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"title": "How Bill Graham's Nazi Escape Might Explain His Fillmore Apples",
"headTitle": "How Bill Graham’s Nazi Escape Might Explain His Fillmore Apples | KQED",
"content": "\u003cp>To see a show put on by Bill Graham at San Francisco’s Fillmore Auditorium in the late 1960s was to see a new kind of concert experience.\u003cbr>\n[baycuriouspodcastinfo]\u003cbr>\nIt started with the musicians. Graham cultivated many of the rock and roll acts that created a new kind of music, and provided the soundtrack for the counterculture revolution. Acts like the Grateful Dead, Janis Joplin, Jimi Hendrix and Santana were regulars at the Fillmore.\u003c/p>\n\u003cp>“He used to book very unusual opening acts,” said Bonnie Simmons, executive director of the Bill Graham Memorial Foundation. “You might be coming to see the Jefferson Airplane, but the opening act would be Andrei Voznesensky, the Russian poet.”\u003c/p>\n\u003cfigure id=\"attachment_11731738\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11731738\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/RS35731_alt_835-800x1067.jpg\" alt=\"The apples are such an iconic part of the Fillmore that the theater's marquee includes one.\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-1920x2560.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835.jpg 1536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The apples are such an iconic part of the Fillmore that the theater’s marquee includes one. \u003ccite>(Ryan Levi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But maybe the oddest aspect of Graham’s Fillmore shows had nothing to do with the performances at all. At every show, concertgoers were greeted by a barrel of Red Delicious apples, free for the taking.\u003c/p>\n\u003cp>Simmons remembers seeing the apples when she went to concerts at the Fillmore in the 1960s. When the venue in the city’s Western Addition reopened under new management in the mid-1990s, the apple tradition continued.\u003c/p>\n\u003cp>“Of all the shows that I’ve been to and all the different venues, it’s the only place that hands out fruit,” said Sandra Julien, who’s been going to shows at the Fillmore since she moved to the Bay Area eight years ago.\u003c/p>\n\u003cp>Julien wanted to know more, and asked \u003ca href=\"https://www.kqed.org/news/series/baycurious\" target=\"_blank\" rel=\"noopener\">Bay Curious\u003c/a>: \u003cstrong>Why does the Fillmore hand out free apples?\u003c/strong>\u003c/p>\n\u003cp>Graham, who was killed in a helicopter crash in 1991, never explained his reasoning behind the apples, leaving others to guess at his motivation.\u003c/p>\n\u003cp>Some say that he wanted to give the broke hippies who came to his shows something nutritious to eat. Many believe that it was an extension of his famous hospitality, which he learned working as a waiter in the Catskills.\u003cbr>\n[ad fullwidth]\u003cbr>\n“To my mind the barrel of apples was Bill’s attempt to welcome people to his house,” said Bob Greenfield, who co-wrote Graham’s autobiography.\u003c/p>\n\u003cp>But about a decade ago, Bonnie Simmons stumbled on another possible explanation that dates back to Graham’s experience fleeing Nazi Germany as a child.\u003c/p>\n\u003ch3>Fleeing the Holocaust\u003c/h3>\n\u003cp>Graham was born Wolfgang Grajonca to a Jewish family in Berlin in 1931. After Nazis brutally attacked Jewish synagogues, homes and businesses in a 1938 event that came to be known as \u003ca href=\"https://www.history.com/topics/holocaust/kristallnacht\" target=\"_blank\" rel=\"noopener\">Kristallnacht\u003c/a>, or the Night of Broken Glass, Graham’s single mother put him and one of his sisters in a German orphanage to protect them from the government.\u003c/p>\n\u003cp>The following year, they were sent to an orphanage in France. It was the beginning of an arduous journey through Europe and Africa that would kill his sister and eventually ended with young Graham in 1939 getting on a boat bound for the United States, where he was adopted by a family in New York.\u003c/p>\n\u003cp>Also on that journey was a boy named Ralph Moratz, who became friends with Graham when they met at the German orphanage.\u003c/p>\n\u003cfigure id=\"attachment_11732886\" class=\"wp-caption alignright\" style=\"max-width: 450px\">\u003cimg decoding=\"async\" loading=\"lazy\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/RS35805_Bill_Graham-qut.jpg\" alt=\"Bill Graham, circa 1990.\" width=\"450\" height=\"309\" class=\"size-full wp-image-11732886\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35805_Bill_Graham-qut.jpg 450w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35805_Bill_Graham-qut-160x110.jpg 160w\" sizes=\"(max-width: 450px) 100vw, 450px\">\u003cfigcaption class=\"wp-caption-text\">Bill Graham, circa 1990. \u003ccite>(Photo by Mark Sarfati via Wikimedia Commons)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We became best friends sharing, for the next few years, the hardships imposed by the German invasion of its surrounding countries,” Moratz wrote in his \u003ca href=\"https://ralphm1935.wordpress.com/\" target=\"_blank\" rel=\"noopener\">chronicles\u003c/a> of their friendship and journey.\u003c/p>\n\u003cp>One of the kids’ early stops was a chateau in Quincy-sous-Sénart in northern France. The neighborhood was filled with German soldiers, and the kids were stuck inside with little to eat.\u003c/p>\n\u003cp>“For breakfast we got a cup of watery porridge and a thin stale slice of bread. No lunch. Dinner consisted of half a cup of rice from the one bag still stored in the cellar,” Moratz wrote. “We spent most of our time trying to sleep. Only with sleep could we get some relief from the constant hunger pangs.”\u003c/p>\n\u003cp>\u003ca href=\"https://ralphm1935.wordpress.com/2014/12/02/chapter-6-bill-graham-presents-and-the-famous-apple-barrel/\" target=\"_blank\" rel=\"noopener\">According to Moratz\u003c/a>, a few of the older boys decided to organize the kids into groups to sneak out and forage for apples from the many orchards in town. Groups of four boys would be lowered out a window in the chateau 6 feet down to the ground. They carried empty rice bags, which could fit 15 to 20 apples.\u003c/p>\n\u003cp>Younger boys, like Moratz and Graham, were sent out most often, under the assumption that they would attract less attention from German patrols. The older boys liked to vary who went out to try to avoid detection, but Moratz said Graham found a way to be a part of the raiding party more often than not.\u003c/p>\n\u003cp>“Would it surprise you to find out that Wolfgang [Graham] volunteered to go out and forage every day?” Moratz wrote.\u003c/p>\n\u003ch3>No Way to Know for Sure\u003c/h3>\n\u003cfigure id=\"attachment_11731763\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11731763\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-800x600.jpg\" alt=\"Since Bill Graham first started putting on shows at the Fillmore Auditorium in the late 1960s, the venue has put out a barrel of free apples for guests.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Since Bill Graham first started putting on shows at the Fillmore Auditorium in the late 1960s, the venue has put out a barrel of free apples for guests. \u003ccite>(Ryan Levi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Graham never spoke publicly about this experience, and he rarely talked about his time during the Holocaust at all, telling people that he remembered very little of his life before making it to the United States. But that hasn’t stopped people from latching onto Moratz’s story.\u003c/p>\n\u003cp>“Many of us now believe [giving away apples] was some kind of hidden impulse to share the life preserving fruit, which saved us from certain starvation, with the public as a form of thanksgiving,” Moratz wrote.\u003c/p>\n\u003cp>Bob Greenfield, Graham’s biographer, is not convinced.\u003c/p>\n\u003cp>“He’s making a link that I don’t think Bill ever made even unconsciously,” he said of Moratz, who died in 2016. “Bill always lived in the moment. He wasn’t someone who was possessed by or living in the past.”\u003c/p>\n\u003cp>With Graham gone, we will never know for sure why the apples became a Fillmore staple. But question asker Sandra Julien said hearing about Graham’s escape from Europe makes the Fillmore even more meaningful to her.\u003c/p>\n\u003cp>“Now when I go to the Fillmore, I’m always going to think of this,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11732715\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11732715 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/RS35334__DSC6258-qut-800x534.jpg\" alt=\"\" width=\"800\" height=\"534\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut-1020x681.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut-1200x801.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A concertgoer who identified himself only as Sean enjoys his first Fillmore apple while he waits for a concert to begin. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>To see a show put on by Bill Graham at San Francisco’s Fillmore Auditorium in the late 1960s was to see a new kind of concert experience.\u003cbr>\n\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003cbr>\nIt started with the musicians. Graham cultivated many of the rock and roll acts that created a new kind of music, and provided the soundtrack for the counterculture revolution. Acts like the Grateful Dead, Janis Joplin, Jimi Hendrix and Santana were regulars at the Fillmore.\u003c/p>\n\u003cp>“He used to book very unusual opening acts,” said Bonnie Simmons, executive director of the Bill Graham Memorial Foundation. “You might be coming to see the Jefferson Airplane, but the opening act would be Andrei Voznesensky, the Russian poet.”\u003c/p>\n\u003cfigure id=\"attachment_11731738\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11731738\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/RS35731_alt_835-800x1067.jpg\" alt=\"The apples are such an iconic part of the Fillmore that the theater's marquee includes one.\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835-1920x2560.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35731_alt_835.jpg 1536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The apples are such an iconic part of the Fillmore that the theater’s marquee includes one. \u003ccite>(Ryan Levi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But maybe the oddest aspect of Graham’s Fillmore shows had nothing to do with the performances at all. At every show, concertgoers were greeted by a barrel of Red Delicious apples, free for the taking.\u003c/p>\n\u003cp>Simmons remembers seeing the apples when she went to concerts at the Fillmore in the 1960s. When the venue in the city’s Western Addition reopened under new management in the mid-1990s, the apple tradition continued.\u003c/p>\n\u003cp>“Of all the shows that I’ve been to and all the different venues, it’s the only place that hands out fruit,” said Sandra Julien, who’s been going to shows at the Fillmore since she moved to the Bay Area eight years ago.\u003c/p>\n\u003cp>Julien wanted to know more, and asked \u003ca href=\"https://www.kqed.org/news/series/baycurious\" target=\"_blank\" rel=\"noopener\">Bay Curious\u003c/a>: \u003cstrong>Why does the Fillmore hand out free apples?\u003c/strong>\u003c/p>\n\u003cp>Graham, who was killed in a helicopter crash in 1991, never explained his reasoning behind the apples, leaving others to guess at his motivation.\u003c/p>\n\u003cp>Some say that he wanted to give the broke hippies who came to his shows something nutritious to eat. Many believe that it was an extension of his famous hospitality, which he learned working as a waiter in the Catskills.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\n“To my mind the barrel of apples was Bill’s attempt to welcome people to his house,” said Bob Greenfield, who co-wrote Graham’s autobiography.\u003c/p>\n\u003cp>But about a decade ago, Bonnie Simmons stumbled on another possible explanation that dates back to Graham’s experience fleeing Nazi Germany as a child.\u003c/p>\n\u003ch3>Fleeing the Holocaust\u003c/h3>\n\u003cp>Graham was born Wolfgang Grajonca to a Jewish family in Berlin in 1931. After Nazis brutally attacked Jewish synagogues, homes and businesses in a 1938 event that came to be known as \u003ca href=\"https://www.history.com/topics/holocaust/kristallnacht\" target=\"_blank\" rel=\"noopener\">Kristallnacht\u003c/a>, or the Night of Broken Glass, Graham’s single mother put him and one of his sisters in a German orphanage to protect them from the government.\u003c/p>\n\u003cp>The following year, they were sent to an orphanage in France. It was the beginning of an arduous journey through Europe and Africa that would kill his sister and eventually ended with young Graham in 1939 getting on a boat bound for the United States, where he was adopted by a family in New York.\u003c/p>\n\u003cp>Also on that journey was a boy named Ralph Moratz, who became friends with Graham when they met at the German orphanage.\u003c/p>\n\u003cfigure id=\"attachment_11732886\" class=\"wp-caption alignright\" style=\"max-width: 450px\">\u003cimg decoding=\"async\" loading=\"lazy\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/RS35805_Bill_Graham-qut.jpg\" alt=\"Bill Graham, circa 1990.\" width=\"450\" height=\"309\" class=\"size-full wp-image-11732886\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35805_Bill_Graham-qut.jpg 450w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35805_Bill_Graham-qut-160x110.jpg 160w\" sizes=\"(max-width: 450px) 100vw, 450px\">\u003cfigcaption class=\"wp-caption-text\">Bill Graham, circa 1990. \u003ccite>(Photo by Mark Sarfati via Wikimedia Commons)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We became best friends sharing, for the next few years, the hardships imposed by the German invasion of its surrounding countries,” Moratz wrote in his \u003ca href=\"https://ralphm1935.wordpress.com/\" target=\"_blank\" rel=\"noopener\">chronicles\u003c/a> of their friendship and journey.\u003c/p>\n\u003cp>One of the kids’ early stops was a chateau in Quincy-sous-Sénart in northern France. The neighborhood was filled with German soldiers, and the kids were stuck inside with little to eat.\u003c/p>\n\u003cp>“For breakfast we got a cup of watery porridge and a thin stale slice of bread. No lunch. Dinner consisted of half a cup of rice from the one bag still stored in the cellar,” Moratz wrote. “We spent most of our time trying to sleep. Only with sleep could we get some relief from the constant hunger pangs.”\u003c/p>\n\u003cp>\u003ca href=\"https://ralphm1935.wordpress.com/2014/12/02/chapter-6-bill-graham-presents-and-the-famous-apple-barrel/\" target=\"_blank\" rel=\"noopener\">According to Moratz\u003c/a>, a few of the older boys decided to organize the kids into groups to sneak out and forage for apples from the many orchards in town. Groups of four boys would be lowered out a window in the chateau 6 feet down to the ground. They carried empty rice bags, which could fit 15 to 20 apples.\u003c/p>\n\u003cp>Younger boys, like Moratz and Graham, were sent out most often, under the assumption that they would attract less attention from German patrols. The older boys liked to vary who went out to try to avoid detection, but Moratz said Graham found a way to be a part of the raiding party more often than not.\u003c/p>\n\u003cp>“Would it surprise you to find out that Wolfgang [Graham] volunteered to go out and forage every day?” Moratz wrote.\u003c/p>\n\u003ch3>No Way to Know for Sure\u003c/h3>\n\u003cfigure id=\"attachment_11731763\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11731763\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-800x600.jpg\" alt=\"Since Bill Graham first started putting on shows at the Fillmore Auditorium in the late 1960s, the venue has put out a barrel of free apples for guests.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35733_Filmore-Apples-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Since Bill Graham first started putting on shows at the Fillmore Auditorium in the late 1960s, the venue has put out a barrel of free apples for guests. \u003ccite>(Ryan Levi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Graham never spoke publicly about this experience, and he rarely talked about his time during the Holocaust at all, telling people that he remembered very little of his life before making it to the United States. But that hasn’t stopped people from latching onto Moratz’s story.\u003c/p>\n\u003cp>“Many of us now believe [giving away apples] was some kind of hidden impulse to share the life preserving fruit, which saved us from certain starvation, with the public as a form of thanksgiving,” Moratz wrote.\u003c/p>\n\u003cp>Bob Greenfield, Graham’s biographer, is not convinced.\u003c/p>\n\u003cp>“He’s making a link that I don’t think Bill ever made even unconsciously,” he said of Moratz, who died in 2016. “Bill always lived in the moment. He wasn’t someone who was possessed by or living in the past.”\u003c/p>\n\u003cp>With Graham gone, we will never know for sure why the apples became a Fillmore staple. But question asker Sandra Julien said hearing about Graham’s escape from Europe makes the Fillmore even more meaningful to her.\u003c/p>\n\u003cp>“Now when I go to the Fillmore, I’m always going to think of this,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11732715\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11732715 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/RS35334__DSC6258-qut-800x534.jpg\" alt=\"\" width=\"800\" height=\"534\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut-1020x681.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut-1200x801.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/RS35334__DSC6258-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A concertgoer who identified himself only as Sean enjoys his first Fillmore apple while he waits for a concert to begin. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "san-francisco-bay-is-filled-with-boats-but-what-do-they-do",
"title": "San Francisco Bay Is Filled With Boats, But What Do They Do?",
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"headTitle": "San Francisco Bay Is Filled With Boats, But What Do They Do? | KQED",
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"content": "\u003cp>Even though the Bay Area is surrounded by water, a lot of people don’t know much about the nautical vessels that roam our waters, and many of you have asked Bay Curious about them.\u003c/p>\n\u003cp>So we turned to the experts — the Coast Guard’s \u003ca href=\"https://www.navcen.uscg.gov/?pageName=vtsMain\" target=\"_blank\" rel=\"noopener\">Vessel Traffic Services\u003c/a> (VTS) — to help us find the answers to your many questions.\u003c/p>\n\u003ch3>What’s the difference between the various vessels on the bay?\u003c/h3>\n\u003cp>Most of the large boats on the bay are either \u003cstrong>barges\u003c/strong> or \u003cstrong>cargo ships\u003c/strong>.\u003c/p>\n\u003cfigure id=\"attachment_11731084\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731084 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BARGE_6-800x509.jpg\" alt=\"\" width=\"800\" height=\"509\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-800x509.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-1020x650.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-1200x764.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-1920x1223.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A construction barge next to the Bay Bridge took part in the last of the demolition work on the old bridge span. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A \u003cstrong>barge\u003c/strong> is a floating platform. It doesn’t have a motor, like the trailer part of a tractor-trailer.\u003cbr>\n[baycuriouspodcastinfo]\u003cbr>\nThere are many kinds of barges. Spud barges, for example, use a big steel shaft or spud that goes down to the bay floor to stay anchored in place.\u003c/p>\n\u003cp>Other barges are used for dredging and construction, which is constantly happening to keep certain channels in the bay deep enough for big vessels to get in and out of the ports.\u003c/p>\n\u003cfigure id=\"attachment_11731086\" class=\"wp-caption aligncenter\" style=\"max-width: 2048px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731086 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BARGE_7.jpg\" alt=\"\" width=\"2048\" height=\"1365\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-1920x1280.jpg 1920w\" sizes=\"(max-width: 2048px) 100vw, 2048px\">\u003cfigcaption class=\"wp-caption-text\">The Treasure Island East Moorings. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many of these dredging barges are anchored at the Treasure Island East Moorings, east of Treasure Island and north of the Bay Bridge. Empty barges are tied there to floating mooring balls, which are anchored to the bay floor.\u003c/p>\n\u003cp>When silt and rocks are dredged from the bay floor, they’re piled onto a barge. Once that barge is full, it’s towed away to be dumped, and then one of the empty barges parked at the mooring group is brought in.\u003c/p>\n\u003cp>“It’s like a big parking lot is what it is,” said Michael Roja, who leads VTS for the Coast Guard. “This is the biggest mooring group in the bay.”\u003cbr>\n[ad fullwidth]\u003cbr>\n\u003cstrong>Cargo ships\u003c/strong> have an engine and are designed to go long distances. They’re often designed to carry specific cargo — cars, fuel — but in theory they can carry anything. \u003cstrong>Container ships\u003c/strong> are a type of cargo ship designed to carry shipping containers.\u003c/p>\n\u003cfigure id=\"attachment_11731081\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731081 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328.jpg\" alt=\"\" width=\"1100\" height=\"777\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328-1020x720.jpg 1020w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">A container ship. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the Bay Area, there are a lot of container ships that come in from Asia and head to various ports (often the Port of Oakland), filled with all the stuff we buy from overseas. But before these ships can enter the bay, they have to go through a lengthy approval process:\u003c/p>\n\u003col>\n\u003cli>Ship operators have to submit a notice of arrival with the Coast Guard and request pilotage.\u003c/li>\n\u003cli>Ships are assigned a pilot and a spot in the bay — either a berth at a port or a spot at an anchorage. (An anchorage is a set place in the bay for ships to drop anchor and wait. There are anchorages all over. Anchorage 9, off Hunters Point, is the largest in the bay and the only place fueling is allowed. Anchorage 23, up by Benicia, is for ships to wait out the fog.)\u003c/li>\n\u003cli>The pilot boards the ship out at the pilot station — about 11 miles into the ocean from the Golden Gate Bridge — and then brings the ship into the bay.\u003c/li>\n\u003cli>The ship goes straight to the port it’s been assigned to unload or load (each port is designed for specific types of cargo) OR the ship goes to an anchorage to wait for a spot at port.\u003c/li>\n\u003c/ol>\n\u003cp>VTS oversees all boat traffic within 38 nautical miles from the top of Mount Tamalpais, so after a big ship enters that circle, they have to notify Roja’s people — and they stay in constant communication about conditions and any obstacles.\u003c/p>\n\u003ch3>It looks like some boats stay anchored in the bay for days at a time. Why?\u003c/h3>\n\u003cfigure id=\"attachment_11731184\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731184 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444.jpg\" alt=\"\" width=\"1100\" height=\"733\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444-1020x680.jpg 1020w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">A container ship being unloaded at the Port of Oakland. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Most of the time big ships are unloaded and reloaded all in a few days, sometimes even just in one day. But it can be a little complicated to line up everything — the staff to unload, and then the next shipment for a company to load up and take to the next port.\u003c/p>\n\u003cp>There are 25 berths in Oakland, but it really can handle only about nine container ships at once, and that doesn’t count \u003ca href=\"https://www.sfgate.com/bayarea/article/Biggest-cargo-ship-to-ever-grace-S-F-Bay-is-here-6730044.php\" target=\"_blank\" rel=\"noopener\">the ultralarge container ships, which can be over 1,300 feet long\u003c/a>. So when things back up, it slows down the whole process, like in 2016 when a \u003ca href=\"https://www.kqed.org/news/10912162/labor-dispute-shuts-down-port-of-oaklands-largest-terminal\" target=\"_blank\" rel=\"noopener\">labor dispute\u003c/a> at the Port of Oakland caused major slowdowns.\u003c/p>\n\u003cp>Most of the time, though, if a boat sits around for more than a couple of days, it’s because the shipping company hasn’t given it new orders yet.\u003c/p>\n\u003cp>“It’s going to be based on their agent setting up their mooring inside the port,” Roja said.\u003c/p>\n\u003cp>Sometimes if a boat is anchored for an especially long time, the Coast Guard has to check in to make sure the crew has enough supplies and is being taken care of.\u003c/p>\n\u003ch3>What are the roles of the different ports?\u003c/h3>\n\u003cfigure id=\"attachment_11731087\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731087 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075.jpg\" alt=\"\" width=\"1100\" height=\"729\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075-1020x676.jpg 1020w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">Sam Lord, our question asker, and Michael Roja, our question answerer. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Not only does each port have a specific role, but so do the docks at those different ports. For example:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>The Port of Oakland\u003c/strong> is designed to unload containers with those big \u003ca href=\"https://www.kqed.org/news/11629563/bay-curious-lightning-round-inspiration-for-at-ats-the-tenderloin-and-popeyes-voice\" target=\"_blank\" rel=\"noopener\">Star Wars-esque cranes\u003c/a>.\u003c/li>\n\u003cli>The ports in\u003cstrong> Richmond, Benicia and Martinez\u003c/strong> all have fuel docks, meaning they can load and unload oil and petroleum; Richmond also has a car dock and an aggregate dock.\u003c/li>\n\u003cli>\u003cstrong>San Francisco\u003c/strong> has a car dock, designed to drive cars right off the boats. There are also two piers in San Francisco for cruise ships.\u003c/li>\n\u003c/ul>\n\u003cp>Which port and dock a ship is assigned to depends on what it’s carrying and what the requirements are. If you’re a little confused about where all this stuff is, here’s a map:\u003c/p>\n\u003cfigure id=\"attachment_11731194\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731194 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-800x592.jpg\" alt=\"\" width=\"800\" height=\"592\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-800x592.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-160x118.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-1020x754.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-1200x888.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">(Mark Fiore/KQED)\u003c/figcaption>\u003c/figure>\n\u003ch3>What happens to the sewage on the boats?\u003c/h3>\n\u003cp>It’s collected, treated and processed, and then either pumped out when the ship is at dock or dumped as treated wastewater (not raw sewage) out at sea.\u003c/p>\n\u003ch3>How do the crews get on and off the boats that are anchored in the bay?\u003c/h3>\n\u003cp>With a ladder! Smaller boats bring mail and supplies out to the big ships at the anchorages, and even ferry crew members on and off.\u003c/p>\n\u003cp>And now here is a bonus photo of sea lions playing on the hull of a container ship.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" class=\"aligncenter size-medium wp-image-11731098\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289.jpg 1100w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Even though the Bay Area is surrounded by water, a lot of people don’t know much about the nautical vessels that roam our waters, and many of you have asked Bay Curious about them.\u003c/p>\n\u003cp>So we turned to the experts — the Coast Guard’s \u003ca href=\"https://www.navcen.uscg.gov/?pageName=vtsMain\" target=\"_blank\" rel=\"noopener\">Vessel Traffic Services\u003c/a> (VTS) — to help us find the answers to your many questions.\u003c/p>\n\u003ch3>What’s the difference between the various vessels on the bay?\u003c/h3>\n\u003cp>Most of the large boats on the bay are either \u003cstrong>barges\u003c/strong> or \u003cstrong>cargo ships\u003c/strong>.\u003c/p>\n\u003cfigure id=\"attachment_11731084\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731084 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BARGE_6-800x509.jpg\" alt=\"\" width=\"800\" height=\"509\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-800x509.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-1020x650.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-1200x764.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6-1920x1223.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_6.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A construction barge next to the Bay Bridge took part in the last of the demolition work on the old bridge span. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A \u003cstrong>barge\u003c/strong> is a floating platform. It doesn’t have a motor, like the trailer part of a tractor-trailer.\u003cbr>\n\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003cbr>\nThere are many kinds of barges. Spud barges, for example, use a big steel shaft or spud that goes down to the bay floor to stay anchored in place.\u003c/p>\n\u003cp>Other barges are used for dredging and construction, which is constantly happening to keep certain channels in the bay deep enough for big vessels to get in and out of the ports.\u003c/p>\n\u003cfigure id=\"attachment_11731086\" class=\"wp-caption aligncenter\" style=\"max-width: 2048px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731086 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BARGE_7.jpg\" alt=\"\" width=\"2048\" height=\"1365\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BARGE_7-1920x1280.jpg 1920w\" sizes=\"(max-width: 2048px) 100vw, 2048px\">\u003cfigcaption class=\"wp-caption-text\">The Treasure Island East Moorings. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many of these dredging barges are anchored at the Treasure Island East Moorings, east of Treasure Island and north of the Bay Bridge. Empty barges are tied there to floating mooring balls, which are anchored to the bay floor.\u003c/p>\n\u003cp>When silt and rocks are dredged from the bay floor, they’re piled onto a barge. Once that barge is full, it’s towed away to be dumped, and then one of the empty barges parked at the mooring group is brought in.\u003c/p>\n\u003cp>“It’s like a big parking lot is what it is,” said Michael Roja, who leads VTS for the Coast Guard. “This is the biggest mooring group in the bay.”\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\n\u003cstrong>Cargo ships\u003c/strong> have an engine and are designed to go long distances. They’re often designed to carry specific cargo — cars, fuel — but in theory they can carry anything. \u003cstrong>Container ships\u003c/strong> are a type of cargo ship designed to carry shipping containers.\u003c/p>\n\u003cfigure id=\"attachment_11731081\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731081 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328.jpg\" alt=\"\" width=\"1100\" height=\"777\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-328-1020x720.jpg 1020w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">A container ship. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the Bay Area, there are a lot of container ships that come in from Asia and head to various ports (often the Port of Oakland), filled with all the stuff we buy from overseas. But before these ships can enter the bay, they have to go through a lengthy approval process:\u003c/p>\n\u003col>\n\u003cli>Ship operators have to submit a notice of arrival with the Coast Guard and request pilotage.\u003c/li>\n\u003cli>Ships are assigned a pilot and a spot in the bay — either a berth at a port or a spot at an anchorage. (An anchorage is a set place in the bay for ships to drop anchor and wait. There are anchorages all over. Anchorage 9, off Hunters Point, is the largest in the bay and the only place fueling is allowed. Anchorage 23, up by Benicia, is for ships to wait out the fog.)\u003c/li>\n\u003cli>The pilot boards the ship out at the pilot station — about 11 miles into the ocean from the Golden Gate Bridge — and then brings the ship into the bay.\u003c/li>\n\u003cli>The ship goes straight to the port it’s been assigned to unload or load (each port is designed for specific types of cargo) OR the ship goes to an anchorage to wait for a spot at port.\u003c/li>\n\u003c/ol>\n\u003cp>VTS oversees all boat traffic within 38 nautical miles from the top of Mount Tamalpais, so after a big ship enters that circle, they have to notify Roja’s people — and they stay in constant communication about conditions and any obstacles.\u003c/p>\n\u003ch3>It looks like some boats stay anchored in the bay for days at a time. Why?\u003c/h3>\n\u003cfigure id=\"attachment_11731184\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731184 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444.jpg\" alt=\"\" width=\"1100\" height=\"733\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-444-1020x680.jpg 1020w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">A container ship being unloaded at the Port of Oakland. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Most of the time big ships are unloaded and reloaded all in a few days, sometimes even just in one day. But it can be a little complicated to line up everything — the staff to unload, and then the next shipment for a company to load up and take to the next port.\u003c/p>\n\u003cp>There are 25 berths in Oakland, but it really can handle only about nine container ships at once, and that doesn’t count \u003ca href=\"https://www.sfgate.com/bayarea/article/Biggest-cargo-ship-to-ever-grace-S-F-Bay-is-here-6730044.php\" target=\"_blank\" rel=\"noopener\">the ultralarge container ships, which can be over 1,300 feet long\u003c/a>. So when things back up, it slows down the whole process, like in 2016 when a \u003ca href=\"https://www.kqed.org/news/10912162/labor-dispute-shuts-down-port-of-oaklands-largest-terminal\" target=\"_blank\" rel=\"noopener\">labor dispute\u003c/a> at the Port of Oakland caused major slowdowns.\u003c/p>\n\u003cp>Most of the time, though, if a boat sits around for more than a couple of days, it’s because the shipping company hasn’t given it new orders yet.\u003c/p>\n\u003cp>“It’s going to be based on their agent setting up their mooring inside the port,” Roja said.\u003c/p>\n\u003cp>Sometimes if a boat is anchored for an especially long time, the Coast Guard has to check in to make sure the crew has enough supplies and is being taken care of.\u003c/p>\n\u003ch3>What are the roles of the different ports?\u003c/h3>\n\u003cfigure id=\"attachment_11731087\" class=\"wp-caption aligncenter\" style=\"max-width: 1100px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731087 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075.jpg\" alt=\"\" width=\"1100\" height=\"729\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075.jpg 1100w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-075-1020x676.jpg 1020w\" sizes=\"(max-width: 1100px) 100vw, 1100px\">\u003cfigcaption class=\"wp-caption-text\">Sam Lord, our question asker, and Michael Roja, our question answerer. \u003ccite>(Samantha Shanahan/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Not only does each port have a specific role, but so do the docks at those different ports. For example:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>The Port of Oakland\u003c/strong> is designed to unload containers with those big \u003ca href=\"https://www.kqed.org/news/11629563/bay-curious-lightning-round-inspiration-for-at-ats-the-tenderloin-and-popeyes-voice\" target=\"_blank\" rel=\"noopener\">Star Wars-esque cranes\u003c/a>.\u003c/li>\n\u003cli>The ports in\u003cstrong> Richmond, Benicia and Martinez\u003c/strong> all have fuel docks, meaning they can load and unload oil and petroleum; Richmond also has a car dock and an aggregate dock.\u003c/li>\n\u003cli>\u003cstrong>San Francisco\u003c/strong> has a car dock, designed to drive cars right off the boats. There are also two piers in San Francisco for cruise ships.\u003c/li>\n\u003c/ul>\n\u003cp>Which port and dock a ship is assigned to depends on what it’s carrying and what the requirements are. If you’re a little confused about where all this stuff is, here’s a map:\u003c/p>\n\u003cfigure id=\"attachment_11731194\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11731194 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-800x592.jpg\" alt=\"\" width=\"800\" height=\"592\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-800x592.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-160x118.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-1020x754.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01-1200x888.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/bayarea_ships_final01.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">(Mark Fiore/KQED)\u003c/figcaption>\u003c/figure>\n\u003ch3>What happens to the sewage on the boats?\u003c/h3>\n\u003cp>It’s collected, treated and processed, and then either pumped out when the ship is at dock or dumped as treated wastewater (not raw sewage) out at sea.\u003c/p>\n\u003ch3>How do the crews get on and off the boats that are anchored in the bay?\u003c/h3>\n\u003cp>With a ladder! Smaller boats bring mail and supplies out to the big ships at the anchorages, and even ferry crew members on and off.\u003c/p>\n\u003cp>And now here is a bonus photo of sea lions playing on the hull of a container ship.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" class=\"aligncenter size-medium wp-image-11731098\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/03/BayCuriousBarges-289.jpg 1100w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Find the full story and some awesome archival photos in our \u003ca href=\"https://www.kqed.org/news/11720617/pisco-punch-the-pricey-san-francisco-cocktail-that-was-a-gold-rush-knock-out\" rel=\"noopener\" target=\"_blank\">web story on Pisco Punch.\u003c/a>\u003c/p>\n\u003cp>This story is part of our \u003ca href=\"https://www.kqed.org/news/series/golden-state-plate/\">Golden State Plate series\u003c/a>, made in partnership with The California Report Magazine. Find more stories about \u003ca href=\"https://www.kqed.org/news/series/golden-state-plate/\">food from California.\u003c/a>\u003c/p>\n\u003cp>Reported by Carly Severn. Edited by Victoria Mauleon. Scoring by Suzie Racho.\u003c/p>\n\u003cp>Bay Curious is made by Olivia Allen-Price, Jessica Placzek, Katie McMurran, Suzie Racho, Paul Lancour and Ryan Levi. Additional support from Julie Caine, Ethan Lindsey, Carly Severn, Holly Kernan and David Weir. \u003c/p>\n\u003cp>Theme music by Pat Mesiti-Miller. \u003c/p>\n\u003cp>Ask us a question or \u003ca href=\"http://baycurious.org/newsletter\" rel=\"noopener\" target=\"_blank\">sign up for our newsletter\u003c/a> at \u003ca href=\"https://www.kqed.org/news/series/baycurious\" rel=\"noopener\" target=\"_blank\">BayCurious.org.\u003c/a> \u003c/p>\n\u003cp>Follow Olivia Allen-Price on Twitter \u003ca href=\"https://twitter.com/oallenprice\" rel=\"noopener\" target=\"_blank\">@oallenprice.\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Find the full story and some awesome archival photos in our \u003ca href=\"https://www.kqed.org/news/11720617/pisco-punch-the-pricey-san-francisco-cocktail-that-was-a-gold-rush-knock-out\" rel=\"noopener\" target=\"_blank\">web story on Pisco Punch.\u003c/a>\u003c/p>\n\u003cp>This story is part of our \u003ca href=\"https://www.kqed.org/news/series/golden-state-plate/\">Golden State Plate series\u003c/a>, made in partnership with The California Report Magazine. Find more stories about \u003ca href=\"https://www.kqed.org/news/series/golden-state-plate/\">food from California.\u003c/a>\u003c/p>\n\u003cp>Reported by Carly Severn. Edited by Victoria Mauleon. Scoring by Suzie Racho.\u003c/p>\n\u003cp>Bay Curious is made by Olivia Allen-Price, Jessica Placzek, Katie McMurran, Suzie Racho, Paul Lancour and Ryan Levi. Additional support from Julie Caine, Ethan Lindsey, Carly Severn, Holly Kernan and David Weir. \u003c/p>\n\u003cp>Theme music by Pat Mesiti-Miller. \u003c/p>\n\u003cp>Ask us a question or \u003ca href=\"http://baycurious.org/newsletter\" rel=\"noopener\" target=\"_blank\">sign up for our newsletter\u003c/a> at \u003ca href=\"https://www.kqed.org/news/series/baycurious\" rel=\"noopener\" target=\"_blank\">BayCurious.org.\u003c/a> \u003c/p>\n\u003cp>Follow Olivia Allen-Price on Twitter \u003ca href=\"https://twitter.com/oallenprice\" rel=\"noopener\" target=\"_blank\">@oallenprice.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Last summer, Oakland artist Katie Chin was listening to podcasts while painting in her art studio, when a story\u003ca href=\"https://www.npr.org/sections/money/2018/07/20/630949390/the-market-for-air\"> on The Indicator from Planet Money caught her attention.\u003c/a>\u003c/p>\n\u003cp>It was about a famous 130-year-old deli in New York City called Katz’s Delicatessen. The Lower East Side neighborhood around the deli had gotten fancier — and property taxes and overhead had gotten expensive. The deli was on the brink of shutting its doors, but the owner learned he was sitting \u003ci>under \u003c/i>a whole lot of money.\u003c/p>\n\u003caside class=\"alignleft\">\n\u003ch3>Podcast Trivia Answer\u003c/h3>\n\u003cp>In our this episode, we asked the trivia question: \u003cstrong>The song “Little Boxes” by Malvina Reynolds was written about what Bay Area city?\u003c/strong>\u003c/p>\n\u003cp>Answer: Daly City\u003c/p>\n\u003cp>Click \u003ca href=\"https://www.eventbrite.com/e/kqeds-bay-curious-trivia-night-hosted-by-mannys-tickets-55662802942\" target=\"_blank\" rel=\"noopener\">here\u003c/a> for tickets and details for Bay Curious Trivia Night on March 14.\u003c/p>\n\u003c/aside>\n\u003cp>In New York City, you can buy and sell the air above or around your building so that a real estate developer somewhere else can build taller. The deli was able to stay open after the windfall the owner made selling the air rights. That got Katie in Oakland wondering if air could save some of the places she cares about.\u003c/p>\n\u003cp>Chin asked Bay Curious: “As we see more and more gentrification, are there any similar mechanisms that different nonprofits or arts organizations could take advantage of, like selling the air space above where they operate?”\u003c/p>\n\u003ch2>Building Sky High\u003c/h2>\n\u003cp>Salesforce Tower is San Francisco’s largest skyscraper and the \u003ca href=\"https://www.cnbc.com/2017/11/06/salesforce-tower-dreamforce-tour-tallest-building-west-coast.html\">tallest office building \u003c/a>on the West Coast. But the tower would be 100 feet shorter — 51 stories instead of 61 — if it didn’t take advantage of a program called the transfer of development rights, or TDR for short.\u003c/p>\n\u003cp>The \u003ca href=\"http://commissions.sfplanning.org/hpcpackets/HPC_TDR_Packet_2013_07_11.pdf\">TDR program\u003c/a> is San Francisco’s version of New York City’s air market.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In San Francisco, how high you can build is limited by two things.\u003c/p>\n\u003cp>The first is the location of your building. In some neighborhoods, like the Sunset, buildings can be only about \u003ca href=\"http://library.amlegal.com/nxt/gateway.dll/California/zoningmaps/zoningmaps?f=templates%24fn=default.htm%243.0%24vid=amlegal:sanfrancisco_ca%24anc=JD_ZoningMaps\">40 feet high\u003c/a> — about four stories. But downtown, the city allows buildings as tall as \u003ca href=\"http://library.amlegal.com/nxt/gateway.dll/California/zoningmaps/zoningmaps?f=templates%24fn=default.htm%243.0%24vid=amlegal:sanfrancisco_ca%24anc=JD_ZoningMaps\">1,000 feet high.\u003c/a>\u003c/p>\n\u003cp>The second thing that determines how high you can build is the amount of land you build on. Larger lots usually mean taller buildings.\u003c/p>\n\u003cp>But if you use TDR, you can go beyond those two limiting factors and build higher.\u003c/p>\n\u003cfigure id=\"attachment_11721245\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11721245\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Salesforce-1-800x533.jpg\" alt=\"A view of the Salesforce Tower from below.\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">A view of Salesforce Tower from below. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To understand how it works, picture an imaginary cube.\u003c/p>\n\u003cp>“On paper, for every property, we have this theoretical cube where development can occur,” says Corey Teague, zoning administrator of San Francisco’s Planning Department.\u003c/p>\n\u003cp>But the theoretical cube of space that the developer of the Salesforce Tower, Boston Properties, had to build on wasn’t as big as they wanted.\u003c/p>\n\u003cp>Through the TDR program, they found a building by the waterfront — \u003ca href=\"http://sfplanninggis.org/docs/landmarks_and_districts/LM107.pdf\">the Rincon Annex Post Office\u003c/a> — that had a cube of air for sale exactly the size they were looking for.\u003c/p>\n\u003cfigure id=\"attachment_11721243\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11721243\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Salesforce-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Salesforce Tower is the largest office building on the West Coast. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“And so in the easiest sense,” says Teague, “it’s literally transferring that cube of space and adding it on top of their cube, to give them an even bigger cube to build within.”\u003c/p>\n\u003cp>Although lots of cities have air markets, San Francisco’s is fairly unusual. The city designed the program with an important limitation for an important purpose: You can buy extra cube space only from \u003cem>historical\u003c/em> buildings.\u003c/p>\n\u003cp>(The cities of San Jose and Oakland don’t have their own version of an air market, but in Oakland, many in the historic preservation community are calling for the city to create one similar to San Francisco’s as part of the Downtown Oakland Specific Plan.)\u003c/p>\n\u003cp>San Francisco’s program provides an incentive to preserve historical buildings because many \u003ca href=\"https://sf-planning.org/historic-preservation-faqs#raise\" target=\"_blank\" rel=\"noopener\">can’t actually use\u003c/a> their cube space because, well, they are historical, and there are limits to the renovations they can make.\u003c/p>\n\u003cp>So, the TDR program makes their unused air rights valuable.\u003c/p>\n\u003cp>After the air rights are sold, the owner of that building is required to use some of those funds to maintain the actual structure — such as making it earthquake-proof or repairing the facade.\u003c/p>\n\u003cp>San Francisco’s TDR program was created in 1985, just after the city saw a huge development boom where a lot of high-rise office buildings were built. People worried that historical buildings would be demolished and lost forever.\u003c/p>\n\u003cp>“There was a term that was thrown around by some folks called Manhattanization,” says Teague.\u003c/p>\n\u003cp>To date, the program has saved \u003ca href=\"http://commissions.sfplanning.org/hpcpackets/HPC_TDR_Packet_2013_07_11.pdf\"> over 100\u003c/a> historical buildings downtown.\u003c/p>\n\u003cp>“The development rights that were there aren’t just going unused. They’re going for additional development somewhere else in the city that can accommodate it and where we do need that development,” he says. “And so it’s really a win-win.”\u003c/p>\n\u003cfigure id=\"attachment_11721240\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11721240\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Laurie Lazer, co-founder of the Luggage Store Gallery, shows off one of the masks that was made during a children’s art workshop. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>The TDR Program and the Arts\u003c/h2>\n\u003cp>When it comes to helping out struggling arts organizations in the Bay Area, like our question asker Katie Chin asked about, this program doesn’t do much.\u003c/p>\n\u003cp>I talked to the planning department, the mayor’s office, arts organizations and a TDR broker, but in all of San Francisco, I managed to find only one arts space that has used the program: \u003ca href=\"http://www.luggagestoregallery.org/\">the Luggage Store Gallery.\u003c/a>\u003c/p>\n\u003cp>Co-founder Laurie Lazer says the gallery serves between 20,000 and 25,000 people every year through events such as art workshops, exhibitions and an experimental music series.\u003c/p>\n\u003cfigure id=\"attachment_11721242\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11721242\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-5-800x1166.jpg\" alt=\"\" width=\"400\" height=\"583\">\u003cfigcaption class=\"wp-caption-text\">The Luggage Store Gallery showed the work of Ferris Plock and Kelly Tunstall in a show titled “Preservation.” The theme of the show was loss, based on the artists’ experiences moving from home to home three or four times because of high housing costs. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of artists left the city and a lot of spaces just went ‘kaput,’ ” Lazer says. “They blossomed and then they fell.”\u003c/p>\n\u003cp>But the story of the Luggage Store is a bit different. It starts in the late 80’s when Lazer first saw the \u003ca href=\"http://propertymap.sfplanning.org/\">building.\u003c/a>\u003c/p>\n\u003cp>“One day I was riding my bike down Market Street,” says Lazer, “and I’m always looking and I saw these windows. And at that time there were these light fixtures, and it just looked like really glorious.”\u003c/p>\n\u003cp>The building had a large “For Rent” sign out front, and before long Lazer was renting the space. When the owner died a few years later, the building went up for sale.\u003c/p>\n\u003cp>Lazer and her co-founder didn’t want to leave, so they managed to find enough wealthy investors to buy the property and lease it back to them.\u003c/p>\n\u003cp>But in 2013, when the real estate market was doing very well, those investors came back to Lazer with bad news.\u003c/p>\n\u003cp>“So basically a couple of partners said, ‘You know what? We want to sell,’ ” she says.\u003c/p>\n\u003cfigure id=\"attachment_11721239\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11721239 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Laurie Lazer (right) with her assistant, Hana Sun Lee (left), and Moy Eng (center), director of the Community Arts Stabilization Trust (CAST), a nonprofit that helps art organizations stay afloat in the Bay Area. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In order to stay in the building, Lazer and Smith had to buy it from the investors. That’s when they teamed up with a local nonprofit, the Northern California Community Loan Fund, and figured out they could use a combination of low-interest financing, grants from arts foundations and the TDR program.\u003c/p>\n\u003cp>Lazer and Smith sold their air rights for more than $200,000.\u003c/p>\n\u003cp>“It helped us significantly because raising $200,000 for us is a lot of work,” she says.\u003c/p>\n\u003cp>Lazer and her co-founder are still slowly paying off their investors. They have until 2022 to raise $1.7 million.\u003c/p>\n\u003cp>“We need culture and we need art,” she says. “Come on, we need it! I mean the city \u003cem>needs\u003c/em> it.”\u003c/p>\n\u003cp>And at least in \u003ci>this\u003c/i> case … a little bit of air kept one arts organization alive.\u003c/p>\n\u003cfigure id=\"attachment_11721238\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11721238\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Laurie Lazer (left), Moy Eng and Hana Sun Lee look at a painting in a recent exhibition titled “Preservation.” \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Keeping Arts in the Bay\u003c/h2>\n\u003cp>We’ve compiled a list of resources for arts organizations that need sustainable solutions for staying in the Bay Area:\u003c/p>\n\u003cp>\u003ca href=\"https://www.ncclf.org/sfsustainability/\">San Francisco Mayor’s Office’s Non-Profit Sustainability Initiative\u003c/a>\u003cbr>\n\u003ca href=\"https://cast-sf.org/\">Community Arts Stabilization Trust\u003c/a>\u003cbr>\n\u003ca href=\"https://www.ncclf.org/\">Northern California Community Loan Fund\u003c/a>\u003cbr>\n\u003ca href=\"https://www.facebook.com/OaktownWarehouseCoalition/\" target=\"_blank\" rel=\"noopener\">Oakland Warehouse Coalition\u003c/a>\u003cbr>\n\u003ca href=\"https://saferdiyspaces.org/about/\" target=\"_blank\" rel=\"noopener\">Safer DIY Spaces\u003c/a>\u003cbr>\n\u003ca href=\"https://oakclt.org/\" target=\"_blank\" rel=\"noopener\">Oakland Community Land Trust\u003c/a>\u003cbr>\n\u003ca href=\"https://www.m0xy.com/\" target=\"_blank\" rel=\"noopener\">m0xy\u003c/a>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Last summer, Oakland artist Katie Chin was listening to podcasts while painting in her art studio, when a story\u003ca href=\"https://www.npr.org/sections/money/2018/07/20/630949390/the-market-for-air\"> on The Indicator from Planet Money caught her attention.\u003c/a>\u003c/p>\n\u003cp>It was about a famous 130-year-old deli in New York City called Katz’s Delicatessen. The Lower East Side neighborhood around the deli had gotten fancier — and property taxes and overhead had gotten expensive. The deli was on the brink of shutting its doors, but the owner learned he was sitting \u003ci>under \u003c/i>a whole lot of money.\u003c/p>\n\u003caside class=\"alignleft\">\n\u003ch3>Podcast Trivia Answer\u003c/h3>\n\u003cp>In our this episode, we asked the trivia question: \u003cstrong>The song “Little Boxes” by Malvina Reynolds was written about what Bay Area city?\u003c/strong>\u003c/p>\n\u003cp>Answer: Daly City\u003c/p>\n\u003cp>Click \u003ca href=\"https://www.eventbrite.com/e/kqeds-bay-curious-trivia-night-hosted-by-mannys-tickets-55662802942\" target=\"_blank\" rel=\"noopener\">here\u003c/a> for tickets and details for Bay Curious Trivia Night on March 14.\u003c/p>\n\u003c/aside>\n\u003cp>In New York City, you can buy and sell the air above or around your building so that a real estate developer somewhere else can build taller. The deli was able to stay open after the windfall the owner made selling the air rights. That got Katie in Oakland wondering if air could save some of the places she cares about.\u003c/p>\n\u003cp>Chin asked Bay Curious: “As we see more and more gentrification, are there any similar mechanisms that different nonprofits or arts organizations could take advantage of, like selling the air space above where they operate?”\u003c/p>\n\u003ch2>Building Sky High\u003c/h2>\n\u003cp>Salesforce Tower is San Francisco’s largest skyscraper and the \u003ca href=\"https://www.cnbc.com/2017/11/06/salesforce-tower-dreamforce-tour-tallest-building-west-coast.html\">tallest office building \u003c/a>on the West Coast. But the tower would be 100 feet shorter — 51 stories instead of 61 — if it didn’t take advantage of a program called the transfer of development rights, or TDR for short.\u003c/p>\n\u003cp>The \u003ca href=\"http://commissions.sfplanning.org/hpcpackets/HPC_TDR_Packet_2013_07_11.pdf\">TDR program\u003c/a> is San Francisco’s version of New York City’s air market.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In San Francisco, how high you can build is limited by two things.\u003c/p>\n\u003cp>The first is the location of your building. In some neighborhoods, like the Sunset, buildings can be only about \u003ca href=\"http://library.amlegal.com/nxt/gateway.dll/California/zoningmaps/zoningmaps?f=templates%24fn=default.htm%243.0%24vid=amlegal:sanfrancisco_ca%24anc=JD_ZoningMaps\">40 feet high\u003c/a> — about four stories. But downtown, the city allows buildings as tall as \u003ca href=\"http://library.amlegal.com/nxt/gateway.dll/California/zoningmaps/zoningmaps?f=templates%24fn=default.htm%243.0%24vid=amlegal:sanfrancisco_ca%24anc=JD_ZoningMaps\">1,000 feet high.\u003c/a>\u003c/p>\n\u003cp>The second thing that determines how high you can build is the amount of land you build on. Larger lots usually mean taller buildings.\u003c/p>\n\u003cp>But if you use TDR, you can go beyond those two limiting factors and build higher.\u003c/p>\n\u003cfigure id=\"attachment_11721245\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11721245\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Salesforce-1-800x533.jpg\" alt=\"A view of the Salesforce Tower from below.\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">A view of Salesforce Tower from below. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To understand how it works, picture an imaginary cube.\u003c/p>\n\u003cp>“On paper, for every property, we have this theoretical cube where development can occur,” says Corey Teague, zoning administrator of San Francisco’s Planning Department.\u003c/p>\n\u003cp>But the theoretical cube of space that the developer of the Salesforce Tower, Boston Properties, had to build on wasn’t as big as they wanted.\u003c/p>\n\u003cp>Through the TDR program, they found a building by the waterfront — \u003ca href=\"http://sfplanninggis.org/docs/landmarks_and_districts/LM107.pdf\">the Rincon Annex Post Office\u003c/a> — that had a cube of air for sale exactly the size they were looking for.\u003c/p>\n\u003cfigure id=\"attachment_11721243\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11721243\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Salesforce-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Salesforce Tower is the largest office building on the West Coast. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“And so in the easiest sense,” says Teague, “it’s literally transferring that cube of space and adding it on top of their cube, to give them an even bigger cube to build within.”\u003c/p>\n\u003cp>Although lots of cities have air markets, San Francisco’s is fairly unusual. The city designed the program with an important limitation for an important purpose: You can buy extra cube space only from \u003cem>historical\u003c/em> buildings.\u003c/p>\n\u003cp>(The cities of San Jose and Oakland don’t have their own version of an air market, but in Oakland, many in the historic preservation community are calling for the city to create one similar to San Francisco’s as part of the Downtown Oakland Specific Plan.)\u003c/p>\n\u003cp>San Francisco’s program provides an incentive to preserve historical buildings because many \u003ca href=\"https://sf-planning.org/historic-preservation-faqs#raise\" target=\"_blank\" rel=\"noopener\">can’t actually use\u003c/a> their cube space because, well, they are historical, and there are limits to the renovations they can make.\u003c/p>\n\u003cp>So, the TDR program makes their unused air rights valuable.\u003c/p>\n\u003cp>After the air rights are sold, the owner of that building is required to use some of those funds to maintain the actual structure — such as making it earthquake-proof or repairing the facade.\u003c/p>\n\u003cp>San Francisco’s TDR program was created in 1985, just after the city saw a huge development boom where a lot of high-rise office buildings were built. People worried that historical buildings would be demolished and lost forever.\u003c/p>\n\u003cp>“There was a term that was thrown around by some folks called Manhattanization,” says Teague.\u003c/p>\n\u003cp>To date, the program has saved \u003ca href=\"http://commissions.sfplanning.org/hpcpackets/HPC_TDR_Packet_2013_07_11.pdf\"> over 100\u003c/a> historical buildings downtown.\u003c/p>\n\u003cp>“The development rights that were there aren’t just going unused. They’re going for additional development somewhere else in the city that can accommodate it and where we do need that development,” he says. “And so it’s really a win-win.”\u003c/p>\n\u003cfigure id=\"attachment_11721240\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11721240\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Laurie Lazer, co-founder of the Luggage Store Gallery, shows off one of the masks that was made during a children’s art workshop. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>The TDR Program and the Arts\u003c/h2>\n\u003cp>When it comes to helping out struggling arts organizations in the Bay Area, like our question asker Katie Chin asked about, this program doesn’t do much.\u003c/p>\n\u003cp>I talked to the planning department, the mayor’s office, arts organizations and a TDR broker, but in all of San Francisco, I managed to find only one arts space that has used the program: \u003ca href=\"http://www.luggagestoregallery.org/\">the Luggage Store Gallery.\u003c/a>\u003c/p>\n\u003cp>Co-founder Laurie Lazer says the gallery serves between 20,000 and 25,000 people every year through events such as art workshops, exhibitions and an experimental music series.\u003c/p>\n\u003cfigure id=\"attachment_11721242\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11721242\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-5-800x1166.jpg\" alt=\"\" width=\"400\" height=\"583\">\u003cfigcaption class=\"wp-caption-text\">The Luggage Store Gallery showed the work of Ferris Plock and Kelly Tunstall in a show titled “Preservation.” The theme of the show was loss, based on the artists’ experiences moving from home to home three or four times because of high housing costs. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of artists left the city and a lot of spaces just went ‘kaput,’ ” Lazer says. “They blossomed and then they fell.”\u003c/p>\n\u003cp>But the story of the Luggage Store is a bit different. It starts in the late 80’s when Lazer first saw the \u003ca href=\"http://propertymap.sfplanning.org/\">building.\u003c/a>\u003c/p>\n\u003cp>“One day I was riding my bike down Market Street,” says Lazer, “and I’m always looking and I saw these windows. And at that time there were these light fixtures, and it just looked like really glorious.”\u003c/p>\n\u003cp>The building had a large “For Rent” sign out front, and before long Lazer was renting the space. When the owner died a few years later, the building went up for sale.\u003c/p>\n\u003cp>Lazer and her co-founder didn’t want to leave, so they managed to find enough wealthy investors to buy the property and lease it back to them.\u003c/p>\n\u003cp>But in 2013, when the real estate market was doing very well, those investors came back to Lazer with bad news.\u003c/p>\n\u003cp>“So basically a couple of partners said, ‘You know what? We want to sell,’ ” she says.\u003c/p>\n\u003cfigure id=\"attachment_11721239\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11721239 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Laurie Lazer (right) with her assistant, Hana Sun Lee (left), and Moy Eng (center), director of the Community Arts Stabilization Trust (CAST), a nonprofit that helps art organizations stay afloat in the Bay Area. \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In order to stay in the building, Lazer and Smith had to buy it from the investors. That’s when they teamed up with a local nonprofit, the Northern California Community Loan Fund, and figured out they could use a combination of low-interest financing, grants from arts foundations and the TDR program.\u003c/p>\n\u003cp>Lazer and Smith sold their air rights for more than $200,000.\u003c/p>\n\u003cp>“It helped us significantly because raising $200,000 for us is a lot of work,” she says.\u003c/p>\n\u003cp>Lazer and her co-founder are still slowly paying off their investors. They have until 2022 to raise $1.7 million.\u003c/p>\n\u003cp>“We need culture and we need art,” she says. “Come on, we need it! I mean the city \u003cem>needs\u003c/em> it.”\u003c/p>\n\u003cp>And at least in \u003ci>this\u003c/i> case … a little bit of air kept one arts organization alive.\u003c/p>\n\u003cfigure id=\"attachment_11721238\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11721238\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/LuggageStoreGallery-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Laurie Lazer (left), Moy Eng and Hana Sun Lee look at a painting in a recent exhibition titled “Preservation.” \u003ccite>(Sarah Craig/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Keeping Arts in the Bay\u003c/h2>\n\u003cp>We’ve compiled a list of resources for arts organizations that need sustainable solutions for staying in the Bay Area:\u003c/p>\n\u003cp>\u003ca href=\"https://www.ncclf.org/sfsustainability/\">San Francisco Mayor’s Office’s Non-Profit Sustainability Initiative\u003c/a>\u003cbr>\n\u003ca href=\"https://cast-sf.org/\">Community Arts Stabilization Trust\u003c/a>\u003cbr>\n\u003ca href=\"https://www.ncclf.org/\">Northern California Community Loan Fund\u003c/a>\u003cbr>\n\u003ca href=\"https://www.facebook.com/OaktownWarehouseCoalition/\" target=\"_blank\" rel=\"noopener\">Oakland Warehouse Coalition\u003c/a>\u003cbr>\n\u003ca href=\"https://saferdiyspaces.org/about/\" target=\"_blank\" rel=\"noopener\">Safer DIY Spaces\u003c/a>\u003cbr>\n\u003ca href=\"https://oakclt.org/\" target=\"_blank\" rel=\"noopener\">Oakland Community Land Trust\u003c/a>\u003cbr>\n\u003ca href=\"https://www.m0xy.com/\" target=\"_blank\" rel=\"noopener\">m0xy\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Mile Rocks: A Bay Area Lighthouse Unlike Any Other",
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"content": "\u003cp>Learn more about Mile Rocks Lighthouse \u003ca href=\"https://www.kqed.org/news/11719177/mile-rocks-a-lighthouse-unlike-any-other\" rel=\"noopener\" target=\"_blank\">here\u003c/a>.\u003c/p>\n\u003cp>Reported by Chris Hambrick.\u003c/p>\n\u003cp>Bay Curious is made by Olivia Allen-Price, Jessica Placzek, Ryan Levi, Paul Lancour, Suzie Racho and Katie McMurran. Additional support from Julie Caine, Ethan Lindsey and David Weir.\u003c/p>\n\u003cp>Theme music by Pat Mesiti-Miller.\u003c/p>\n\u003cp>Ask us a questions or sign up for our newsletter at \u003ca href=\"https://www.kqed.org/news/series/baycurious\" rel=\"noopener\" target=\"_blank\">BayCurious.org\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Follow Olivia Allen-Price on Twitter at \u003ca href=\"https://twitter.com/oallenprice\" rel=\"noopener\" target=\"_blank\">@oallenprice\u003c/a>.\u003c/p>\n\n",
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"excerpt": "The Mile Rocks Lighthouse used to stand more than 80 feet tall guiding ships through some of the most treacherous waters in San Francisco Bay. But that was before it was automated and decapitated.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Learn more about Mile Rocks Lighthouse \u003ca href=\"https://www.kqed.org/news/11719177/mile-rocks-a-lighthouse-unlike-any-other\" rel=\"noopener\" target=\"_blank\">here\u003c/a>.\u003c/p>\n\u003cp>Reported by Chris Hambrick.\u003c/p>\n\u003cp>Bay Curious is made by Olivia Allen-Price, Jessica Placzek, Ryan Levi, Paul Lancour, Suzie Racho and Katie McMurran. Additional support from Julie Caine, Ethan Lindsey and David Weir.\u003c/p>\n\u003cp>Theme music by Pat Mesiti-Miller.\u003c/p>\n\u003cp>Ask us a questions or sign up for our newsletter at \u003ca href=\"https://www.kqed.org/news/series/baycurious\" rel=\"noopener\" target=\"_blank\">BayCurious.org\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Follow Olivia Allen-Price on Twitter at \u003ca href=\"https://twitter.com/oallenprice\" rel=\"noopener\" target=\"_blank\">@oallenprice\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"headTitle": "From Aviators to Apps: The Evolution of Traffic Data | KQED",
"content": "\u003cp>Commuting on Bay Area roads is a pretty awful experience. Personal finance site \u003ca href=\"https://wallethub.com/edu/best-worst-cities-to-drive-in/13964/\">WalletHub recently ranked it\u003c/a> as the second worst place to drive in the country. \u003c/p>\n\u003cp>Many have turned to using GPS-powered apps like Google Maps or Waze to prepare for slowdowns or find detours.\u003c/p>\n\u003cp>But \u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">tracking the roadways\u003c/a> wasn’t always this easy.\u003c/p>\n\u003ch2>The Early Days of Traffic Reporting\u003c/h2>\n\u003cp>After World War II, the Bay Area became a much more sprawling place as rural areas were transformed into suburbs. A network of freeways sprouted up, and by the 1950s, a lot more people were driving cars to get around. \u003c/p>\n\u003cp>A new demand arose for traffic information, and the easiest way to keep watch on the roadways was from the sky.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Helicopter pilots were coming back from their time in the military, whether they were serving here in the States, or in Korea, or later Vietnam,” says John Goodwin, a public information officer with the Metropolitan Transportation Commission. “Traffic helicopters would fly over the freeways and report back to the ground. The drivers would receive this information via their in-dash radio.”\u003c/p>\n\u003cp>News stations also hired traffic reporters to do a more grueling job: actually sit in traffic.\u003c/p>\n\u003cp>https://youtu.be/oL9PNDGvhj0\u003c/p>\n\u003cp>“Various stations would have a fleet, or sometimes a single car, that was radio-equipped,” says Goodwin. “They would have a reporter travel a prescribed loop and report back how long it took.”\u003c/p>\n\u003cp>Most news stations could afford their own helicopter and traffic reporters, but those days were numbered.\u003c/p>\n\u003cp>During the 1970s energy crisis, it became too expensive for news stations to operate a fleet of helicopters to monitor the freeway.\u003c/p>\n\u003cp>“That led to a sharing of information,” Goodwin says. “Rather than each individual station having its own helicopter, you could have a traffic service, and that would provide information to multiple radio or television stations.”\u003c/p>\n\u003cfigure id=\"attachment_11718849\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11718849\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-800x581.png\" alt=\"\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-800x581.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-160x116.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1020x740.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1200x871.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1920x1393.png 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Traffic reporters once used white boards to track the commute. \u003ccite>(KRON)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>FasTrak Changes the Game\u003c/h2>\n\u003cp>Between 1999 and 2000, traffic data made a quantum leap.\u003c/p>\n\u003cp>“The FasTrak system introduced first at the Golden Gate Bridge, and then ultimately on the rest of the bridges, became a way to gather information,” Goodwin says.\u003c/p>\n\u003cp>As part of its deployment of the 511 traffic information system, the MTC set up over-the-road antennae around the Bay Area that could track how long it took a car with a FasTrak transponder to get from Point A to Point B. They’d then aggregate and anonymize the data, and provide precise point-to-point travel times throughout the region.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=qUx5B7S6Vic\u003c/p>\n\u003cp>“That became more effective, and more efficient, and consequently the number of traffic helicopters declined,” Goodwin says.\u003c/p>\n\u003cp>The system had a flaw, though. Because it depended on cars having FasTrak tags, it worked better where more residents had FasTrak — usually in the communities closest to the toll bridges. \u003c/p>\n\u003cp>Travel times were least accurate in places like eastern Contra Costa County, eastern Alameda County or in the South Bay, Goodwin says.\u003c/p>\n\u003cp>The FasTrak method of traffic monitoring would stick around only for a short time. By 2007, cellphones started to become increasingly outfitted with GPS capability.\u003c/p>\n\u003ch2>The Problems Navigation Apps Cause\u003c/h2>\n\u003cp>These days, GPS data powers most of the sources that commuters and traffic reporters use.\u003c/p>\n\u003cp>“Any app that you have turned on that has some form of geolocation — whether it’s a navigation app, whether it’s an app such as a social network, whether it’s a game — it has the ability to collect GPS data and potentially to send it to a third party,” says Alex Bayen, a UC Berkeley professor and the director of its Institute of Transportation Studies.\u003c/p>\n\u003cp>Your wireless service provider could be sharing your location data or even the company that makes your car. Chances are good if you’ve got a phone in the car, you are a data point — perhaps many times over — simultaneously a provider and consumer of traffic data.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>How Do KQED’s Traffic Reporters Get Their Information?\u003c/h3>\n\u003cp>Ever wonder how traffic reporters like \u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">Joe McConnell and Julie Deppish\u003c/a> have so much traffic information at their fingertips? These sources are their go-tos:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://cad.chp.ca.gov/Traffic.aspx\" target=\"_blank\" rel=\"noopener\">California Highway Patrol Traffic Incident Website\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sigalert.com/map.asp?lat=37.65294&lon=-122.45233&z=1\" target=\"_blank\" rel=\"noopener\">SigAlert\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://quickmap.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">Caltrans QuickMap\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.dot.ca.gov/video/index.html\" target=\"_blank\" rel=\"noopener\">Live Traffic Cameras\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">WATCH\u003c/a>\u003c/strong>: Go behind the mic with McConnell and Deppish to see how their jobs have changed over the years.\u003cbr>\n\u003cbr>\n\u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">\u003cimg decoding=\"async\" loading=\"lazy\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/featured_image-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" class=\"aligncenter size-medium wp-image-11718963\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-1020x574.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-1200x675.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>The move to GPS data has vastly improved the quality of traffic data. But studies show there is a downside.\u003c/p>\n\u003cp>“The number one problem it has created is the emergence of new traffic jams in residential areas that didn’t used to be there before,” says Berkeley’s Alex Bayen. “That’s a big problem in California and all around the world.”\u003c/p>\n\u003cp>You know the scenario. There’s a wreck up ahead, and the app says you can save seven minutes by taking a detour through some small town. You exit the highway … along with a lot of other drivers.\u003c/p>\n\u003cp>Suddenly there’s a new traffic jam on a street not equipped to handle such a high volume of cars.\u003c/p>\n\u003cp>These apps’ lack of predictive routing is the source of the problem. They don’t think ahead to the traffic jam they’ll create by sending 200 cars down a residential street.\u003c/p>\n\u003cp>Some cities have started to fight back by taking steps to make their town a less appealing detour. They’ve intentionally slowed traffic by adding stop signs or changing the timing of traffic lights.\u003c/p>\n\u003cp>“We’re at the beginning of a war between cities and these apps,” Bayen says.\u003c/p>\n\u003cp>He’d like to see cities and app developers come together to solve some of these problems.\u003c/p>\n\u003cp>“I think the only way it can [get] better is if we have the proper institutional framework for these apps and services to work in coordination with public agencies,” he says.\u003c/p>\n\u003cp>One idea? Specify how many cars that apps can route along certain roads.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=OTYHrozkazg\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Commuting on Bay Area roads is a pretty awful experience. Personal finance site \u003ca href=\"https://wallethub.com/edu/best-worst-cities-to-drive-in/13964/\">WalletHub recently ranked it\u003c/a> as the second worst place to drive in the country. \u003c/p>\n\u003cp>Many have turned to using GPS-powered apps like Google Maps or Waze to prepare for slowdowns or find detours.\u003c/p>\n\u003cp>But \u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">tracking the roadways\u003c/a> wasn’t always this easy.\u003c/p>\n\u003ch2>The Early Days of Traffic Reporting\u003c/h2>\n\u003cp>After World War II, the Bay Area became a much more sprawling place as rural areas were transformed into suburbs. A network of freeways sprouted up, and by the 1950s, a lot more people were driving cars to get around. \u003c/p>\n\u003cp>A new demand arose for traffic information, and the easiest way to keep watch on the roadways was from the sky.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Helicopter pilots were coming back from their time in the military, whether they were serving here in the States, or in Korea, or later Vietnam,” says John Goodwin, a public information officer with the Metropolitan Transportation Commission. “Traffic helicopters would fly over the freeways and report back to the ground. The drivers would receive this information via their in-dash radio.”\u003c/p>\n\u003cp>News stations also hired traffic reporters to do a more grueling job: actually sit in traffic.\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/oL9PNDGvhj0'\n title='//www.youtube.com/embed/oL9PNDGvhj0'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>“Various stations would have a fleet, or sometimes a single car, that was radio-equipped,” says Goodwin. “They would have a reporter travel a prescribed loop and report back how long it took.”\u003c/p>\n\u003cp>Most news stations could afford their own helicopter and traffic reporters, but those days were numbered.\u003c/p>\n\u003cp>During the 1970s energy crisis, it became too expensive for news stations to operate a fleet of helicopters to monitor the freeway.\u003c/p>\n\u003cp>“That led to a sharing of information,” Goodwin says. “Rather than each individual station having its own helicopter, you could have a traffic service, and that would provide information to multiple radio or television stations.”\u003c/p>\n\u003cfigure id=\"attachment_11718849\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11718849\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-800x581.png\" alt=\"\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-800x581.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-160x116.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1020x740.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1200x871.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-16-at-7.22.08-PM-1920x1393.png 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Traffic reporters once used white boards to track the commute. \u003ccite>(KRON)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>FasTrak Changes the Game\u003c/h2>\n\u003cp>Between 1999 and 2000, traffic data made a quantum leap.\u003c/p>\n\u003cp>“The FasTrak system introduced first at the Golden Gate Bridge, and then ultimately on the rest of the bridges, became a way to gather information,” Goodwin says.\u003c/p>\n\u003cp>As part of its deployment of the 511 traffic information system, the MTC set up over-the-road antennae around the Bay Area that could track how long it took a car with a FasTrak transponder to get from Point A to Point B. They’d then aggregate and anonymize the data, and provide precise point-to-point travel times throughout the region.\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/qUx5B7S6Vic'\n title='//www.youtube.com/embed/qUx5B7S6Vic'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>“That became more effective, and more efficient, and consequently the number of traffic helicopters declined,” Goodwin says.\u003c/p>\n\u003cp>The system had a flaw, though. Because it depended on cars having FasTrak tags, it worked better where more residents had FasTrak — usually in the communities closest to the toll bridges. \u003c/p>\n\u003cp>Travel times were least accurate in places like eastern Contra Costa County, eastern Alameda County or in the South Bay, Goodwin says.\u003c/p>\n\u003cp>The FasTrak method of traffic monitoring would stick around only for a short time. By 2007, cellphones started to become increasingly outfitted with GPS capability.\u003c/p>\n\u003ch2>The Problems Navigation Apps Cause\u003c/h2>\n\u003cp>These days, GPS data powers most of the sources that commuters and traffic reporters use.\u003c/p>\n\u003cp>“Any app that you have turned on that has some form of geolocation — whether it’s a navigation app, whether it’s an app such as a social network, whether it’s a game — it has the ability to collect GPS data and potentially to send it to a third party,” says Alex Bayen, a UC Berkeley professor and the director of its Institute of Transportation Studies.\u003c/p>\n\u003cp>Your wireless service provider could be sharing your location data or even the company that makes your car. Chances are good if you’ve got a phone in the car, you are a data point — perhaps many times over — simultaneously a provider and consumer of traffic data.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>How Do KQED’s Traffic Reporters Get Their Information?\u003c/h3>\n\u003cp>Ever wonder how traffic reporters like \u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">Joe McConnell and Julie Deppish\u003c/a> have so much traffic information at their fingertips? These sources are their go-tos:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://cad.chp.ca.gov/Traffic.aspx\" target=\"_blank\" rel=\"noopener\">California Highway Patrol Traffic Incident Website\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sigalert.com/map.asp?lat=37.65294&lon=-122.45233&z=1\" target=\"_blank\" rel=\"noopener\">SigAlert\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://quickmap.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">Caltrans QuickMap\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.dot.ca.gov/video/index.html\" target=\"_blank\" rel=\"noopener\">Live Traffic Cameras\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>\u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">WATCH\u003c/a>\u003c/strong>: Go behind the mic with McConnell and Deppish to see how their jobs have changed over the years.\u003cbr>\n\u003cbr>\n\u003ca href=\"https://www.kqed.org/news/11718902/the-people-behind-the-voices-of-kqeds-traffic-reports\" rel=\"noopener\" target=\"_blank\">\u003cimg decoding=\"async\" loading=\"lazy\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/featured_image-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" class=\"aligncenter size-medium wp-image-11718963\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-1020x574.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image-1200x675.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/featured_image.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>The move to GPS data has vastly improved the quality of traffic data. But studies show there is a downside.\u003c/p>\n\u003cp>“The number one problem it has created is the emergence of new traffic jams in residential areas that didn’t used to be there before,” says Berkeley’s Alex Bayen. “That’s a big problem in California and all around the world.”\u003c/p>\n\u003cp>You know the scenario. There’s a wreck up ahead, and the app says you can save seven minutes by taking a detour through some small town. You exit the highway … along with a lot of other drivers.\u003c/p>\n\u003cp>Suddenly there’s a new traffic jam on a street not equipped to handle such a high volume of cars.\u003c/p>\n\u003cp>These apps’ lack of predictive routing is the source of the problem. They don’t think ahead to the traffic jam they’ll create by sending 200 cars down a residential street.\u003c/p>\n\u003cp>Some cities have started to fight back by taking steps to make their town a less appealing detour. They’ve intentionally slowed traffic by adding stop signs or changing the timing of traffic lights.\u003c/p>\n\u003cp>“We’re at the beginning of a war between cities and these apps,” Bayen says.\u003c/p>\n\u003cp>He’d like to see cities and app developers come together to solve some of these problems.\u003c/p>\n\u003cp>“I think the only way it can [get] better is if we have the proper institutional framework for these apps and services to work in coordination with public agencies,” he says.\u003c/p>\n\u003cp>One idea? Specify how many cars that apps can route along certain roads.\u003c/p>\n\u003cp>\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/OTYHrozkazg'\n title='//www.youtube.com/embed/OTYHrozkazg'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>How many times have you looked at the top of a soda can or the side of a bottle, and seen a 5- or 10-cent CRV stamp? Chances are you barely considered it.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003cbr>\nBut for people who gather aluminum cans and plastic bottles, that CRV inscription means \u003cem>money\u003c/em>. Enough money that \u003ca href=\"https://knpr.org/knpr/2018-09/recycling-fraud-ongoing-issue-california-states-deposit-laws\">smugglers\u003c/a> have been caught trying to bring in more than $80,000 worth of empty beverage containers from Arizona and Nevada.\u003c/p>\n\u003cp>The value of recyclables piqued the interest of this week’s question asker, Boyd Arnold of San Francisco.\u003c/p>\n\u003cp>“I was curious to learn more about people who collect cans. They are very public in their work, but are very invisible otherwise,” says Arnold. “I’m also curious about the actual economics of recycling.”\u003c/p>\n\u003caside class=\"alignright\">In 2017, more than 18 billion aluminum, glass, PET and HDPE containers were recycled in California.\u003c/aside>\n\u003ch3>Who Recycles\u003c/h3>\n\u003cp>Every day, starting at 7:30 a.m., people line up at Our Planet Recycling on the edge of the Bayview district in San Francisco, pushing bins brimming with plastic bottles and aluminum cans. Many walk here on foot carrying what they can. One customer filled a beat-up RV from floor to ceiling with plastic. Others arrive with recyclables spilling out of sedans.\u003c/p>\n\u003cfigure id=\"attachment_11714229\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11714229 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-800x600.jpg\" alt=\"Customers line up with their bins of recyclables at Our Planet Recycling SF.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-1200x900.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-1920x1440.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Customers line up with their bins of recyclables at Our Planet Recycling SF. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When customers get to the front of the line, their recyclables are weighed. A pound of plastic bottles gets you around $1.20. Aluminum is worth as much as $2 a pound.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That might not sound like a lot, but it’s enough for a handful of customers to make this their full-time job.\u003c/p>\n\u003cp>“This [has been] my work for a long time, more than 20 years,” says Darwin Laren.\u003c/p>\n\u003cp>Laren has one of those pickup trucks that’s been rigged with plywood or metal grating so he can haul more recyclables. Each day he visits about 10 different bars and restaurants around the city to pick up bottles and cans. Monday through Friday he earns about $150 to $160, and shares it with people who help him.\u003c/p>\n\u003cp>A number of other customers are daily regulars, too. Willie Cobb comes to Our Planet Recycling every day, making about $10 each trip. He says it’s a helpful addition to his Supplemental Security Income checks.\u003c/p>\n\u003cp>“I go into neighborhoods and look in the dumpster,” says Cobb.\u003c/p>\n\u003cfigure id=\"attachment_11714232\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11714232 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-800x1067.jpg\" alt=\"Tony Tang with his receipt for just over 44 dollars worth of recycling.\" width=\"800\" height=\"1067\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-1920x2560.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tony Tang with his receipt for just over 44 dollars worth of recycling. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>People come to this center because, let’s face it, San Francisco is one of the most expensive cities in the U.S. and every cent can count. A handful of people I talked to have other jobs, like Tony Tang, who works for Kaiser Permanente.\u003c/p>\n\u003cp>Tony saves his used containers and is always on the lookout for more — even collecting empties from his friends and family. After three months, he collected seven bins the size of large garbage cans. This earns him about $44.\u003c/p>\n\u003cp>All kinds of people gather recyclables. Workers here talk about people dropping off recyclables in nice cars and letting somebody else cash them in. There are janitors who bring in recyclables in bulk, and people who prowl the streets day and night looking for empties. While a few say they value recycling, or they see it as throwing money away if they don’t redeem the containers, most people come here because the extra cash makes a difference.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=55yXRsIX30A\u003c/p>\n\u003ch3>The Economics of Recycling\u003c/h3>\n\u003cp>Here’s a quick primer on how \u003ca href=\"https://www.calrecycle.ca.gov/bevcontainer/programinfo/faq\">California Refund Value\u003c/a>, or CRV, works.\u003c/p>\n\u003cp>Let’s say you buy a can of soda at the store. You pay an extra 5 or 10 cents on top of the price of the soda that goes to the California Beverage Container Recycling Fund. It’s basically a pot of money from all the beverage distributors in the whole state. When you’re done with the soda, you can take that can to a recycling center and get your 5 or 10 cents back.\u003c/p>\n\u003cp>If you put your soda can in the blue bin, whoever picks up your curbside recycling gets to keep that 5 or 10 cents.\u003c/p>\n\u003cp>If that can never gets recycled, your money stays in the recycling fund and is used to subsidize the program.\u003c/p>\n\u003cp>Centers like Our Planet Recycling make money by selling materials in bulk for their scrap value.\u003c/p>\n\u003cp>Let’s take a closer look at those values.\u003c/p>\n\u003ch2>Aluminum\u003c/h2>\n\u003cp>“The average cost to recycle a ton of aluminum [in 2017] was about $550 a ton. The scrap value for that aluminum was around $1,200 per ton. That means a recycling center could make around $650 per ton,” says Mark Murray, executive director of Californians Against Waste.\u003c/p>\n\u003cp>Murray says companies making aluminum cans realized it’s much cheaper to recycle aluminum than mine and process the raw material, bauxite. This leads to a higher recycling rate.\u003c/p>\n\u003cfigure id=\"attachment_11714235\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11714235 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/12/IMG_3564-1-800x600.jpg\" alt=\"Aluminum is baled at Our Planet Recycling SF.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-1200x900.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-1920x1440.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Aluminum is baled at Our Planet Recycling SF. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Glass\u003c/h2>\n\u003cp>The recycling process for glass takes a lot of energy.\u003c/p>\n\u003cp>“Glass has what we call a negative scrap value,” says Murray. “The average scrap value of a ton of glass in 2017 was \u003cem>negative\u003c/em> $4.55.”\u003c/p>\n\u003cp>While it cost only around $100 to process glass at centers like Our Planet Recycling, they would still lose money on glass if it weren’t for subsidies from the state.\u003c/p>\n\u003cp>The subsidies are funded by unclaimed money out of the California Beverage Container Recycling Fund. But because of the ways these subsidies are calculated, the state has been paying out less money in recent years.\u003c/p>\n\u003caside class=\"alignright\">Most products \u003cem>can\u003c/em> be recycled, but municipalities often lack the infrastructure to deal with certain items, like paper products coated in plastic, Styrofoam and other kinds of plastic. These “recyclables” often end up in landfill.\u003c/aside>\n\u003ch2>Plastic\u003c/h2>\n\u003cp>There are a lot of different types of plastic, but we’re going to look at PET, or polyethylene terephthalate, which is often marked with a recycle symbol surrounding the number 1. In 2017, PET made up around half of the recyclable beverage containers sold in California.\u003c/p>\n\u003cp>Plastic like PET can be sold for reuse. Buyers will bring it to a factory where it’s cleaned, chopped, melted, turned into pellets and then made into something new.\u003c/p>\n\u003cp>“[In 2017] the cost of recycling PET was around $485 a ton. The scrap value was about $190 per ton,” says Murray. “The scrap value for PET plastic covers less than half of the cost of recycling.”\u003c/p>\n\u003cp>The recycling of plastic is also subsidized by the state.\u003c/p>\n\u003cp>Additionally, when the price of oil plummets, like it did starting at the end of 2014, it becomes cheaper to make virgin plastic than to recycle, leading to declining scrap values of PET.\u003c/p>\n\u003cfigure id=\"attachment_11716801\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11716801\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/91A43FA8-4B99-40D4-A034-0994E630D67D-800x600.jpg\" alt=\"Orz Csaszar owner of Our Planet Recycling.\" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">Ors Csaszar owner of Our Planet Recycling. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Recycling Centers Dwindle\u003c/h3>\n\u003cp>Profit margins are not huge for recycling centers, which factored into the closing of hundreds of recycling centers in California in the last five years.\u003c/p>\n\u003cp>In 1990 San Francisco had 35 recycling centers, “And other guys went out the business. Now I believe we have probably three, four or five left,” says Ors Csaszar, the CEO of Our Planet Recycling.\u003c/p>\n\u003cp>Tight margins are exacerbated by the rising costs of the city.\u003c/p>\n\u003cp>“This is a volume business. You have to have land. And you know how much rent is,” says Csaszar.\u003c/p>\n\u003cp>It’s not easy to find a welcoming location either. Recently Csaszar had to move his business, and was concerned about finding a suitable site. Ultimately he found a lot under Highway 101 on Bayshore Boulevard.\u003c/p>\n\u003cp>“San Francisco doesn’t have too many recycling centers because everybody is open-minded about recycling as long as it’s not close to their house,” says Csaszar.\u003c/p>\n\u003cp>Murray says recycling center closures have contributed to a decrease in California’s recycling rates. For beverage containers, CalReycycle reported it dropped from \u003ca href=\"https://www.calrecycle.ca.gov/docs/cr/bevcontainer/rates/biannualrpt/julydecrpt.pdf\">85 percent in 2013\u003c/a> to a 75 percent recycle rate in 2017. Others, though, have attributed declining rates of recycling to a strong economy.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>How many times have you looked at the top of a soda can or the side of a bottle, and seen a 5- or 10-cent CRV stamp? Chances are you barely considered it.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003cbr>\nBut for people who gather aluminum cans and plastic bottles, that CRV inscription means \u003cem>money\u003c/em>. Enough money that \u003ca href=\"https://knpr.org/knpr/2018-09/recycling-fraud-ongoing-issue-california-states-deposit-laws\">smugglers\u003c/a> have been caught trying to bring in more than $80,000 worth of empty beverage containers from Arizona and Nevada.\u003c/p>\n\u003cp>The value of recyclables piqued the interest of this week’s question asker, Boyd Arnold of San Francisco.\u003c/p>\n\u003cp>“I was curious to learn more about people who collect cans. They are very public in their work, but are very invisible otherwise,” says Arnold. “I’m also curious about the actual economics of recycling.”\u003c/p>\n\u003caside class=\"alignright\">In 2017, more than 18 billion aluminum, glass, PET and HDPE containers were recycled in California.\u003c/aside>\n\u003ch3>Who Recycles\u003c/h3>\n\u003cp>Every day, starting at 7:30 a.m., people line up at Our Planet Recycling on the edge of the Bayview district in San Francisco, pushing bins brimming with plastic bottles and aluminum cans. Many walk here on foot carrying what they can. One customer filled a beat-up RV from floor to ceiling with plastic. Others arrive with recyclables spilling out of sedans.\u003c/p>\n\u003cfigure id=\"attachment_11714229\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11714229 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-800x600.jpg\" alt=\"Customers line up with their bins of recyclables at Our Planet Recycling SF.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-1200x900.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/BA21ABBA-73B7-4228-8B58-55793C474F69-1920x1440.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Customers line up with their bins of recyclables at Our Planet Recycling SF. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When customers get to the front of the line, their recyclables are weighed. A pound of plastic bottles gets you around $1.20. Aluminum is worth as much as $2 a pound.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That might not sound like a lot, but it’s enough for a handful of customers to make this their full-time job.\u003c/p>\n\u003cp>“This [has been] my work for a long time, more than 20 years,” says Darwin Laren.\u003c/p>\n\u003cp>Laren has one of those pickup trucks that’s been rigged with plywood or metal grating so he can haul more recyclables. Each day he visits about 10 different bars and restaurants around the city to pick up bottles and cans. Monday through Friday he earns about $150 to $160, and shares it with people who help him.\u003c/p>\n\u003cp>A number of other customers are daily regulars, too. Willie Cobb comes to Our Planet Recycling every day, making about $10 each trip. He says it’s a helpful addition to his Supplemental Security Income checks.\u003c/p>\n\u003cp>“I go into neighborhoods and look in the dumpster,” says Cobb.\u003c/p>\n\u003cfigure id=\"attachment_11714232\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11714232 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-800x1067.jpg\" alt=\"Tony Tang with his receipt for just over 44 dollars worth of recycling.\" width=\"800\" height=\"1067\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3562-e1545352753296-1920x2560.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tony Tang with his receipt for just over 44 dollars worth of recycling. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>People come to this center because, let’s face it, San Francisco is one of the most expensive cities in the U.S. and every cent can count. A handful of people I talked to have other jobs, like Tony Tang, who works for Kaiser Permanente.\u003c/p>\n\u003cp>Tony saves his used containers and is always on the lookout for more — even collecting empties from his friends and family. After three months, he collected seven bins the size of large garbage cans. This earns him about $44.\u003c/p>\n\u003cp>All kinds of people gather recyclables. Workers here talk about people dropping off recyclables in nice cars and letting somebody else cash them in. There are janitors who bring in recyclables in bulk, and people who prowl the streets day and night looking for empties. While a few say they value recycling, or they see it as throwing money away if they don’t redeem the containers, most people come here because the extra cash makes a difference.\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/55yXRsIX30A'\n title='//www.youtube.com/embed/55yXRsIX30A'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003ch3>The Economics of Recycling\u003c/h3>\n\u003cp>Here’s a quick primer on how \u003ca href=\"https://www.calrecycle.ca.gov/bevcontainer/programinfo/faq\">California Refund Value\u003c/a>, or CRV, works.\u003c/p>\n\u003cp>Let’s say you buy a can of soda at the store. You pay an extra 5 or 10 cents on top of the price of the soda that goes to the California Beverage Container Recycling Fund. It’s basically a pot of money from all the beverage distributors in the whole state. When you’re done with the soda, you can take that can to a recycling center and get your 5 or 10 cents back.\u003c/p>\n\u003cp>If you put your soda can in the blue bin, whoever picks up your curbside recycling gets to keep that 5 or 10 cents.\u003c/p>\n\u003cp>If that can never gets recycled, your money stays in the recycling fund and is used to subsidize the program.\u003c/p>\n\u003cp>Centers like Our Planet Recycling make money by selling materials in bulk for their scrap value.\u003c/p>\n\u003cp>Let’s take a closer look at those values.\u003c/p>\n\u003ch2>Aluminum\u003c/h2>\n\u003cp>“The average cost to recycle a ton of aluminum [in 2017] was about $550 a ton. The scrap value for that aluminum was around $1,200 per ton. That means a recycling center could make around $650 per ton,” says Mark Murray, executive director of Californians Against Waste.\u003c/p>\n\u003cp>Murray says companies making aluminum cans realized it’s much cheaper to recycle aluminum than mine and process the raw material, bauxite. This leads to a higher recycling rate.\u003c/p>\n\u003cfigure id=\"attachment_11714235\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11714235 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/12/IMG_3564-1-800x600.jpg\" alt=\"Aluminum is baled at Our Planet Recycling SF.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-1200x900.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/12/IMG_3564-1-1920x1440.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Aluminum is baled at Our Planet Recycling SF. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Glass\u003c/h2>\n\u003cp>The recycling process for glass takes a lot of energy.\u003c/p>\n\u003cp>“Glass has what we call a negative scrap value,” says Murray. “The average scrap value of a ton of glass in 2017 was \u003cem>negative\u003c/em> $4.55.”\u003c/p>\n\u003cp>While it cost only around $100 to process glass at centers like Our Planet Recycling, they would still lose money on glass if it weren’t for subsidies from the state.\u003c/p>\n\u003cp>The subsidies are funded by unclaimed money out of the California Beverage Container Recycling Fund. But because of the ways these subsidies are calculated, the state has been paying out less money in recent years.\u003c/p>\n\u003caside class=\"alignright\">Most products \u003cem>can\u003c/em> be recycled, but municipalities often lack the infrastructure to deal with certain items, like paper products coated in plastic, Styrofoam and other kinds of plastic. These “recyclables” often end up in landfill.\u003c/aside>\n\u003ch2>Plastic\u003c/h2>\n\u003cp>There are a lot of different types of plastic, but we’re going to look at PET, or polyethylene terephthalate, which is often marked with a recycle symbol surrounding the number 1. In 2017, PET made up around half of the recyclable beverage containers sold in California.\u003c/p>\n\u003cp>Plastic like PET can be sold for reuse. Buyers will bring it to a factory where it’s cleaned, chopped, melted, turned into pellets and then made into something new.\u003c/p>\n\u003cp>“[In 2017] the cost of recycling PET was around $485 a ton. The scrap value was about $190 per ton,” says Murray. “The scrap value for PET plastic covers less than half of the cost of recycling.”\u003c/p>\n\u003cp>The recycling of plastic is also subsidized by the state.\u003c/p>\n\u003cp>Additionally, when the price of oil plummets, like it did starting at the end of 2014, it becomes cheaper to make virgin plastic than to recycle, leading to declining scrap values of PET.\u003c/p>\n\u003cfigure id=\"attachment_11716801\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11716801\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/91A43FA8-4B99-40D4-A034-0994E630D67D-800x600.jpg\" alt=\"Orz Csaszar owner of Our Planet Recycling.\" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">Ors Csaszar owner of Our Planet Recycling. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Recycling Centers Dwindle\u003c/h3>\n\u003cp>Profit margins are not huge for recycling centers, which factored into the closing of hundreds of recycling centers in California in the last five years.\u003c/p>\n\u003cp>In 1990 San Francisco had 35 recycling centers, “And other guys went out the business. Now I believe we have probably three, four or five left,” says Ors Csaszar, the CEO of Our Planet Recycling.\u003c/p>\n\u003cp>Tight margins are exacerbated by the rising costs of the city.\u003c/p>\n\u003cp>“This is a volume business. You have to have land. And you know how much rent is,” says Csaszar.\u003c/p>\n\u003cp>It’s not easy to find a welcoming location either. Recently Csaszar had to move his business, and was concerned about finding a suitable site. Ultimately he found a lot under Highway 101 on Bayshore Boulevard.\u003c/p>\n\u003cp>“San Francisco doesn’t have too many recycling centers because everybody is open-minded about recycling as long as it’s not close to their house,” says Csaszar.\u003c/p>\n\u003cp>Murray says recycling center closures have contributed to a decrease in California’s recycling rates. For beverage containers, CalReycycle reported it dropped from \u003ca href=\"https://www.calrecycle.ca.gov/docs/cr/bevcontainer/rates/biannualrpt/julydecrpt.pdf\">85 percent in 2013\u003c/a> to a 75 percent recycle rate in 2017. Others, though, have attributed declining rates of recycling to a strong economy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Read our web story: \u003ca href=\"https://www.kqed.org/news/11703167/golden-state-plate-the-story-of-the-martini-straight-up-with-a-twist\" rel=\"noopener\" target=\"_blank\">The Story of the Martini, Straight Up, With a Twist\u003c/a>\u003c/p>\n\u003cp>Reported by Bianca Taylor. The Golden State Plate series is a collaboration with \u003ca href=\"https://www.kqed.org/news/program/the-california-report\" rel=\"noopener\" target=\"_blank\">The California Report Magazine.\u003c/a> Find their podcast on \u003ca href=\"https://itunes.apple.com/us/podcast/kqeds-the-california-report/id79681292?mt=2\" rel=\"noopener\" target=\"_blank\">Apple Podcasts\u003c/a>, \u003ca href=\"https://play.google.com/music/listen?u=0#/ps/Iaokhjuio56t5fmcprgp5aoimmy\" rel=\"noopener\" target=\"_blank\">Google Play\u003c/a> or wherever you get your podcasts.\u003c/p>\n\u003cp>Bay Curious is made by Olivia Allen-Price, Jessica Placzek, Katie McMurran, Paul Lancour and Ryan Levi. Additional support from Julie Caine, Suzie Racho, Ethan Lindsey and David Weir. Theme music by Pat Mesiti-Miller. Ask us a question or sign up for our newsletter at BayCurious.org. \u003c/p>\n\u003cp>Say hi to Olivia Allen-Price on Twitter \u003ca href=\"https://twitter.com/oallenprice\" rel=\"noopener\" target=\"_blank\">@oallenprice.\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"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.",
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"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>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"radiolab": {
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"reveal": {
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},
"rightnowish": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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},
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"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
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"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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