n\u003cp>\"It's like going from an old TV set to today's high-res video quality,\" Clemens said.\u003c/p>\n\u003cp>The agency plans to add monitoring technology to newer devices that are already on 97 other buses. That will allow transit officials to ensure remotely that the cameras are working properly. They will provide access to real-time video streaming during emergencies, transit officials said.\u003c/p>\n\u003cp>The surveillance system includes cameras placed in and on the buses. They are aimed at helping with criminal and collision investigations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The contract is with Apollo Video Technology, based in Washington state.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The North Bay's largest transit agency plans to spend $900,000 to replace and upgrade its bus fleet's surveillance cameras, many of which may not work.\u003c/p>\n\u003cp>The Golden Gate Bridge, Highway and Transportation District's board of directors plans to vote Friday on a plan to install new cameras on 80 Golden Gate Transit buses where the devices are considered obsolete.\u003c/p>\n\u003cp>\"They don't work reliably, unfortunately,\" bridge district spokeswoman Priya Clemens said. \"Sometimes they malfunction and we don't always know which camera is not working at any given time until the bus is pulled into our lot and we're able to do a system's diagnostic check.\"\u003c/p>\n\u003cp>On Thursday, the district's Transportation Committee approved the \u003ca href=\"http://goldengate.org/board/2016/agendas/documents/2016-0714-TransComm-No4-ApproveAwardSoleSourceOnBoardSecCamApollo.pdf\">proposal\u003c/a>, which also calls for upgrading technology on newer surveillance systems on the rest of the system's bus fleet.\u003c/p>\n\u003cp>The board's vote comes six months after a controversy erupted involving dummy security cameras on BART's train cars.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The presence of the decoy devices was disclosed after a January incident in which one passenger shot and killed another as a train was pulling into the West Oakland station. Amid widespread criticism, \u003ca href=\"http://ww2.kqed.org/news/2016/01/21/bart-says-it-will-install-surveillance-cameras-on-every-car\">BART promised to install functional cameras on its fleet\u003c/a>.\u003c/p>\n\u003cp>Golden Gate Transit at that time had its own camera concerns.\u003c/p>\n\u003cp>\"We had already been talking about our camera system at that point,\" Clemens said. \"We've known for a while that we need to replace these 80 obsolete cameras.\"\u003c/p>\n\u003cp>The new cameras will also provide much cleaner images.\u003c/p>\n\u003cp>\"It's like going from an old TV set to today's high-res video quality,\" Clemens said.\u003c/p>\n\u003cp>The agency plans to add monitoring technology to newer devices that are already on 97 other buses. That will allow transit officials to ensure remotely that the cameras are working properly. They will provide access to real-time video streaming during emergencies, transit officials said.\u003c/p>\n\u003cp>The surveillance system includes cameras placed in and on the buses. They are aimed at helping with criminal and collision investigations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The contract is with Apollo Video Technology, based in Washington state.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How Can You Tell If a Driver Is Stoned?",
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"content": "\u003cp>In a famous scene from the Coen brothers' cult classic \"The Big Lebowski,\" Jeffrey \"The Dude\" Lebowski is cruising behind the wheel of his car, tunes blasting as he sips beer and smokes pot. In a classic stoner move, he tries to flick his lighted roach out the window -- except that it's closed. The burning roach ricochets onto his lap, causing him to wildly swerve and then crash into a garbage can.\u003c/p>\n\u003cp>Lebowski doesn’t get hurt, but there are those, such as state Assemblyman Tom Lackey (R-Palmdale), who fear an increase in real-life risky driving if on Nov. 8 Californians pass \u003ca href=\"https://ballotpedia.org/California_Marijuana_Legalization_Initiative,_Proposition_64_%282016%29\">Prop. 64,\u003c/a> the initiative that would legalize recreational marijuana.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=a3FOzF9VLbQ\u003c/p>\n\u003cp>Lackey, a retired California Highway Patrol officer, wants the state to adopt a legal limit for THC -- the mind-altering ingredient in cannabis. Without it, he says, patrol officers must rely mostly on their own subjective judgment as to whether a driver is impaired. That, he says, makes many officers uncomfortable.\u003c/p>\n\u003cp>\"In my own experience I’ve seen this phenomenon,\" he says. \"I’ve seen somebody clearly impaired and I’ve seen officers still hesitant to remove [that person] from the roadway because they’re not a drug recognition expert.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Lackey says drug recognition experts have advanced training in identifying impairment levels caused by marijuana and a slew of other drugs; most highway patrol officers don't. So he co-sponsored legislation -- modeled after drunken driving laws -- that would have made it easier for officers by creating a legal blood limit for THC in drivers.\u003c/p>\n\u003cp>But that bill failed this spring, in large part because THC levels are not good indicators of intoxication.\u003c/p>\n\u003caside class=\"pullquote alignright\">'You can be very, very stoned and not have a very high level of THC actually apparent in the blood.'\u003c/aside>\n\u003cp>\"Unlike alcohol -- which has a generally linear relationship between the amount of alcohol you consume, your breath alcohol content and driving performance -- the THC route of metabolism is very different,\" says Tom Marcotte, co-director of the \u003ca href=\"http://www.cmcr.ucsd.edu/\">Center for Medicinal Cannabis Research\u003c/a> at UC San Diego.\u003c/p>\n\u003cp>THC is fat soluble. Unlike alcohol, it doesn’t absorb uniformly into the body’s fluids and tissues. So that means the measure of THC in one’s breath, blood or urine doesn’t correspond to impairment in the same predictable way that alcohol does.\u003c/p>\n\u003cp>And that’s why it’s a bad idea to adapt drunken driving laws to driving while high, says Prof. Mark Kleiman, a drug policy expert at New York University.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/273665466\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>\"You can be positive for THC a week after the last time you used cannabis,\" he says. \"Not subjectively impaired at all, not impaired at all by any objective measure, but still positive.\"\u003c/p>\n\u003cp>And the reverse is true as well, says Dale Gieringer, director of California NORML, the National Organization for the Reform of Marijuana Laws.\u003c/p>\n\u003cp>\"You can be very, very stoned and not have a very high level of THC actually apparent in the blood,\" he says.\u003c/p>\n\u003cp>And that poses a quandary that researchers, including Marcotte and his colleagues, are hoping to solve. The state Legislature has awarded UCSD's cannabis research center $1.8 million to study THC impairment and to develop a scientifically sound field sobriety test for marijuana intoxication.\u003c/p>\n\u003cfigure id=\"attachment_11019203\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11019203\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/BlowingBreath-800x537.jpg\" alt=\"A man blows into a breathalyzer during a field sobriety test for alcohol. A scientifically sound field sobriety test for marijuana is much trickier to design.\" width=\"800\" height=\"537\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath-800x537.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath-400x269.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath-1180x792.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath-960x645.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A man blows into a breathalyzer during a field sobriety test for alcohol. A scientifically sound field sobriety test for marijuana is much trickier to design. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>UCSD's research center is in a downstairs office-turned-lab, where a desktop driving simulator is stationed. It’s here that 60 yet-to-be recruited volunteers will undergo a battery of tests this fall -- first while sober and then while high.\u003c/p>\n\u003cp>\"They’ll smoke the cannabis and the rest of the day they’ll be doing simulation assessments each hour,\" Marcotte says.\u003c/p>\n\u003cp>The tests will include their ability -- before and after smoking -- to perform basic tasks on an iPad.\u003c/p>\n\u003cp>Research associate Kevin McShea demonstrates the apps for a visitor on a recent afternoon. One, featuring a square that moves around the screen at varying speeds, requires keeping one's fingers on the square at all times -- a test of \"critical tracking.\" It's a skill that's not easy to perform when a person is stoned, he explains.\u003c/p>\n\u003cp>\"We have you do another task to ask how much time has lapsed. Ten seconds? Twenty seconds?\" says Marcotte. \"Because we know that time perception is affected by cannabis.\"\u003c/p>\n\u003cp>So, too, is the ability to learn something new when high, which another app the team has developed will measure.\u003c/p>\n\u003cp>All of the test volunteers will also have their ability to switch from driving to other common tasks measured -- before and after smoking.\u003c/p>\n\u003cp>\"Your task is to find the larger target circle and touch as close to the center of it as possible with your finger as soon as you can,\" McShea says, as he holds up a screen populated with dozens of circles.\u003c/p>\n\u003cp>It's an app designed to mimic the type of distracted driving one might experience while tuning the car radio; while adjusting the GPS or -- in the case of The Dude -- grabbing for the burning roach that landed in his lap.\u003c/p>\n\u003cp>The studies at the cannabis center are funded for three years. If Californians approve Prop. 64, the research will be extended. The ballot initiative provides for more funding to help researchers develop better ways of measuring when drivers are stoned.\u003c/p>\n\u003cp>\u003cem>This story is part of California Counts, a collaboration of KPBS, KPCC, KQED and Capital Public Radio to report on the 2016 election. The coverage focuses on major issues and solicits diverse voices on what’s important to the future of California.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/tag/cacounts\">Read more in this series\u003c/a> and let us know your thoughts on Twitter using the hashtag \u003ca href=\"https://twitter.com/search?q=%23iamsouthla&src=typd\">#\u003c/a>\u003ca href=\"https://twitter.com/search?q=%23CACounts&src=typd\">CACounts\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a famous scene from the Coen brothers' cult classic \"The Big Lebowski,\" Jeffrey \"The Dude\" Lebowski is cruising behind the wheel of his car, tunes blasting as he sips beer and smokes pot. In a classic stoner move, he tries to flick his lighted roach out the window -- except that it's closed. The burning roach ricochets onto his lap, causing him to wildly swerve and then crash into a garbage can.\u003c/p>\n\u003cp>Lebowski doesn’t get hurt, but there are those, such as state Assemblyman Tom Lackey (R-Palmdale), who fear an increase in real-life risky driving if on Nov. 8 Californians pass \u003ca href=\"https://ballotpedia.org/California_Marijuana_Legalization_Initiative,_Proposition_64_%282016%29\">Prop. 64,\u003c/a> the initiative that would legalize recreational marijuana.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/a3FOzF9VLbQ'\n title='//www.youtube.com/embed/a3FOzF9VLbQ'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Lackey, a retired California Highway Patrol officer, wants the state to adopt a legal limit for THC -- the mind-altering ingredient in cannabis. Without it, he says, patrol officers must rely mostly on their own subjective judgment as to whether a driver is impaired. That, he says, makes many officers uncomfortable.\u003c/p>\n\u003cp>\"In my own experience I’ve seen this phenomenon,\" he says. \"I’ve seen somebody clearly impaired and I’ve seen officers still hesitant to remove [that person] from the roadway because they’re not a drug recognition expert.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Lackey says drug recognition experts have advanced training in identifying impairment levels caused by marijuana and a slew of other drugs; most highway patrol officers don't. So he co-sponsored legislation -- modeled after drunken driving laws -- that would have made it easier for officers by creating a legal blood limit for THC in drivers.\u003c/p>\n\u003cp>But that bill failed this spring, in large part because THC levels are not good indicators of intoxication.\u003c/p>\n\u003caside class=\"pullquote alignright\">'You can be very, very stoned and not have a very high level of THC actually apparent in the blood.'\u003c/aside>\n\u003cp>\"Unlike alcohol -- which has a generally linear relationship between the amount of alcohol you consume, your breath alcohol content and driving performance -- the THC route of metabolism is very different,\" says Tom Marcotte, co-director of the \u003ca href=\"http://www.cmcr.ucsd.edu/\">Center for Medicinal Cannabis Research\u003c/a> at UC San Diego.\u003c/p>\n\u003cp>THC is fat soluble. Unlike alcohol, it doesn’t absorb uniformly into the body’s fluids and tissues. So that means the measure of THC in one’s breath, blood or urine doesn’t correspond to impairment in the same predictable way that alcohol does.\u003c/p>\n\u003cp>And that’s why it’s a bad idea to adapt drunken driving laws to driving while high, says Prof. Mark Kleiman, a drug policy expert at New York University.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/273665466&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/273665466'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\"You can be positive for THC a week after the last time you used cannabis,\" he says. \"Not subjectively impaired at all, not impaired at all by any objective measure, but still positive.\"\u003c/p>\n\u003cp>And the reverse is true as well, says Dale Gieringer, director of California NORML, the National Organization for the Reform of Marijuana Laws.\u003c/p>\n\u003cp>\"You can be very, very stoned and not have a very high level of THC actually apparent in the blood,\" he says.\u003c/p>\n\u003cp>And that poses a quandary that researchers, including Marcotte and his colleagues, are hoping to solve. The state Legislature has awarded UCSD's cannabis research center $1.8 million to study THC impairment and to develop a scientifically sound field sobriety test for marijuana intoxication.\u003c/p>\n\u003cfigure id=\"attachment_11019203\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11019203\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/BlowingBreath-800x537.jpg\" alt=\"A man blows into a breathalyzer during a field sobriety test for alcohol. A scientifically sound field sobriety test for marijuana is much trickier to design.\" width=\"800\" height=\"537\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath-800x537.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath-400x269.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath-1180x792.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/BlowingBreath-960x645.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A man blows into a breathalyzer during a field sobriety test for alcohol. A scientifically sound field sobriety test for marijuana is much trickier to design. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>UCSD's research center is in a downstairs office-turned-lab, where a desktop driving simulator is stationed. It’s here that 60 yet-to-be recruited volunteers will undergo a battery of tests this fall -- first while sober and then while high.\u003c/p>\n\u003cp>\"They’ll smoke the cannabis and the rest of the day they’ll be doing simulation assessments each hour,\" Marcotte says.\u003c/p>\n\u003cp>The tests will include their ability -- before and after smoking -- to perform basic tasks on an iPad.\u003c/p>\n\u003cp>Research associate Kevin McShea demonstrates the apps for a visitor on a recent afternoon. One, featuring a square that moves around the screen at varying speeds, requires keeping one's fingers on the square at all times -- a test of \"critical tracking.\" It's a skill that's not easy to perform when a person is stoned, he explains.\u003c/p>\n\u003cp>\"We have you do another task to ask how much time has lapsed. Ten seconds? Twenty seconds?\" says Marcotte. \"Because we know that time perception is affected by cannabis.\"\u003c/p>\n\u003cp>So, too, is the ability to learn something new when high, which another app the team has developed will measure.\u003c/p>\n\u003cp>All of the test volunteers will also have their ability to switch from driving to other common tasks measured -- before and after smoking.\u003c/p>\n\u003cp>\"Your task is to find the larger target circle and touch as close to the center of it as possible with your finger as soon as you can,\" McShea says, as he holds up a screen populated with dozens of circles.\u003c/p>\n\u003cp>It's an app designed to mimic the type of distracted driving one might experience while tuning the car radio; while adjusting the GPS or -- in the case of The Dude -- grabbing for the burning roach that landed in his lap.\u003c/p>\n\u003cp>The studies at the cannabis center are funded for three years. If Californians approve Prop. 64, the research will be extended. The ballot initiative provides for more funding to help researchers develop better ways of measuring when drivers are stoned.\u003c/p>\n\u003cp>\u003cem>This story is part of California Counts, a collaboration of KPBS, KPCC, KQED and Capital Public Radio to report on the 2016 election. The coverage focuses on major issues and solicits diverse voices on what’s important to the future of California.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/tag/cacounts\">Read more in this series\u003c/a> and let us know your thoughts on Twitter using the hashtag \u003ca href=\"https://twitter.com/search?q=%23iamsouthla&src=typd\">#\u003c/a>\u003ca href=\"https://twitter.com/search?q=%23CACounts&src=typd\">CACounts\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>DETROIT — Federal safety investigators are asking electric car maker Tesla Motors for details on how its Autopilot system works and why it failed to detect a tractor-trailer that crossed its path in a Florida crash.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, in a letter to Tesla posted Tuesday, also requests data on all crashes that happened because its system did not work as expected.\u003c/p>\n\u003cp>The agency is investigating the May 7 crash in Williston, Florida, that killed 40-year-old Joshua Brown, of Canton, Ohio. Tesla says the cameras on his Model S sedan failed to distinguish the white side of a turning tractor-trailer from a brightly lit sky and didn't automatically brake.\u003c/p>\n\u003cp>[Tesla has also said that data recovered from the vehicle indicate its driver, Joshua Brown, failed to brake or use other controls before the collision. The truck driver involved in the crash \u003ca href=\"https://www.theguardian.com/technology/2016/jul/01/tesla-driver-killed-autopilot-self-driving-car-harry-potter\" target=\"_blank\">told the AP afterward\u003c/a> that after the crash, a movie could be heard playing in Brown's Tesla.]\u003c/p>\n\u003cp>The traffic safety administration's letter gives Tesla until Aug. 26 to fully comply with its request. The company faces penalties of up to $21,000 per day, to a maximum of $105 million if it doesn't comply.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although the agency called the problem with Tesla's Autopilot system an \"alleged defect,\" a spokesman said in a statement that it hasn't determined if a safety defect exists. The information request is a routine step in an investigation into the crash, spokesman Bryan Thomas said.\u003c/p>\n\u003cp>The investigation could have broad implications for the auto industry and its steps toward self-driving cars. If the NHTSA probe finds defects with Tesla's system, the agency could seek a recall. Other automakers have or are developing similar systems that may need to be changed as a result of the probe.\u003c/p>\n\u003cp>Tesla's system uses cameras, radar and computers to detect objects and automatically brake its vehicles if they're about to hit something. It also can steer the car to keep it centered in its lane. The company says that before Autopilot can be used, drivers have to acknowledge that the system is an \"assist feature\" that requires a driver to keep both hands on the wheel at all times. Drivers are told they need to \"maintain control and responsibility for your vehicle\" while using the system, and they must be prepared to take over at any time, Tesla has said.\u003c/p>\n\u003cp>In the letter, which was dated July 8, NHTSA also asked Tesla for results of its own investigation into the May 7 crash, and for all consumer complaints, field reports from dealers, reports of crashes, lawsuits and all data logs and images from problems with the Autopilot system. It also seeks details on any modification to the Autopilot system that Tesla has made.\u003c/p>\n\u003cp>\"Describe all assessments, analyses, tests, test results, studies, surveys, simulations, reconstructions, investigations, inquiries and or evaluations that relate to or may relate to the alleged defect,\" the letter says.\u003c/p>\n\u003cp>Investigators also want to know how the system recognizes objects and decides whether they are crossing the path of a Tesla. They also asked the company to describe how the system detects how signals from cameras or other sensors have been compromised or degraded and when that information is communicated to the driver.\u003c/p>\n\u003cp>[Separately, \u003ca href=\"http://www.wsj.com/articles/sec-investigating-tesla-for-possible-securities-law-breach-1468268385\" target=\"_blank\">the Wall Street Journal reports\u003c/a> that the federal Securities and Exchange Commission is examining whether Tesla should have made an earlier disclosure to investors about the Florida crash.\u003c/p>\n\u003cp>From the Journal's story:\u003c/p>\n\u003cblockquote>\u003cp>The SEC is scrutinizing whether Tesla should have disclosed the accident as a “material” event, or a development a reasonable investor would consider important, according to the person familiar with the matter. The SEC’s inquiry is in a very early stage and may not lead to any enforcement action by regulators, the person said.\u003c/p>\u003c/blockquote>\n\u003cp>Last week, \u003ca href=\"http://fortune.com/2016/07/05/elon-musk-tesla-autopilot-stock-sale/\" target=\"_blank\">Fortune reported\u003c/a> that Tesla and its CEO, Elon Musk, had sold more than $2 billion in company stock before alerting shareholders to the Florida crash.\u003c/p>\n\u003cp>In a response on the company blog, \u003ca href=\"https://www.teslamotors.com/blog/misfortune\" target=\"_blank\">Tesla called Fortune's report\u003c/a> \"fundamentally incorrect,\" defended the Autopilot system's safety record and said its crash disclosures have been both timely and correct.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Two other major Autopilot crashes have been reported in the last couple of weeks -- \u003ca href=\"http://electrek.co/2016/06/30/aftermath-rare-rollover-tesla-model-s-crash-truck-video/\" target=\"_blank\">one in the Netherlands\u003c/a> and another \u003ca href=\"http://electrek.co/2016/07/11/tesla-model-x-crash-montana-driver-blames-autopilot/\" target=\"_blank\">last weekend in Montana\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>DETROIT — Federal safety investigators are asking electric car maker Tesla Motors for details on how its Autopilot system works and why it failed to detect a tractor-trailer that crossed its path in a Florida crash.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, in a letter to Tesla posted Tuesday, also requests data on all crashes that happened because its system did not work as expected.\u003c/p>\n\u003cp>The agency is investigating the May 7 crash in Williston, Florida, that killed 40-year-old Joshua Brown, of Canton, Ohio. Tesla says the cameras on his Model S sedan failed to distinguish the white side of a turning tractor-trailer from a brightly lit sky and didn't automatically brake.\u003c/p>\n\u003cp>[Tesla has also said that data recovered from the vehicle indicate its driver, Joshua Brown, failed to brake or use other controls before the collision. The truck driver involved in the crash \u003ca href=\"https://www.theguardian.com/technology/2016/jul/01/tesla-driver-killed-autopilot-self-driving-car-harry-potter\" target=\"_blank\">told the AP afterward\u003c/a> that after the crash, a movie could be heard playing in Brown's Tesla.]\u003c/p>\n\u003cp>The traffic safety administration's letter gives Tesla until Aug. 26 to fully comply with its request. The company faces penalties of up to $21,000 per day, to a maximum of $105 million if it doesn't comply.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although the agency called the problem with Tesla's Autopilot system an \"alleged defect,\" a spokesman said in a statement that it hasn't determined if a safety defect exists. The information request is a routine step in an investigation into the crash, spokesman Bryan Thomas said.\u003c/p>\n\u003cp>The investigation could have broad implications for the auto industry and its steps toward self-driving cars. If the NHTSA probe finds defects with Tesla's system, the agency could seek a recall. Other automakers have or are developing similar systems that may need to be changed as a result of the probe.\u003c/p>\n\u003cp>Tesla's system uses cameras, radar and computers to detect objects and automatically brake its vehicles if they're about to hit something. It also can steer the car to keep it centered in its lane. The company says that before Autopilot can be used, drivers have to acknowledge that the system is an \"assist feature\" that requires a driver to keep both hands on the wheel at all times. Drivers are told they need to \"maintain control and responsibility for your vehicle\" while using the system, and they must be prepared to take over at any time, Tesla has said.\u003c/p>\n\u003cp>In the letter, which was dated July 8, NHTSA also asked Tesla for results of its own investigation into the May 7 crash, and for all consumer complaints, field reports from dealers, reports of crashes, lawsuits and all data logs and images from problems with the Autopilot system. It also seeks details on any modification to the Autopilot system that Tesla has made.\u003c/p>\n\u003cp>\"Describe all assessments, analyses, tests, test results, studies, surveys, simulations, reconstructions, investigations, inquiries and or evaluations that relate to or may relate to the alleged defect,\" the letter says.\u003c/p>\n\u003cp>Investigators also want to know how the system recognizes objects and decides whether they are crossing the path of a Tesla. They also asked the company to describe how the system detects how signals from cameras or other sensors have been compromised or degraded and when that information is communicated to the driver.\u003c/p>\n\u003cp>[Separately, \u003ca href=\"http://www.wsj.com/articles/sec-investigating-tesla-for-possible-securities-law-breach-1468268385\" target=\"_blank\">the Wall Street Journal reports\u003c/a> that the federal Securities and Exchange Commission is examining whether Tesla should have made an earlier disclosure to investors about the Florida crash.\u003c/p>\n\u003cp>From the Journal's story:\u003c/p>\n\u003cblockquote>\u003cp>The SEC is scrutinizing whether Tesla should have disclosed the accident as a “material” event, or a development a reasonable investor would consider important, according to the person familiar with the matter. The SEC’s inquiry is in a very early stage and may not lead to any enforcement action by regulators, the person said.\u003c/p>\u003c/blockquote>\n\u003cp>Last week, \u003ca href=\"http://fortune.com/2016/07/05/elon-musk-tesla-autopilot-stock-sale/\" target=\"_blank\">Fortune reported\u003c/a> that Tesla and its CEO, Elon Musk, had sold more than $2 billion in company stock before alerting shareholders to the Florida crash.\u003c/p>\n\u003cp>In a response on the company blog, \u003ca href=\"https://www.teslamotors.com/blog/misfortune\" target=\"_blank\">Tesla called Fortune's report\u003c/a> \"fundamentally incorrect,\" defended the Autopilot system's safety record and said its crash disclosures have been both timely and correct.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Two other major Autopilot crashes have been reported in the last couple of weeks -- \u003ca href=\"http://electrek.co/2016/06/30/aftermath-rare-rollover-tesla-model-s-crash-truck-video/\" target=\"_blank\">one in the Netherlands\u003c/a> and another \u003ca href=\"http://electrek.co/2016/07/11/tesla-model-x-crash-montana-driver-blames-autopilot/\" target=\"_blank\">last weekend in Montana\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "preserving-the-legacy-of-a-route-66-strewn-with-jim-crow-pitfalls",
"title": "Preserving the Legacy of a Route 66 That Was Strewn With Jim Crow Pitfalls",
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"content": "\u003cp>ALBUQUERQUE, N.M. — It was called the “Mother Road,” a vital highway bridging Chicago and Los Angeles through the Southwest amid diners and neon-lit motels. For many, Route 66 represented freedom and unlimited possibilities in the 20th century United States.\u003c/p>\n\u003cfigure id=\"attachment_11011634\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/nypl.digitalcollections.9c454830-83b9-0132-d56a-58d385a7b928.001.g-e1467844459293.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11011634 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/nypl.digitalcollections.9c454830-83b9-0132-d56a-58d385a7b928.001.g-400x556.jpg\" alt=\"The 1956 edition of "The Negro Travelers' Green Book ."\" width=\"400\" height=\"556\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The 1956 edition of ‘The Negro Travelers’ Green Book’ \u003ccite>(New York Public Library)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Black travelers for decades, however, needed a guide known as “The Green Book” to help find the few motels and restaurants that would serve them along this quintessential American highway.\u003c/p>\n\u003cp>Now a writer is hoping to bring attention to the businesses along Route 66 that once provided safe havens for black travelers who braved the road for simple family vacations.\u003c/p>\n\u003cp>Candacy Taylor, leader of the \u003ca href=\"http://taylormadeculture.com/the-green-book/\" target=\"_blank\" rel=\"noopener\">Green Book Project\u003c/a>, said the world of rural barber shops, hospitable gas stations and multicultural desert motels is at risk of being lost forever unless something is done to map its legacy.\u003c/p>\n\u003cp>“I think this is a way to re-examine our relationship with the past and really look long and hard at where we are now,” said Taylor, author of “\u003ca href=\"https://www.amazon.com/Moon-Route-Road-Trip-Handbooks/dp/1631210718\" target=\"_blank\" rel=\"noopener\">Moon Route 66 Road Trip\u003c/a>.” She recently received two grants to locate and map the Green Book spots.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Booker T. Washington Hotel in St Louis, the Off-Beat Restaurant in Oklahoma City, Oklahoma, and Clifton’s Cafeteria in Los Angeles are among the forgotten Green Book sites.\u003c/p>\n\u003cp>Many remaining buildings in places like Albuquerque sit abandoned in now poverty-stricken neighborhoods. Others have been demolished or transformed into other purposes.\u003c/p>\n\u003cp>Decommissioned as a U.S. highway in 1985, Route 66 still holds lore as a road where Americans ventured West. The 2,500-mile highway passed through eight states, connecting tourists, mainly white, with friendly diners in welcoming small towns. \u003ca href=\"https://youtu.be/dCYApJtsyd0\" target=\"_blank\" rel=\"noopener\">Nat King Cole famously sang\u003c/a> “(Get Your Kicks on) Route 66” in a 1946 hit.\u003c/p>\n\u003cp>“The irony is that Nat King Cole wasn’t welcome in most motels on the Mother Road,” Taylor said.\u003c/p>\n\u003cp>African-Americans taking vacations along Route 66 had to plan detailed itineraries to avoid potential violence in “sundown towns” — places that worked to exclude blacks with intimidation and segregation laws. Black travelers often brought along portable toilets, since many restrooms along the highway excluded them.\u003c/p>\n\u003cp>“That’s a whole other experience of traveling Route 66 that doesn’t really get talked about in popular culture. Instead, it’s conveyed as the open road to freedom and adventure,” said Katrina Parks, a documentary filmmaker who worked on the “Women on the Mother Road” project. “While that’s certainly true, there’s also this other side that it could also be a threatening place, depending on your race.”\u003c/p>\n\u003cp>Taylor said she never would have heard about the other part of Route 66 had she not stumbled upon a Green Book during her research for another book about the highway. The Green Book, published from 1936 to 1966 by Harlem postal worker Victor H. Green, offered black travelers tips on places to visit and eat while on the road.\u003c/p>\n\u003cp>“Carry your Green Book with you,” the book warns readers on its cover. “You may need it.”\u003c/p>\n\u003cp>A 1949 edition promised to “give the Negro traveler information that will keep him from running into difficulties, embarrassments and to make his trips more enjoyable.”\u003c/p>\n\u003cp>Jewel Hall, 84, traveled down Route 66 and other U.S. highways with her late husband, Fred, during the 1950s. The Rio Rancho woman and her husband rarely went on road trips without the Green Book.\u003c/p>\n\u003cp>“Restaurants? Our restaurant was our car when we didn’t have that book,” Hall said. “Sometimes you didn’t dare stop. You didn’t know what to expect.”\u003c/p>\n\u003cp>But when black travelers found a friendly place, thanks to the book, they would come in contact with other black travelers and felt as if they were among family, Hall said. Businesses were usually black-owned or operated by sympathetic whites, she said.\u003c/p>\n\u003cp>Despite the image of the American West being more welcoming for African-Americans, the Green Book was still needed past Oklahoma.\u003c/p>\n\u003cp>One place that did admit blacks was Albuquerque’s De Anza Motor Lodge, a business owned by Zuni trader and Indian art collector Charles G. Wallace. The motel, decorated with American Indian murals and coupled with a cafe, was a popular spot for writers and artists along post-World War II Route 66. Black motel guests could catch a nearby show with American Indian and Mexican-American doo-wop singers.\u003c/p>\n\u003cp>Today, the De Anza is boarded up and has been the target of a redevelopment project by the city of Albuquerque that seeks to save the building.\u003c/p>\n\u003cp>Taylor said other cities and towns should recognize former Green Book spots as culturally significant sites. By acknowledging the businesses, towns can better understand their role in civil rights.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“The places (black travelers) were navigating were really hostile. You have to remember that,” Taylor said. “So, the idea of vacationing for blacks was already a statement of purpose … almost resilience.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>ALBUQUERQUE, N.M. — It was called the “Mother Road,” a vital highway bridging Chicago and Los Angeles through the Southwest amid diners and neon-lit motels. For many, Route 66 represented freedom and unlimited possibilities in the 20th century United States.\u003c/p>\n\u003cfigure id=\"attachment_11011634\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/nypl.digitalcollections.9c454830-83b9-0132-d56a-58d385a7b928.001.g-e1467844459293.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11011634 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/nypl.digitalcollections.9c454830-83b9-0132-d56a-58d385a7b928.001.g-400x556.jpg\" alt=\"The 1956 edition of "The Negro Travelers' Green Book ."\" width=\"400\" height=\"556\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The 1956 edition of ‘The Negro Travelers’ Green Book’ \u003ccite>(New York Public Library)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Black travelers for decades, however, needed a guide known as “The Green Book” to help find the few motels and restaurants that would serve them along this quintessential American highway.\u003c/p>\n\u003cp>Now a writer is hoping to bring attention to the businesses along Route 66 that once provided safe havens for black travelers who braved the road for simple family vacations.\u003c/p>\n\u003cp>Candacy Taylor, leader of the \u003ca href=\"http://taylormadeculture.com/the-green-book/\" target=\"_blank\" rel=\"noopener\">Green Book Project\u003c/a>, said the world of rural barber shops, hospitable gas stations and multicultural desert motels is at risk of being lost forever unless something is done to map its legacy.\u003c/p>\n\u003cp>“I think this is a way to re-examine our relationship with the past and really look long and hard at where we are now,” said Taylor, author of “\u003ca href=\"https://www.amazon.com/Moon-Route-Road-Trip-Handbooks/dp/1631210718\" target=\"_blank\" rel=\"noopener\">Moon Route 66 Road Trip\u003c/a>.” She recently received two grants to locate and map the Green Book spots.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Booker T. Washington Hotel in St Louis, the Off-Beat Restaurant in Oklahoma City, Oklahoma, and Clifton’s Cafeteria in Los Angeles are among the forgotten Green Book sites.\u003c/p>\n\u003cp>Many remaining buildings in places like Albuquerque sit abandoned in now poverty-stricken neighborhoods. Others have been demolished or transformed into other purposes.\u003c/p>\n\u003cp>Decommissioned as a U.S. highway in 1985, Route 66 still holds lore as a road where Americans ventured West. The 2,500-mile highway passed through eight states, connecting tourists, mainly white, with friendly diners in welcoming small towns. \u003ca href=\"https://youtu.be/dCYApJtsyd0\" target=\"_blank\" rel=\"noopener\">Nat King Cole famously sang\u003c/a> “(Get Your Kicks on) Route 66” in a 1946 hit.\u003c/p>\n\u003cp>“The irony is that Nat King Cole wasn’t welcome in most motels on the Mother Road,” Taylor said.\u003c/p>\n\u003cp>African-Americans taking vacations along Route 66 had to plan detailed itineraries to avoid potential violence in “sundown towns” — places that worked to exclude blacks with intimidation and segregation laws. Black travelers often brought along portable toilets, since many restrooms along the highway excluded them.\u003c/p>\n\u003cp>“That’s a whole other experience of traveling Route 66 that doesn’t really get talked about in popular culture. Instead, it’s conveyed as the open road to freedom and adventure,” said Katrina Parks, a documentary filmmaker who worked on the “Women on the Mother Road” project. “While that’s certainly true, there’s also this other side that it could also be a threatening place, depending on your race.”\u003c/p>\n\u003cp>Taylor said she never would have heard about the other part of Route 66 had she not stumbled upon a Green Book during her research for another book about the highway. The Green Book, published from 1936 to 1966 by Harlem postal worker Victor H. Green, offered black travelers tips on places to visit and eat while on the road.\u003c/p>\n\u003cp>“Carry your Green Book with you,” the book warns readers on its cover. “You may need it.”\u003c/p>\n\u003cp>A 1949 edition promised to “give the Negro traveler information that will keep him from running into difficulties, embarrassments and to make his trips more enjoyable.”\u003c/p>\n\u003cp>Jewel Hall, 84, traveled down Route 66 and other U.S. highways with her late husband, Fred, during the 1950s. The Rio Rancho woman and her husband rarely went on road trips without the Green Book.\u003c/p>\n\u003cp>“Restaurants? Our restaurant was our car when we didn’t have that book,” Hall said. “Sometimes you didn’t dare stop. You didn’t know what to expect.”\u003c/p>\n\u003cp>But when black travelers found a friendly place, thanks to the book, they would come in contact with other black travelers and felt as if they were among family, Hall said. Businesses were usually black-owned or operated by sympathetic whites, she said.\u003c/p>\n\u003cp>Despite the image of the American West being more welcoming for African-Americans, the Green Book was still needed past Oklahoma.\u003c/p>\n\u003cp>One place that did admit blacks was Albuquerque’s De Anza Motor Lodge, a business owned by Zuni trader and Indian art collector Charles G. Wallace. The motel, decorated with American Indian murals and coupled with a cafe, was a popular spot for writers and artists along post-World War II Route 66. Black motel guests could catch a nearby show with American Indian and Mexican-American doo-wop singers.\u003c/p>\n\u003cp>Today, the De Anza is boarded up and has been the target of a redevelopment project by the city of Albuquerque that seeks to save the building.\u003c/p>\n\u003cp>Taylor said other cities and towns should recognize former Green Book spots as culturally significant sites. By acknowledging the businesses, towns can better understand their role in civil rights.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“The places (black travelers) were navigating were really hostile. You have to remember that,” Taylor said. “So, the idea of vacationing for blacks was already a statement of purpose … almost resilience.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>U.S. transportation authorities are investigating the \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/06/30/484258419/nhtsa-will-look-at-tesla-s-autopilot-mode-after-deadly-car-crash\">deadly collision\u003c/a> of a Tesla Model S car. And \u003ca href=\"http://www.nytimes.com/2016/07/01/business/self-driving-tesla-fatal-crash-investigation.html?_r=0\">many reports\u003c/a> say the fatal crash has heightened concern about self-driving cars. Which may be true. Except — Model S isn't a self-driving car.\u003c/p>\n\u003cp>As NPR's Sonari Glinton \u003ca href=\"http://www.npr.org/2016/07/01/484284728/after-deadly-crash-safety-officials-will-examine-teslas-autopilot-mode\" target=\"_blank\">points out\u003c/a>, what Tesla's Model S has are self-driving \u003cem>features\u003c/em>, autonomous elements meant to assist drivers rather than replace them.\u003c/p>\n\u003cp>Virtually all major car and tech companies are pursuing self-driving technology as the future of transportation. But Tesla and Google are the earliest innovators, taking very different approaches.\u003c/p>\n\u003cp>CEO Elon Musk's approach with Tesla is to roll out Autopilot (a sort of highly advanced cruise control) and other autonomous features like self-parking with software updates over time.\u003c/p>\n\u003cp>As the company \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">underscored\u003c/a> this week in response to the deadly crash, Tesla drivers are required to explicitly acknowledge \"that the system is new technology and still in a public beta phase.\" In other words, Tesla's drivers are the beta testers of self-driving technology and assume the risk associated with it.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This is from \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">Tesla's blog\u003c/a> in response to the fatal crash:\u003c/p>\n\u003cblockquote>\u003cp>\"Autopilot is getting better all the time, but it is not perfect and still requires the driver to remain alert. Nonetheless, when used in conjunction with driver oversight, the data is unequivocal that Autopilot reduces driver workload and results in a statistically significant improvement in safety when compared to purely manual driving.\"\u003c/p>\u003c/blockquote>\n\u003cp>Google instead is focusing on creating a fully autonomous car, all at once, and isn't selling any of them. That means it's lagging behind Tesla on driven miles, but they don't involve regular drivers. (Tesla \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">says\u003c/a> Autopilot has been activated for more than 130 million miles, while Google's \u003ca href=\"https://www.google.com/selfdrivingcar/where/\" target=\"_blank\">website says\u003c/a> its self-driving cars have driven 1.5 million miles.)\u003c/p>\n\u003cp>Technologically, the approaches differ, too.\u003c/p>\n\u003cp>Google relies on a highly expensive complex remote-sensing system called Lidar, which \u003ca href=\"http://9to5google.com/2015/10/16/elon-musk-says-that-the-lidar-google-uses-in-its-self-driving-car-doesnt-make-sense-in-a-car-context/\" target=\"_blank\">the website 9to5google.com explains\u003c/a> as an \"array on top of the vehicle, which — in simple terms — measures distance by pointing lasers at targets surrounding the car and analyzing the light that's reflected.\"\u003c/p>\n\u003cp>Musk late last year suggested \u003ca href=\"https://youtu.be/73_Qjez1MbI?t=35m32s\" target=\"_blank\">in a press conference\u003c/a> that Lidar was a bit excessive for an automobile:\u003c/p>\n\u003cblockquote>\u003cp>\"For full autonomy you'd obviously need 360-degree cameras, you'd need probably redundant forward cameras, you'd need redundant computing hardware, and then redundant motors and a steering rack. ... That said, I don't think you need Lidar. I think you can do this all with passive optical and then with maybe one forward radar.\"\u003c/p>\u003c/blockquote>\n\u003cp>Tesla's Autopilot relies on a combination of \"\u003ca href=\"https://www.teslamotors.com/presskit/autopilot\" target=\"_blank\">cameras, radar, ultrasonic sensors\u003c/a> and data automatically steer down the highway, change lanes, and adjust speed in response to traffic,\" and uses auto braking technology by Israeli company Mobileye.\u003c/p>\n\u003cp>In a statement \u003ca href=\"https://techcrunch.com/2016/07/01/mobileye-tesla/\" target=\"_blank\">posted by TechCrunch\u003c/a>, a Mobileye executive said the emergency auto braking was \"designed specifically\" for rear-end collision avoidance, and not a lateral collision like the fatal case revealed this week.\u003c/p>\n\u003cp>Tesla drivers, including the man killed in the deadly crash, have posted scores of videos of near-collisions involving Autopilot use. Several \u003ca href=\"http://fortune.com/2016/05/26/tesla-autopilot-crash/\" target=\"_blank\">have blamed\u003c/a> the company for accidents that did occur, including 1) \u003ca href=\"http://www.cnet.com/roadshow/news/model-s-on-autopilot-crashes-into-other-car-proving-yet-again-tesla-owners-arent-paying-close-enough/\" target=\"_blank\">this one in Europe\u003c/a>, 2) \u003ca href=\"http://arstechnica.com/cars/2016/05/another-driver-says-teslas-autopilot-failed-to-brake-tesla-says-otherwise/\" target=\"_blank\">this one in California\u003c/a> and 3) \u003ca href=\"http://www.theverge.com/2016/5/11/11658226/tesla-model-s-summon-autopilot-crash-letter\" target=\"_blank\">this one in Utah\u003c/a> — in which the Tesla crashed without the driver inside while the car was self-parking.\u003c/p>\n\u003cp>Tesla, after reviewing vehicle logs, has attributed those accidents to human error, saying the drivers 1) were inattentive, 2) disabled the automation and 3) misused the Summon feature and didn't heed the vehicle's warnings.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Google's fully self-driving cars, which mostly ride in city environments as opposed to highways, have so far caused one crash. The Lexus model \u003ca href=\"http://www.theverge.com/2016/2/29/11134344/google-self-driving-car-crash-report\" target=\"_blank\">collided at low speed\u003c/a> with a public bus in California in February.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=What+Tesla+And+Google%27s+Approaches+Tell+Us+About+Autonomous+Driving&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>U.S. transportation authorities are investigating the \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/06/30/484258419/nhtsa-will-look-at-tesla-s-autopilot-mode-after-deadly-car-crash\">deadly collision\u003c/a> of a Tesla Model S car. And \u003ca href=\"http://www.nytimes.com/2016/07/01/business/self-driving-tesla-fatal-crash-investigation.html?_r=0\">many reports\u003c/a> say the fatal crash has heightened concern about self-driving cars. Which may be true. Except — Model S isn't a self-driving car.\u003c/p>\n\u003cp>As NPR's Sonari Glinton \u003ca href=\"http://www.npr.org/2016/07/01/484284728/after-deadly-crash-safety-officials-will-examine-teslas-autopilot-mode\" target=\"_blank\">points out\u003c/a>, what Tesla's Model S has are self-driving \u003cem>features\u003c/em>, autonomous elements meant to assist drivers rather than replace them.\u003c/p>\n\u003cp>Virtually all major car and tech companies are pursuing self-driving technology as the future of transportation. But Tesla and Google are the earliest innovators, taking very different approaches.\u003c/p>\n\u003cp>CEO Elon Musk's approach with Tesla is to roll out Autopilot (a sort of highly advanced cruise control) and other autonomous features like self-parking with software updates over time.\u003c/p>\n\u003cp>As the company \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">underscored\u003c/a> this week in response to the deadly crash, Tesla drivers are required to explicitly acknowledge \"that the system is new technology and still in a public beta phase.\" In other words, Tesla's drivers are the beta testers of self-driving technology and assume the risk associated with it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This is from \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">Tesla's blog\u003c/a> in response to the fatal crash:\u003c/p>\n\u003cblockquote>\u003cp>\"Autopilot is getting better all the time, but it is not perfect and still requires the driver to remain alert. Nonetheless, when used in conjunction with driver oversight, the data is unequivocal that Autopilot reduces driver workload and results in a statistically significant improvement in safety when compared to purely manual driving.\"\u003c/p>\u003c/blockquote>\n\u003cp>Google instead is focusing on creating a fully autonomous car, all at once, and isn't selling any of them. That means it's lagging behind Tesla on driven miles, but they don't involve regular drivers. (Tesla \u003ca href=\"https://www.teslamotors.com/blog/tragic-loss\" target=\"_blank\">says\u003c/a> Autopilot has been activated for more than 130 million miles, while Google's \u003ca href=\"https://www.google.com/selfdrivingcar/where/\" target=\"_blank\">website says\u003c/a> its self-driving cars have driven 1.5 million miles.)\u003c/p>\n\u003cp>Technologically, the approaches differ, too.\u003c/p>\n\u003cp>Google relies on a highly expensive complex remote-sensing system called Lidar, which \u003ca href=\"http://9to5google.com/2015/10/16/elon-musk-says-that-the-lidar-google-uses-in-its-self-driving-car-doesnt-make-sense-in-a-car-context/\" target=\"_blank\">the website 9to5google.com explains\u003c/a> as an \"array on top of the vehicle, which — in simple terms — measures distance by pointing lasers at targets surrounding the car and analyzing the light that's reflected.\"\u003c/p>\n\u003cp>Musk late last year suggested \u003ca href=\"https://youtu.be/73_Qjez1MbI?t=35m32s\" target=\"_blank\">in a press conference\u003c/a> that Lidar was a bit excessive for an automobile:\u003c/p>\n\u003cblockquote>\u003cp>\"For full autonomy you'd obviously need 360-degree cameras, you'd need probably redundant forward cameras, you'd need redundant computing hardware, and then redundant motors and a steering rack. ... That said, I don't think you need Lidar. I think you can do this all with passive optical and then with maybe one forward radar.\"\u003c/p>\u003c/blockquote>\n\u003cp>Tesla's Autopilot relies on a combination of \"\u003ca href=\"https://www.teslamotors.com/presskit/autopilot\" target=\"_blank\">cameras, radar, ultrasonic sensors\u003c/a> and data automatically steer down the highway, change lanes, and adjust speed in response to traffic,\" and uses auto braking technology by Israeli company Mobileye.\u003c/p>\n\u003cp>In a statement \u003ca href=\"https://techcrunch.com/2016/07/01/mobileye-tesla/\" target=\"_blank\">posted by TechCrunch\u003c/a>, a Mobileye executive said the emergency auto braking was \"designed specifically\" for rear-end collision avoidance, and not a lateral collision like the fatal case revealed this week.\u003c/p>\n\u003cp>Tesla drivers, including the man killed in the deadly crash, have posted scores of videos of near-collisions involving Autopilot use. Several \u003ca href=\"http://fortune.com/2016/05/26/tesla-autopilot-crash/\" target=\"_blank\">have blamed\u003c/a> the company for accidents that did occur, including 1) \u003ca href=\"http://www.cnet.com/roadshow/news/model-s-on-autopilot-crashes-into-other-car-proving-yet-again-tesla-owners-arent-paying-close-enough/\" target=\"_blank\">this one in Europe\u003c/a>, 2) \u003ca href=\"http://arstechnica.com/cars/2016/05/another-driver-says-teslas-autopilot-failed-to-brake-tesla-says-otherwise/\" target=\"_blank\">this one in California\u003c/a> and 3) \u003ca href=\"http://www.theverge.com/2016/5/11/11658226/tesla-model-s-summon-autopilot-crash-letter\" target=\"_blank\">this one in Utah\u003c/a> — in which the Tesla crashed without the driver inside while the car was self-parking.\u003c/p>\n\u003cp>Tesla, after reviewing vehicle logs, has attributed those accidents to human error, saying the drivers 1) were inattentive, 2) disabled the automation and 3) misused the Summon feature and didn't heed the vehicle's warnings.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Google's fully self-driving cars, which mostly ride in city environments as opposed to highways, have so far caused one crash. The Lexus model \u003ca href=\"http://www.theverge.com/2016/2/29/11134344/google-self-driving-car-crash-report\" target=\"_blank\">collided at low speed\u003c/a> with a public bus in California in February.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=What+Tesla+And+Google%27s+Approaches+Tell+Us+About+Autonomous+Driving&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "S.F. Officials Backpedal on 'New' Traffic Safety Initiatives",
"title": "S.F. Officials Backpedal on 'New' Traffic Safety Initiatives",
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"content": "\u003cp>San Francisco's top transportation official is conceding that dozens of \"new\" traffic safety initiatives -- measures Mayor Ed Lee announced amid \u003ca href=\"https://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes\" target=\"_blank\">demands for action\u003c/a> after two cyclists died in hit-and-run crashes last week -- are not so new after all.\u003c/p>\n\u003cp>On Thursday, Lee announced a “new listing” of 57 high-priority projects that will be initiated this year as part of the city's \u003ca href=\"https://www.sfmta.com/projects-planning/projects/vision-zero\" target=\"_blank\">Vision Zero\u003c/a> program, which aims to end traffic deaths in San Francisco by 2024.\u003c/p>\n\u003cp>Bike advocates jumped on the list almost immediately following its release, calling the mayor's statement \"misleading.\"\u003c/p>\n\u003cp>“The mayor should not be presenting existing work as new work, as if in response to these fatal collisions,” said Margaret McCarthy, the interim executive director of the San Francisco Bike Coalition. She was referring to two cyclists, Heather Miller and Kate Slattery, who were killed by hit-and-run motorists just hours apart on June 22.\u003c/p>\n\u003cp>During a Friday appearance on KQED's \"Forum,\" city Director of Transportation Ed Reiskin took responsibility for the choice of words and clarified the intent behind the list.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This list is a short list of the many projects that we’re working on,” Reiskin said. “What was new was our commitment to reach the milestones that we identified on this list by the end of 2017.”\u003c/p>\n\u003cp>McCarthy was among dozens of bicyclists and advocates who packed Thursday’s Vision Zero committee meeting at City Hall to share their frustration with what they see as a lack of action on the part of city officials to protect bicyclists and pedestrians.\u003c/p>\n\u003cp>Sunset District resident Elisabeth Snider told the committee she's worried about the safety of cycling in Golden Gate Park, where Heather Miller was killed last week and where Snider regularly rides with her three young children.\u003c/p>\n\u003cp>“Even on the marked bike routes, there’s no enforcement,” Snider said. “Cars speed, they do not give right of way where the \u003ca href=\"https://www.sfmta.com/about-sfmta/blog/how-sfmta-invented-%E2%80%93-and-named-%E2%80%93-bike-sharrow\" target=\"_blank\">sharrows\u003c/a> are. It is extremely dangerous to bike through the park.”\u003c/p>\n\u003cp>Nicole Ferrara, executive director of Walk San Francisco, pointed out that more than a quarter of the way to Vision Zero’s 2024 goal of zero traffic deaths, there has been no reduction.\u003c/p>\n\u003cp>\u003ca href=\"http://sfgov.maps.arcgis.com/apps/MapTools/index.html?appid=38d13e08cd74492ea674cdf27343370a\" target=\"_blank\">City data show\u003c/a> there were 31 traffic fatalities in each of the past two calendar years since Vision Zero was announced and 19 deaths so far this year.\u003c/p>\n\u003cp>The 81 total deaths recorded on city streets since the program started include 50 pedestrians, 11 motorcyclists, nine bicyclists, six motor vehicle passengers and five drivers. The tally doesn't include 16 deaths that have occurred on freeways in the city.\u003c/p>\n\u003cp>“It’s depressing, it’s really depressing,” Ferrara said. “It has to be also a call to action and re-initiate that sense of urgency because we know these crashes are preventable, and we know we can do something to change them.”\u003c/p>\n\u003cp>Ferrara called for San Francisco to adopt automated speed enforcement -- better known as speed cameras -- which would allow the city to more effectively detect and cite speeding cars.\u003c/p>\n\u003cp>Current state law bans the cameras, and identifying state legislators who would back a statute allowing the devices is one of the 57 “high-priority projects” Mayor Lee announced Thursday.\u003c/p>\n\u003cp>At the Vision Zero meeting, Supervisor Jane Kim asked the SFMTA’s director of sustainable streets, Tom Maguire, if the city could implement speed cameras without waiting for state approval.\u003c/p>\n\u003cp>“Can we be creative about thinking about these cameras to change behavior because we know that SFMTA and SFPD just simply cannot be at all the high-injury corridors 24/7?” Kim asked.\u003c/p>\n\u003cp>Maguire said that the SFMTA is working with the city attorney to investigate that possibility.\u003c/p>\n\u003cp>Kim mentioned San Francisco’s history of defying state laws when they come up against city values, such as same-sex marriage.\u003c/p>\n\u003cp>“I’m just getting tired of waiting,” Kim said. “I feel like at a certain point we have to stand up and say we’re going to do this because it’s the right thing to do, and if the state is not ready to save lives in our city then we’re going to do it and challenge state law on that.”\u003c/p>\n\u003cp>On Friday's \"Forum,\" Reiskin said the city was working on state legislation that would authorize San Francisco to implement a limited automated speed enforcement program tailored to answer concerns that such systems invade motorist privacy and may be little more than a revenue grab.\u003c/p>\n\u003cp>He said the program would focus on vehicle license plates, not drivers, with fines of no more than $100. Citations would not be issued unless a vehicle is traveling at least 10 mph above posted speed limits. And drivers would not be penalized with points on their driving records for the San Francisco speed citations.\u003c/p>\n\u003cp>\"We're hearing the concerns, trying to address them, trying to work with folks in the Legislature and other stakeholders to get this through,\" Reiskin said.\u003c/p>\n\u003cp>Protected bike lanes have been one of the biggest demands of bike advocates, and Maguire touted the 13 miles of protected bike lanes that have been built since 2010. He said the agency’s bike program is re-evaluating the $90 million set aside for bicycle improvements in the five-year capital plan to see if protected bike lanes are the best tool for increasing safety.\u003c/p>\n\u003cp>A handful of the 57 high-priority projects involve protected bike lanes, but McCarthy said on \"Forum\" that it’s not enough. She specifically mentioned the lack of a planning for a protected bike lane on Golden Gate Park's John F. Kennedy Drive, where Miller was killed.\u003c/p>\n\u003cp>“We’re trying not to chase necessarily the last incident but to focus on the ones we know that are of the highest priority,” Reiskin said. He also cited engineering concerns and limited funding as other barriers to building more protected bike lanes.\u003c/p>\n\u003cp>In addition to infrastructure projects, the SFMTA is focusing on increased education and enforcement efforts to help reduce traffic deaths. These include “targeted local messaging” on speeding this summer, a major media push in September and 130 hours a week of targeted speeding enforcement by SFPD in October.\u003c/p>\n\u003cp>Supervisor Norman Yee said Thursday he wants to hear more about education initiatives at the next Vision Zero committee meeting, and Supervisor John Avalos voiced concern that current education efforts aren’t cutting it.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“[A successful] education program to me is going to be something that gets inside the consciousness of people whether they’re looking for it or not,” Avalos said, “and we haven’t gotten to that level of saturation yet.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco's top transportation official is conceding that dozens of \"new\" traffic safety initiatives -- measures Mayor Ed Lee announced amid \u003ca href=\"https://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes\" target=\"_blank\">demands for action\u003c/a> after two cyclists died in hit-and-run crashes last week -- are not so new after all.\u003c/p>\n\u003cp>On Thursday, Lee announced a “new listing” of 57 high-priority projects that will be initiated this year as part of the city's \u003ca href=\"https://www.sfmta.com/projects-planning/projects/vision-zero\" target=\"_blank\">Vision Zero\u003c/a> program, which aims to end traffic deaths in San Francisco by 2024.\u003c/p>\n\u003cp>Bike advocates jumped on the list almost immediately following its release, calling the mayor's statement \"misleading.\"\u003c/p>\n\u003cp>“The mayor should not be presenting existing work as new work, as if in response to these fatal collisions,” said Margaret McCarthy, the interim executive director of the San Francisco Bike Coalition. She was referring to two cyclists, Heather Miller and Kate Slattery, who were killed by hit-and-run motorists just hours apart on June 22.\u003c/p>\n\u003cp>During a Friday appearance on KQED's \"Forum,\" city Director of Transportation Ed Reiskin took responsibility for the choice of words and clarified the intent behind the list.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This list is a short list of the many projects that we’re working on,” Reiskin said. “What was new was our commitment to reach the milestones that we identified on this list by the end of 2017.”\u003c/p>\n\u003cp>McCarthy was among dozens of bicyclists and advocates who packed Thursday’s Vision Zero committee meeting at City Hall to share their frustration with what they see as a lack of action on the part of city officials to protect bicyclists and pedestrians.\u003c/p>\n\u003cp>Sunset District resident Elisabeth Snider told the committee she's worried about the safety of cycling in Golden Gate Park, where Heather Miller was killed last week and where Snider regularly rides with her three young children.\u003c/p>\n\u003cp>“Even on the marked bike routes, there’s no enforcement,” Snider said. “Cars speed, they do not give right of way where the \u003ca href=\"https://www.sfmta.com/about-sfmta/blog/how-sfmta-invented-%E2%80%93-and-named-%E2%80%93-bike-sharrow\" target=\"_blank\">sharrows\u003c/a> are. It is extremely dangerous to bike through the park.”\u003c/p>\n\u003cp>Nicole Ferrara, executive director of Walk San Francisco, pointed out that more than a quarter of the way to Vision Zero’s 2024 goal of zero traffic deaths, there has been no reduction.\u003c/p>\n\u003cp>\u003ca href=\"http://sfgov.maps.arcgis.com/apps/MapTools/index.html?appid=38d13e08cd74492ea674cdf27343370a\" target=\"_blank\">City data show\u003c/a> there were 31 traffic fatalities in each of the past two calendar years since Vision Zero was announced and 19 deaths so far this year.\u003c/p>\n\u003cp>The 81 total deaths recorded on city streets since the program started include 50 pedestrians, 11 motorcyclists, nine bicyclists, six motor vehicle passengers and five drivers. The tally doesn't include 16 deaths that have occurred on freeways in the city.\u003c/p>\n\u003cp>“It’s depressing, it’s really depressing,” Ferrara said. “It has to be also a call to action and re-initiate that sense of urgency because we know these crashes are preventable, and we know we can do something to change them.”\u003c/p>\n\u003cp>Ferrara called for San Francisco to adopt automated speed enforcement -- better known as speed cameras -- which would allow the city to more effectively detect and cite speeding cars.\u003c/p>\n\u003cp>Current state law bans the cameras, and identifying state legislators who would back a statute allowing the devices is one of the 57 “high-priority projects” Mayor Lee announced Thursday.\u003c/p>\n\u003cp>At the Vision Zero meeting, Supervisor Jane Kim asked the SFMTA’s director of sustainable streets, Tom Maguire, if the city could implement speed cameras without waiting for state approval.\u003c/p>\n\u003cp>“Can we be creative about thinking about these cameras to change behavior because we know that SFMTA and SFPD just simply cannot be at all the high-injury corridors 24/7?” Kim asked.\u003c/p>\n\u003cp>Maguire said that the SFMTA is working with the city attorney to investigate that possibility.\u003c/p>\n\u003cp>Kim mentioned San Francisco’s history of defying state laws when they come up against city values, such as same-sex marriage.\u003c/p>\n\u003cp>“I’m just getting tired of waiting,” Kim said. “I feel like at a certain point we have to stand up and say we’re going to do this because it’s the right thing to do, and if the state is not ready to save lives in our city then we’re going to do it and challenge state law on that.”\u003c/p>\n\u003cp>On Friday's \"Forum,\" Reiskin said the city was working on state legislation that would authorize San Francisco to implement a limited automated speed enforcement program tailored to answer concerns that such systems invade motorist privacy and may be little more than a revenue grab.\u003c/p>\n\u003cp>He said the program would focus on vehicle license plates, not drivers, with fines of no more than $100. Citations would not be issued unless a vehicle is traveling at least 10 mph above posted speed limits. And drivers would not be penalized with points on their driving records for the San Francisco speed citations.\u003c/p>\n\u003cp>\"We're hearing the concerns, trying to address them, trying to work with folks in the Legislature and other stakeholders to get this through,\" Reiskin said.\u003c/p>\n\u003cp>Protected bike lanes have been one of the biggest demands of bike advocates, and Maguire touted the 13 miles of protected bike lanes that have been built since 2010. He said the agency’s bike program is re-evaluating the $90 million set aside for bicycle improvements in the five-year capital plan to see if protected bike lanes are the best tool for increasing safety.\u003c/p>\n\u003cp>A handful of the 57 high-priority projects involve protected bike lanes, but McCarthy said on \"Forum\" that it’s not enough. She specifically mentioned the lack of a planning for a protected bike lane on Golden Gate Park's John F. Kennedy Drive, where Miller was killed.\u003c/p>\n\u003cp>“We’re trying not to chase necessarily the last incident but to focus on the ones we know that are of the highest priority,” Reiskin said. He also cited engineering concerns and limited funding as other barriers to building more protected bike lanes.\u003c/p>\n\u003cp>In addition to infrastructure projects, the SFMTA is focusing on increased education and enforcement efforts to help reduce traffic deaths. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“[A successful] education program to me is going to be something that gets inside the consciousness of people whether they’re looking for it or not,” Avalos said, “and we haven’t gotten to that level of saturation yet.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The first U.S. self-driving car fatality took place in May when the driver of a Tesla S sports car using the vehicle’s “autopilot” automated driving system died in a collision with a truck in Florida, federal officials said Thursday.\u003c/p>\n\u003cp>The government is investigating the design and performance of Tesla’s system.\u003c/p>\n\u003cp>Preliminary reports indicate the crash occurred when a tractor-trailer rig made a left turn in front of the Tesla at an intersection of a divided highway where there was no traffic light, the National Highway Traffic Safety Administration said. The Tesla driver died due to injuries sustained in the crash, which took place May 7 in Williston, Florida, the agency said. The city is southwest of Gainesville.\u003c/p>\n\u003cp>Tesla said on its website neither the driver nor the autopilot sensors noticed the white side of the trailer, which was perpendicular to the Model S, against the brightly lit sky, and neither applied the brakes.\u003c/p>\n\u003cp>“The high ride height of the trailer combined with its positioning across the road and the extremely rare circumstances of the impact caused the Model S to pass under the trailer,” the company said. The windshield of the Model S collided with the bottom of the trailer.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The company said the accident led to the first known death in over 130 million miles of autopilot operation. It said the NHTSA investigation is a preliminary inquiry to determine whether the system worked as expected.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The first U.S. self-driving car fatality took place in May when the driver of a Tesla S sports car using the vehicle’s “autopilot” automated driving system died in a collision with a truck in Florida, federal officials said Thursday.\u003c/p>\n\u003cp>The government is investigating the design and performance of Tesla’s system.\u003c/p>\n\u003cp>Preliminary reports indicate the crash occurred when a tractor-trailer rig made a left turn in front of the Tesla at an intersection of a divided highway where there was no traffic light, the National Highway Traffic Safety Administration said. The Tesla driver died due to injuries sustained in the crash, which took place May 7 in Williston, Florida, the agency said. The city is southwest of Gainesville.\u003c/p>\n\u003cp>Tesla said on its website neither the driver nor the autopilot sensors noticed the white side of the trailer, which was perpendicular to the Model S, against the brightly lit sky, and neither applied the brakes.\u003c/p>\n\u003cp>“The high ride height of the trailer combined with its positioning across the road and the extremely rare circumstances of the impact caused the Model S to pass under the trailer,” the company said. The windshield of the Model S collided with the bottom of the trailer.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Starting Friday — “July 1” if you’re using a Gregorian calendar or “tomorrow” if you want a more immediate reference — drivers will pay an extra quarter to cross the Golden Gate Bridge.\u003c/p>\n\u003cp>The toll for FasTrak users will go up to $6.50, pay-by-plate drivers will pay $7.50 and carpoolers will be charged $4.50. It’s \u003ca href=\"http://goldengatebridge.org/research/GGBTraffToll.php#TollHistory\" target=\"_blank\" rel=\"noopener\">the 11th time\u003c/a>, depending on how you count, that the district has raised the basic automobile toll for the bridge since 1974.\u003c/p>\n\u003cp>Golden Gate Transit ferry and bus riders will also see \u003ca href=\"http://goldengatetransit.org/fareprograms/new-transit-fares-july-2016.php\" target=\"_blank\" rel=\"noopener\">a 4 percent fare increase\u003c/a>. That doesn’t sound like much, but if you pay cash for your ferry ride, the price will increase 50 cents to $11.50 each way from Tiburon to the San Francisco Ferry Building and $11.75 from Sausalito to the city. One-way Clipper fares on the ferries will go up 25 cents: $7.25 each way to and from Tiburon and $6.25 for trips into and out of Sausalito.\u003c/p>\n\u003cp>The toll increases are part of a five-year plan approved by the Golden Gate Bridge, Highway and Transportation District in 2014. Tolls went up $1 that year and a quarter each following year, resulting in a $2 increase over five years.\u003c/p>\n\u003cp>The increases were projected to raise $138 million over five years to help cover a projected $142 million five-year deficit. This year’s increases are expected to raise $4 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Without the tolls and fares being increased slightly every year, we would have trouble continuing to maintain our operating budget because the cost of goods and services goes up every year,” said Priya Clemens, spokeswoman for the bridge district.\u003c/p>\n\u003cp>Clemens said that the toll increases help pay for day-to-day bridge operations and maintenance, such as repaving roads, renewing the bus fleet and servicing the ferries.\u003c/p>\n\u003cp>More than 40 million vehicles crossed the Golden Gate Bridge last year. That’s the highest usage the bridge has seen in nearly 15 years, which Clemens said has also helped rein in the bridge district’s deficit.\u003c/p>\n\u003cp>If you take the really long view, even the pricey-looking pay-by-plate toll of $7.50 is a bargain.\u003c/p>\n\u003cp>Today, only southbound drivers pay a toll. In 1937, the year the bridge opened, drivers \u003ca href=\"http://goldengatebridge.org/research/GGBTraffToll.php#TollHistory\" target=\"_blank\" rel=\"noopener\">paid 50 cents to cross\u003c/a> — each way. According to the Bureau of Labor Statistics \u003ca href=\"http://www.bls.gov/data/inflation_calculator.htm\" target=\"_blank\" rel=\"noopener\">CPI Inflation Calculator\u003c/a>, that $1 round-trip charge is the equivalent of $16.68 in 2016 dollars.\u003c/p>\n\u003cp>The picture changes if you look at more of the toll history. Bridge directors actually reduced tolls three times — to 40 cents each way in July 1950; to 30 cents in February 1955; and to 25 cents in October 1955. A 40-trip book of commute tickets was priced at $7 after that final reduction,.\u003c/p>\n\u003cp>Those 1955 cuts were made in response to pressure from local politicians — notably state Sen. Jack McCarthy, a Republican representing parts of Marin and San Francisco — who argued that the district’s revenue from bridge tolls was far more than it needed to make ends meet.\u003c/p>\n\u003cp>After the district voted in August 1955 to reduce the toll to a quarter, board member William Hadeler foresaw a future that could be toll-free, if only cash weren’t needed to keep the bridge in good repair.\u003c/p>\n\u003cp>“We are not going to be content with a 25-cent toll,” Hadeler said, according to what was then called the Daily Independent Journal (today’s \u003ca href=\"http://www.marinij.com/\" target=\"_blank\" rel=\"noopener\">Marin IJ\u003c/a>). “As soon as conditions permit, I — and I am sure all of the directors — would like to see the toll reduced to 20 cents, to 15 cents, to 10 cents; and some day, if possible, no toll at all. But free tolls are something for the distant future. The Golden Gate Bridge is here for all time. It has to be operated and maintained so that it will always be here. And someone must pay the cost of those expenditures. That is why we have tolls.”\u003c/p>\n\u003cp>That “someone” who needs to pay the cost of upkeep turns out to be us.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The bridge district managed to keep fares at the equivalent of 50 cents per round trip until 1974, when the price went up to 75 cents (or $3.65 in today’s bucks.) They’ve been headed up ever since.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Starting Friday — “July 1” if you’re using a Gregorian calendar or “tomorrow” if you want a more immediate reference — drivers will pay an extra quarter to cross the Golden Gate Bridge.\u003c/p>\n\u003cp>The toll for FasTrak users will go up to $6.50, pay-by-plate drivers will pay $7.50 and carpoolers will be charged $4.50. It’s \u003ca href=\"http://goldengatebridge.org/research/GGBTraffToll.php#TollHistory\" target=\"_blank\" rel=\"noopener\">the 11th time\u003c/a>, depending on how you count, that the district has raised the basic automobile toll for the bridge since 1974.\u003c/p>\n\u003cp>Golden Gate Transit ferry and bus riders will also see \u003ca href=\"http://goldengatetransit.org/fareprograms/new-transit-fares-july-2016.php\" target=\"_blank\" rel=\"noopener\">a 4 percent fare increase\u003c/a>. That doesn’t sound like much, but if you pay cash for your ferry ride, the price will increase 50 cents to $11.50 each way from Tiburon to the San Francisco Ferry Building and $11.75 from Sausalito to the city. One-way Clipper fares on the ferries will go up 25 cents: $7.25 each way to and from Tiburon and $6.25 for trips into and out of Sausalito.\u003c/p>\n\u003cp>The toll increases are part of a five-year plan approved by the Golden Gate Bridge, Highway and Transportation District in 2014. Tolls went up $1 that year and a quarter each following year, resulting in a $2 increase over five years.\u003c/p>\n\u003cp>The increases were projected to raise $138 million over five years to help cover a projected $142 million five-year deficit. This year’s increases are expected to raise $4 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Without the tolls and fares being increased slightly every year, we would have trouble continuing to maintain our operating budget because the cost of goods and services goes up every year,” said Priya Clemens, spokeswoman for the bridge district.\u003c/p>\n\u003cp>Clemens said that the toll increases help pay for day-to-day bridge operations and maintenance, such as repaving roads, renewing the bus fleet and servicing the ferries.\u003c/p>\n\u003cp>More than 40 million vehicles crossed the Golden Gate Bridge last year. That’s the highest usage the bridge has seen in nearly 15 years, which Clemens said has also helped rein in the bridge district’s deficit.\u003c/p>\n\u003cp>If you take the really long view, even the pricey-looking pay-by-plate toll of $7.50 is a bargain.\u003c/p>\n\u003cp>Today, only southbound drivers pay a toll. In 1937, the year the bridge opened, drivers \u003ca href=\"http://goldengatebridge.org/research/GGBTraffToll.php#TollHistory\" target=\"_blank\" rel=\"noopener\">paid 50 cents to cross\u003c/a> — each way. According to the Bureau of Labor Statistics \u003ca href=\"http://www.bls.gov/data/inflation_calculator.htm\" target=\"_blank\" rel=\"noopener\">CPI Inflation Calculator\u003c/a>, that $1 round-trip charge is the equivalent of $16.68 in 2016 dollars.\u003c/p>\n\u003cp>The picture changes if you look at more of the toll history. Bridge directors actually reduced tolls three times — to 40 cents each way in July 1950; to 30 cents in February 1955; and to 25 cents in October 1955. A 40-trip book of commute tickets was priced at $7 after that final reduction,.\u003c/p>\n\u003cp>Those 1955 cuts were made in response to pressure from local politicians — notably state Sen. Jack McCarthy, a Republican representing parts of Marin and San Francisco — who argued that the district’s revenue from bridge tolls was far more than it needed to make ends meet.\u003c/p>\n\u003cp>After the district voted in August 1955 to reduce the toll to a quarter, board member William Hadeler foresaw a future that could be toll-free, if only cash weren’t needed to keep the bridge in good repair.\u003c/p>\n\u003cp>“We are not going to be content with a 25-cent toll,” Hadeler said, according to what was then called the Daily Independent Journal (today’s \u003ca href=\"http://www.marinij.com/\" target=\"_blank\" rel=\"noopener\">Marin IJ\u003c/a>). “As soon as conditions permit, I — and I am sure all of the directors — would like to see the toll reduced to 20 cents, to 15 cents, to 10 cents; and some day, if possible, no toll at all. But free tolls are something for the distant future. The Golden Gate Bridge is here for all time. It has to be operated and maintained so that it will always be here. And someone must pay the cost of those expenditures. That is why we have tolls.”\u003c/p>\n\u003cp>That “someone” who needs to pay the cost of upkeep turns out to be us.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The bridge district managed to keep fares at the equivalent of 50 cents per round trip until 1974, when the price went up to 75 cents (or $3.65 in today’s bucks.) They’ve been headed up ever since.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated at 10:30am, Tuesday.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>San Francisco's transit agency plans to spend more than $22 million to install more than 1,000 new fareboxes on the city's buses, trolley coaches, light-rail vehicles and historic streetcars.\u003c/p>\n\u003cp>The move will do away with the \u003ca href=\"http://www.munidiaries.com/2012/06/04/transfers-tell-stories-of-muni-history/\" target=\"_blank\">paper transfers\u003c/a> that riders have used since the Municipal Railway's inception more than a century ago. Muni says the new system will be more convenient for the tens of thousands of passengers who still pay cash to ride the system.\u003c/p>\n\u003cp>In the future bus drivers will no longer rip transfers from packets and riders wouldn't need to guess precisely when they expire.\u003c/p>\n\u003cp>\"This new receipt, which is provided to a customer in real time, shows exactly how much time they have and will help resolve any confusion that exists today,\" Muni spokesman Paul Rose said Monday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Municipal Transportation Agency's Board of Directors voted unanimously Tuesday to approve a \u003ca href=\"https://www.sfmta.com/sites/default/files/agendaitems/2016/6-28-16%20Item%2011%20Contract%20-%20fareboxes.pdf\">five-year contract\u003c/a> with Illinois-based SPX Genfare for the fareboxes and their installation.\u003c/p>\n\u003cp>Muni's current fareboxes were installed a quarter of a century ago. Although the fareboxes were refurbished in 2008, Muni officials say the devices are nearing the end of their useful lives.\u003c/p>\n\u003cp>The changes will not affect the growing number of Muni riders who use Clipper cards. Around 45 percent of the agency's passengers use the card that most other local transit systems take, Rose said. But between 12 percent and 14 percent of Muni riders still pay with cash.\u003c/p>\n\u003cp>Rider advocates say the system needs to move faster toward a digital fare system.\u003c/p>\n\u003cp>\"In other cities around the world, those transit systems were able to transition riders off of cash,\" said Mark Ballew, a board member of transit advocacy group \u003ca href=\"http://www.rescuemuni.org/\" target=\"_blank\">Rescue Muni\u003c/a>.\u003c/p>\n\u003cp>Last year the agency launched a service that allows passengers to buy and use tickets using their smartphones. Ballew said Clipper and the new service, \u003ca href=\"https://www.sfmta.com/getting-around/transit/munimobile\" target=\"_blank\">MuniMobile\u003c/a>, are the kinds of programs that decrease boarding times.\u003c/p>\n\u003cp>\"With digital payment systems ... riders can pay and board on both doors, increasing Muni's ability to deliver service,\" Ballew said in an email.\u003c/p>\n\u003cp>The new fareboxes will mean the paper packets that operators use to hand out 90-minute transfers would disappear. Union officials who represent Muni operators have complained in the past that the packets place drivers in danger, Rose said. In some cases people have stolen the books \u003ca href=\"http://www.sfgate.com/bayarea/article/Enjoy-em-while-you-can-Muni-getting-rid-of-6462937.php\">when drivers aren't looking\u003c/a>.\u003c/p>\n\u003cp>The machines will also help transit planners learn more about the demographics of some of their passengers. Muni officials say the fareboxes will provide better revenue data and help them learn which riders take certain bus and light-rail lines.\u003c/p>\n\u003cp>\"These new fareboxes will be able to show who's still paying with cash on specific routes,\" Rose said. \"We'll be able to see how much people are paying, where they are in their route, what routes they're taking and this will help us communicate with our riders more efficiently.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Now that the contract has been approved by the SFMTA board, the Board of Supervisors is expected to vote on it next month. If the supes approve, the agency plans to start a public awareness campaign about the new fareboxes in September.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 10:30am, Tuesday.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>San Francisco's transit agency plans to spend more than $22 million to install more than 1,000 new fareboxes on the city's buses, trolley coaches, light-rail vehicles and historic streetcars.\u003c/p>\n\u003cp>The move will do away with the \u003ca href=\"http://www.munidiaries.com/2012/06/04/transfers-tell-stories-of-muni-history/\" target=\"_blank\">paper transfers\u003c/a> that riders have used since the Municipal Railway's inception more than a century ago. Muni says the new system will be more convenient for the tens of thousands of passengers who still pay cash to ride the system.\u003c/p>\n\u003cp>In the future bus drivers will no longer rip transfers from packets and riders wouldn't need to guess precisely when they expire.\u003c/p>\n\u003cp>\"This new receipt, which is provided to a customer in real time, shows exactly how much time they have and will help resolve any confusion that exists today,\" Muni spokesman Paul Rose said Monday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Municipal Transportation Agency's Board of Directors voted unanimously Tuesday to approve a \u003ca href=\"https://www.sfmta.com/sites/default/files/agendaitems/2016/6-28-16%20Item%2011%20Contract%20-%20fareboxes.pdf\">five-year contract\u003c/a> with Illinois-based SPX Genfare for the fareboxes and their installation.\u003c/p>\n\u003cp>Muni's current fareboxes were installed a quarter of a century ago. Although the fareboxes were refurbished in 2008, Muni officials say the devices are nearing the end of their useful lives.\u003c/p>\n\u003cp>The changes will not affect the growing number of Muni riders who use Clipper cards. Around 45 percent of the agency's passengers use the card that most other local transit systems take, Rose said. But between 12 percent and 14 percent of Muni riders still pay with cash.\u003c/p>\n\u003cp>Rider advocates say the system needs to move faster toward a digital fare system.\u003c/p>\n\u003cp>\"In other cities around the world, those transit systems were able to transition riders off of cash,\" said Mark Ballew, a board member of transit advocacy group \u003ca href=\"http://www.rescuemuni.org/\" target=\"_blank\">Rescue Muni\u003c/a>.\u003c/p>\n\u003cp>Last year the agency launched a service that allows passengers to buy and use tickets using their smartphones. Ballew said Clipper and the new service, \u003ca href=\"https://www.sfmta.com/getting-around/transit/munimobile\" target=\"_blank\">MuniMobile\u003c/a>, are the kinds of programs that decrease boarding times.\u003c/p>\n\u003cp>\"With digital payment systems ... riders can pay and board on both doors, increasing Muni's ability to deliver service,\" Ballew said in an email.\u003c/p>\n\u003cp>The new fareboxes will mean the paper packets that operators use to hand out 90-minute transfers would disappear. Union officials who represent Muni operators have complained in the past that the packets place drivers in danger, Rose said. In some cases people have stolen the books \u003ca href=\"http://www.sfgate.com/bayarea/article/Enjoy-em-while-you-can-Muni-getting-rid-of-6462937.php\">when drivers aren't looking\u003c/a>.\u003c/p>\n\u003cp>The machines will also help transit planners learn more about the demographics of some of their passengers. Muni officials say the fareboxes will provide better revenue data and help them learn which riders take certain bus and light-rail lines.\u003c/p>\n\u003cp>\"These new fareboxes will be able to show who's still paying with cash on specific routes,\" Rose said. \"We'll be able to see how much people are paying, where they are in their route, what routes they're taking and this will help us communicate with our riders more efficiently.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Now that the contract has been approved by the SFMTA board, the Board of Supervisors is expected to vote on it next month. If the supes approve, the agency plans to start a public awareness campaign about the new fareboxes in September.\u003c/p>\n\n\u003c/div>\u003c/p>",
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}
},
"baycurious": {
"id": "baycurious",
"title": "Bay Curious",
"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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},
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/bbc-world-service",
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"tuneIn": "https://tunein.com/radio/BBC-World-Service-p455581/",
"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"californiareport": {
"id": "californiareport",
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"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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},
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"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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},
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
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"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
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"order": 1
},
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"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": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"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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"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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},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"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.",
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"airtime": "SUN 7:30pm-8pm",
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},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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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",
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"order": 18
},
"link": "/podcasts/jerrybrown",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
"site": "news",
"source": "npr"
},
"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"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"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",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
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