Will Self-Driving Cars Put Us in Transportation Heaven or Hell?
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"content": "\u003cp class=\"e-91036-text encore-text-body-medium\" data-encore-id=\"text\" data-slate-node=\"element\">\u003cspan data-slate-node=\"text\">\u003cspan class=\"sc-kAyceB grEoze\" data-slate-leaf=\"true\">In this edition of The Bay’s news roundup, Ericka, Jessica, and KQED political correspondent Guy Marzorati discuss UC Berkeley’s decision to hand over more than 150 names to the Trump administration as part of a federal investigation into antisemitism. Plus, the Valero refinery in Benicia is on track to close, and Waymo driverless cars could be en route to the San Francisco and San José airports soon.\u003c/span>\u003c/span>\u003c/p>\n\u003cp data-encore-id=\"text\" data-slate-node=\"element\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3550539483\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003cp class=\"e-91036-text encore-text-body-medium\" data-encore-id=\"text\" data-slate-node=\"element\">\u003cspan data-slate-node=\"text\">\u003cspan class=\"sc-kAyceB grEoze\" data-slate-leaf=\"true\">\u003cstrong>Links:\u003c/strong>\u003c/span>\u003c/span>\u003c/p>\n\u003cul class=\"sc-gsFSXq jSVEKt\" data-slate-node=\"element\" data-slate-fragment=\"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\">\n\u003cli data-slate-node=\"element\">\u003ca class=\"e-91036-text-link e-91036-baseline e-91036-overflow-wrap-anywhere encore-internal-color-text-announcement e-91036-text-link--use-focus sc-kpDqfm ejcycC\" href=\"https://www.dailycal.org/news/campus/uc-berkeley-turns-over-personal-information-of-more-than-150-students-and-staff-to-federal/article_a4aad3e1-bbba-42cc-92d7-a7964d9641c5.html\" data-encore-id=\"textLink\" data-slate-node=\"element\" data-slate-inline=\"true\">\u003cspan data-slate-node=\"text\">\u003cspan class=\"sc-kAyceB grEoze\" data-slate-leaf=\"true\">UC Berkeley turns over personal information of more than 150 students and staff to federal government\u003c/span>\u003c/span>\u003c/a>\u003c/li>\n\u003cli data-slate-node=\"element\">\u003ca class=\"e-91036-text-link e-91036-baseline e-91036-overflow-wrap-anywhere encore-internal-color-text-announcement e-91036-text-link--use-focus sc-kpDqfm ejcycC\" href=\"https://www.sfchronicle.com/bayarea/article/benicial-valero-refinery-21051229.php\" data-encore-id=\"textLink\" data-slate-node=\"element\" data-slate-inline=\"true\">\u003cspan data-slate-node=\"text\">\u003cspan class=\"sc-kAyceB grEoze\" data-slate-leaf=\"true\">Major Bay Area refinery on track to close, city official says\u003c/span>\u003c/span>\u003c/a>\u003c/li>\n\u003cli data-slate-node=\"element\">\u003ca class=\"e-91036-text-link e-91036-baseline e-91036-overflow-wrap-anywhere encore-internal-color-text-announcement e-91036-text-link--use-focus sc-kpDqfm ejcycC\" href=\"https://www.sfchronicle.com/sf/article/waymo-sfo-robotaxi-fleet-21050019.php\" data-encore-id=\"textLink\" data-slate-node=\"element\" data-slate-inline=\"true\">\u003cspan data-slate-node=\"text\">\u003cspan class=\"sc-kAyceB grEoze\" data-slate-leaf=\"true\">Waymo wins approval to pick up passengers at SFO, its robotaxis will start with human drivers\u003c/span>\u003c/span>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists. San Francisco Northern California Local.\u003c/i>\u003c/em>\u003c/p>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:00:38] \u003c/em>I’m Ericka Cruz Guevara, and welcome to the Bay Local News to keep you rooted. And welcome to our September news roundup, where we talk about some of the other stories that we’ve been following this month. I am joined by Jessica Kariisa, our producer. Hey, Jessica.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:00:54] \u003c/em>Hey, Ericka.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:00:55] \u003c/em>And our very special guest this month, Guy Marzorotti, politics and government correspondent for KQED. What’s up, Guy?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:01:02] \u003c/em>Hey, thanks for having me\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:01:03] \u003c/em>Thank you so much for being here. I am sitting here with two San Jose folks, South Bay folks. I take it you guys didn’t feel the earthquake, which had its epicenter in Berkeley. No, I definitely didn’t fell it.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:01:21] \u003c/em>No, that was a fantastic night of sleep.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:01:24] \u003c/em>I am curious. So I felt it, and I feel like a lot of people in my circles are just talking about it and freaking out about it. Are people in your orbits talking about the earthquake?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:01:35] \u003c/em>I was in the office the next day and there was a lot of buzz about it. It didn’t stand out to me statistically as like, oh, this is a massive number. But yeah, maybe it was just, you know, when it landed, people were talking about it\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:01:50] \u003c/em>Yeah, Jessica, you and I on Wednesday picked up emergency kits. So is it, it was on your mind, it seems like.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:01:58] \u003c/em>It’s always been on my mind since I moved to California, to be honest with you, I just was aware of earthquakes being a possibility. So even though living in San Jose, I haven’t really felt much. I think there was one that was like really, really tiny. I just wanna be prepared. So I did pick up that go bag and it’s underneath my bed, ready to go.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:02:18] \u003c/em>Yeah, I have to say that even though I felt the earthquake, I definitely woke up and then immediately went back to sleep.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:02:28] \u003c/em>Yeah, no, I feel like that you have that like sense as working in news of like, okay, is this, does this meet the scale if I need to fully get out of bed? Like I remember that about the Napa earthquake. It was like, okay, this is not just a like roll back over type of shake. So yeah, your senses were on.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:02:44] \u003c/em>But definitely a California girl a little too used to it. I guess we could just dive right into the stories that we’ve been following this month. I’m gonna stick here in Berkeley with my story actually, which is a story about UC Berkeley where earlier this month, the university confirmed that it sent the names of 160 students, staff and faculty members over to the federal government for its investigation into anti-Semitism on campus. Individuals were notified that their personal info was shared with the Department of Education’s Office for Civil Rights earlier this month. And it’s drawn, as you can imagine, lots of criticism from folks who say that this is a violation of academic freedom and puts a lot of people at risk.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:03:45] \u003c/em>So why is this happening? Could you tell us a bit more about this investigation?\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:03:50] \u003c/em>Yeah, so Cal is the subject of several federal investigations right now. It’s one of 60 universities facing a civil rights investigation into how the university handles complaints and allegations of anti-Semitism and or discrimination on campus. And these investigations really came out of the campus protests that we saw last summer over Israel’s war in Gaza. The university spokesperson said that its decision to share these names was really just in compliance with this federal investigation and its legal obligation to do so.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:04:29] \u003c/em>So why these specific people? What was the federal government looking for about these specific folks?\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:04:37] \u003c/em>So the San Francisco Chronicle got a hold of this letter that had been shared with each person whose name and information had been with the federal government. And the letter notes that the Federal Office of Civil Rights quote, required production of comprehensive documents, including files and reports related to alleged anti-Semitic incidents, unquote. There isn’t a ton of information about why these specific people had their names given to the federal government, but one grad student who got one of these letters from the university told the Daily Cal that they feel like the move seems to be targeting Arab and Muslim individuals who had expressed support for Palestine. If you recall, there were these protests on campus last summer. And there’s a feeling that many of the folks involved in that were among those targeted by this investigation.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:05:44] \u003c/em>Yeah, I mean, I think a lot of us know the history of UC Berkeley as this center of student protests and just a lot of activism. What’s been the response? I can’t imagine that people are just sort of taking this lying down.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:06:01] \u003c/em>Yeah, I mean, you’re hearing a lot of folks saying that this effectively represses folks’ First Amendment rights. There’s petitions circulating, including one that’s been signed by 600 university professors from around the world and professors who have worked with faculty at Cal saying that they’re truly concerned about the decision to share these names, these professors. Acknowledge that Berkeley has an obligation to comply with this federal investigation. But they criticized how those names were shared, specifically that the folks whose names were shared didn’t really have a chance to dispute the information that the university had collected on them.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:06:49] \u003c/em>OK, so I know UC has a new president. How has he been kind of factoring into all this?\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:06:55] \u003c/em>So I will say that UC Berkeley said that their decision to comply with these federal investigations was made by the University of California’s system-wide office of the general counsel. And so now there is a national coalition that’s calling for the removal of the head of the UC. That’s President James Millikan. And the petition is basically describing the UC’s move as a violation of academic freedom. And so some folks are looking to hold someone accountable for this.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:07:30] \u003c/em>Wow, just a few months in already on the hot seat.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:07:33] \u003c/em>Right, intense time to run colleges, I guess, for anyone in that job. Well, that is it for my story this month. We’re going to take a quick break. But when we come back, we’ll talk about some of the other stories that we’ve been following this month Stay with us.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:08:46] \u003c/em>And welcome back to the Bay September News Roundup where we talk about some of the other stories that we’ve been following this month. Our special guest, Guy, we’re gonna turn to you. I know you got a story on the biggest economic driver in Benicia closing down for good.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:09:03] \u003c/em>Yes. So this is, you know, we’ve been following the saga I know you have on the Bay about the closure announcement from the Valero refinery in Benicia. And there’s a reporting in the San Francisco Chronicle by Julie Johnson that this refinery in Benisia is on track to close. There has been a lot of effort since Valero made this announcement to like keep the refinery open. Because when you combine that refinery closing with another refinery and LA closing, there could be like 20% of the state’s fuel refining capacity just gone overnight. So there’s been a lot of efforts to counteract that. There were some bills signed by the governor earlier this month to increase oil drilling in the state. But then we have this reporting in the San Francisco Chronicle where the city manager of Benicia said, quote, it seems there is now no path that remains for Valero to remain.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:09:55] \u003c/em>I mean, why is that guy after all that effort, after all this hubbub around trying to keep this thing open, the worries about the impact on Benicia, why couldn’t they make it happen?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:10:07] \u003c/em>I think this is something very immediate, right? This is a company that decided dollars and cents is not working for us. We’re gonna close our doors. I’ve heard about there have been some efforts to literally do like a bailout package, like literally have the state just give money to Valero to keep their refinery open because we are talking about jobs, talking about impact to the local city economy. That never came to fruition. And I think in absence of that, Valero made the decision, look, this still just doesn’t work for us and we’re gonna, you know. Close up our doors.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:10:38] \u003c/em>I mean, with two refineries in the state closing, does that mean that our gas is gonna get more expensive?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:10:45] \u003c/em>I think that’s the big fear, right? To counteract that, I think there is more and more conversation about bringing in fuel from elsewhere, right. Like, you know, California, it’s often described as like islands for fuel production because we have these really strict standards. We can’t necessarily import from other states. And so as you see the decline in actual like oil being drilled in California, it has to come from somewhere because even as there’s less demand for fuel in the state, people are still driving, right. California is still a state where people drive a lot. So I think the conversation might turn to like, can we import more of this? The thing that I’m really curious about is the impact on like the local city economies.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:11:26] \u003c/em>Mm.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:11:27] \u003c/em>Because I think it’s often like, okay, well, what about the people that are gonna work at the refineries, you know, what’s gonna happen to their jobs? I read this interview with the head of the refinery in LA and he’s like, oh, basically everyone from this refinery can find a job pretty easily. Like they’re getting new employment. But this Chronicle story says that Benicia will lose more than $10 million in taxes out of a $60 million budget when Valero closes.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:11:53] \u003c/em>Yeah, I was gonna ask about that guy because I know that Valera was a major economic engine in the city of Benicia. I mean, what has the reaction from the local community been?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:12:06] \u003c/em>Yeah, I mean, it really seems like a scramble right now. Like there’s work being done to try to figure out, okay, how to, you know, prop up local businesses. But one city council member who’s quoted in this story said, we have a lot of businesses in Venetia where Valero is their only client. They might make a specific piece or part or some complicated refining equipment that’s really only built to serve Valero. So what is that business supposed to do right now? And when you talk about like the budget impact, yeah, you lose that much money overnight. Like how are you gonna pay the police, the fire, the like, you know, clean up people’s streets, fix the roads, all of that I think suddenly becomes like a really urgent question for the city.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:12:49] \u003c/em>I’m curious too though, like at a statewide level, knowing that we’re a state that wants to move away from fossil fuels, how does the closing of this refinery like square with that? Like, does that get us closer to the goal in a weird way?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:13:06] \u003c/em>Yeah, I think it’s like, it’s a really delicate dance that the state is doing because they are pushing away from petroleum and they’re pushing towards like clean energy. At the same time, we still have a demand for those products and we still have, you know, people who are driving up to the pump every day and looking at the price and that’s affecting, you who they might vote for. So I think that when people say like, California is in mid-transition, like we are literally. In the middle of this transition and nowhere else is experiencing it like we are. Like people talk about, oh, climate change is coming, like we’re living it with wildfires and everything. We’re also living like what it means to transition away from fossil fuels. And it’s, you know, it’s kind of crazy being like living in the middle an experiment.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:13:53] \u003c/em>Crazy way to think about it, guy. But it’s true and I guess it means that like whatever happens in Benicia over the next few months and years is gonna be something to like really watch closely.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:14:06] \u003c/em>And I feel like there’s gonna be thousands of Benicas across the country in the next like few decades. So yeah, what happens here is important.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:14:14] \u003c/em>Well, guy, thank you so much for bringing that story.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:14:16] \u003c/em>Yeah, absolutely.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:14:22] \u003c/em>And last but not least, producer Jessica Kariisa, you brought a story about Waymo coming to an airport near you real soon.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:14:31] \u003c/em>Yes, living in San Jose, I don’t see a lot of Waymos, but I’m about to see Waymo. I thought about that on the train and I delivered. Yes. I wasn’t ready. Anyways, yes, Waymos are coming to the airport. They were first approved at San Jose’s airport, my airport of choice earlier this month. And then soon after SFO followed up. And so there isn’t an exact date, but. Waymos will be coming to the airports in the Bay Area.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:15:04] \u003c/em>Why exactly. Is this happening?\u003c/p>\n\u003cp>\u003cb>\u003c/b>\u003cem>[00:15:08] \u003c/em>Well, I mean, yeah. Like around KQED, we’re in the mission. We see Waymos all the time. We know that it’s a thing here. It’s become like a tourist attraction. And I think with a lot of big events coming to the Bay Area next year, namely the Super Bowl and the World Cup, San Jose and San Francisco want to capitalize on like another tourist experience for people coming into the city. And also Waymo was always gonna roll out across the Bay Area. Its plan is to expand in general. And so I think, you know, this is one step as they get closer to more penetration in other parts of the Bay area.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:15:46] \u003c/em>I remember when Uber and Lyft, like when they were first trying to go to SFO and go to airports, it was like a huge deal. And it was a big fight with all the taxi drivers, a lot of the unions. Is there any opposition now this time around to these companies trying to create a foothold at the airports?\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:16:03] \u003c/em>According to the reporting that I’ve seen in the Standard and the Chronicle, I haven’t heard of any opposition. There’s already rideshare options at the airport. This will just be an addition to that. And Waymo released a report back in March saying that there were over 13,000 searches for SFO in their app. And also there were 700 people that downloaded the app while at the airports. So, you know, it almost just kind of feels inevitable. I think we had the big sort of push and opposition when rideshare first emerged. But with Waymo, it’s just another option, you now. So just pick which one you prefer.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:16:44] \u003c/em>Yeah, I remember that guy. Like it doesn’t feel that long ago when we were talking about like taxi medallions and people feeling really upset about, you know, paying a ton of money to have those and be able to drive folks from the airport. And now we’re talking about driverless cars at the airport, what is the timeline here, Jessica? Like how soon, I guess, are people gonna see Waymo’s at the airports?\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:17:13] \u003c/em>Yeah, so we just know that it’s gonna be this year. At San Jose, they did testing last summer. At SFO, they’re gonna start off with a testing phase where there’ll be a human in the car, a safety driver is what they call it. And then after that, they are gonna open up the rides to Waymo employees and airport staff. And then, after that it’ll open up to everybody else. We don’t have an exact date yet, but that’s the process.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:17:42] \u003c/em>Well, Jessica, thank you so much for bringing that story. Thank you so. And that is it for our September news roundup. Thank you so much to producer Jessica Kariisa for joining me.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:17:55] \u003c/em>Thank you, Ericka.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:17:57] \u003c/em>And Guy Marzorati, politics and government correspondent for KQED.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:18:00] \u003c/em>Thanks for having me.\u003c/p>\n\n",
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Plus, the Valero refinery in Benicia is on track to close, and Waymo driverless cars could be en route to the San Francisco and San José airports soon.\u003c/span>\u003c/span>\u003c/p>\n\u003cp data-encore-id=\"text\" data-slate-node=\"element\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3550539483\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003cp class=\"e-91036-text encore-text-body-medium\" data-encore-id=\"text\" data-slate-node=\"element\">\u003cspan data-slate-node=\"text\">\u003cspan class=\"sc-kAyceB grEoze\" data-slate-leaf=\"true\">\u003cstrong>Links:\u003c/strong>\u003c/span>\u003c/span>\u003c/p>\n\u003cul class=\"sc-gsFSXq jSVEKt\" data-slate-node=\"element\" 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href=\"https://www.sfchronicle.com/bayarea/article/benicial-valero-refinery-21051229.php\" data-encore-id=\"textLink\" data-slate-node=\"element\" data-slate-inline=\"true\">\u003cspan data-slate-node=\"text\">\u003cspan class=\"sc-kAyceB grEoze\" data-slate-leaf=\"true\">Major Bay Area refinery on track to close, city official says\u003c/span>\u003c/span>\u003c/a>\u003c/li>\n\u003cli data-slate-node=\"element\">\u003ca class=\"e-91036-text-link e-91036-baseline e-91036-overflow-wrap-anywhere encore-internal-color-text-announcement e-91036-text-link--use-focus sc-kpDqfm ejcycC\" href=\"https://www.sfchronicle.com/sf/article/waymo-sfo-robotaxi-fleet-21050019.php\" data-encore-id=\"textLink\" data-slate-node=\"element\" data-slate-inline=\"true\">\u003cspan data-slate-node=\"text\">\u003cspan class=\"sc-kAyceB grEoze\" data-slate-leaf=\"true\">Waymo wins approval to pick up passengers at SFO, its robotaxis will start with human drivers\u003c/span>\u003c/span>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists. San Francisco Northern California Local.\u003c/i>\u003c/em>\u003c/p>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:00:38] \u003c/em>I’m Ericka Cruz Guevara, and welcome to the Bay Local News to keep you rooted. And welcome to our September news roundup, where we talk about some of the other stories that we’ve been following this month. I am joined by Jessica Kariisa, our producer. Hey, Jessica.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:00:54] \u003c/em>Hey, Ericka.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:00:55] \u003c/em>And our very special guest this month, Guy Marzorotti, politics and government correspondent for KQED. What’s up, Guy?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:01:02] \u003c/em>Hey, thanks for having me\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:01:03] \u003c/em>Thank you so much for being here. I am sitting here with two San Jose folks, South Bay folks. I take it you guys didn’t feel the earthquake, which had its epicenter in Berkeley. No, I definitely didn’t fell it.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:01:21] \u003c/em>No, that was a fantastic night of sleep.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:01:24] \u003c/em>I am curious. So I felt it, and I feel like a lot of people in my circles are just talking about it and freaking out about it. Are people in your orbits talking about the earthquake?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:01:35] \u003c/em>I was in the office the next day and there was a lot of buzz about it. It didn’t stand out to me statistically as like, oh, this is a massive number. But yeah, maybe it was just, you know, when it landed, people were talking about it\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:01:50] \u003c/em>Yeah, Jessica, you and I on Wednesday picked up emergency kits. So is it, it was on your mind, it seems like.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:01:58] \u003c/em>It’s always been on my mind since I moved to California, to be honest with you, I just was aware of earthquakes being a possibility. So even though living in San Jose, I haven’t really felt much. I think there was one that was like really, really tiny. I just wanna be prepared. So I did pick up that go bag and it’s underneath my bed, ready to go.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:02:18] \u003c/em>Yeah, I have to say that even though I felt the earthquake, I definitely woke up and then immediately went back to sleep.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:02:28] \u003c/em>Yeah, no, I feel like that you have that like sense as working in news of like, okay, is this, does this meet the scale if I need to fully get out of bed? Like I remember that about the Napa earthquake. It was like, okay, this is not just a like roll back over type of shake. So yeah, your senses were on.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:02:44] \u003c/em>But definitely a California girl a little too used to it. I guess we could just dive right into the stories that we’ve been following this month. I’m gonna stick here in Berkeley with my story actually, which is a story about UC Berkeley where earlier this month, the university confirmed that it sent the names of 160 students, staff and faculty members over to the federal government for its investigation into anti-Semitism on campus. Individuals were notified that their personal info was shared with the Department of Education’s Office for Civil Rights earlier this month. And it’s drawn, as you can imagine, lots of criticism from folks who say that this is a violation of academic freedom and puts a lot of people at risk.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:03:45] \u003c/em>So why is this happening? Could you tell us a bit more about this investigation?\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:03:50] \u003c/em>Yeah, so Cal is the subject of several federal investigations right now. It’s one of 60 universities facing a civil rights investigation into how the university handles complaints and allegations of anti-Semitism and or discrimination on campus. And these investigations really came out of the campus protests that we saw last summer over Israel’s war in Gaza. The university spokesperson said that its decision to share these names was really just in compliance with this federal investigation and its legal obligation to do so.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:04:29] \u003c/em>So why these specific people? What was the federal government looking for about these specific folks?\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:04:37] \u003c/em>So the San Francisco Chronicle got a hold of this letter that had been shared with each person whose name and information had been with the federal government. And the letter notes that the Federal Office of Civil Rights quote, required production of comprehensive documents, including files and reports related to alleged anti-Semitic incidents, unquote. There isn’t a ton of information about why these specific people had their names given to the federal government, but one grad student who got one of these letters from the university told the Daily Cal that they feel like the move seems to be targeting Arab and Muslim individuals who had expressed support for Palestine. If you recall, there were these protests on campus last summer. And there’s a feeling that many of the folks involved in that were among those targeted by this investigation.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:05:44] \u003c/em>Yeah, I mean, I think a lot of us know the history of UC Berkeley as this center of student protests and just a lot of activism. What’s been the response? I can’t imagine that people are just sort of taking this lying down.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:06:01] \u003c/em>Yeah, I mean, you’re hearing a lot of folks saying that this effectively represses folks’ First Amendment rights. There’s petitions circulating, including one that’s been signed by 600 university professors from around the world and professors who have worked with faculty at Cal saying that they’re truly concerned about the decision to share these names, these professors. Acknowledge that Berkeley has an obligation to comply with this federal investigation. But they criticized how those names were shared, specifically that the folks whose names were shared didn’t really have a chance to dispute the information that the university had collected on them.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:06:49] \u003c/em>OK, so I know UC has a new president. How has he been kind of factoring into all this?\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:06:55] \u003c/em>So I will say that UC Berkeley said that their decision to comply with these federal investigations was made by the University of California’s system-wide office of the general counsel. And so now there is a national coalition that’s calling for the removal of the head of the UC. That’s President James Millikan. And the petition is basically describing the UC’s move as a violation of academic freedom. And so some folks are looking to hold someone accountable for this.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:07:30] \u003c/em>Wow, just a few months in already on the hot seat.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:07:33] \u003c/em>Right, intense time to run colleges, I guess, for anyone in that job. Well, that is it for my story this month. We’re going to take a quick break. But when we come back, we’ll talk about some of the other stories that we’ve been following this month Stay with us.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:08:46] \u003c/em>And welcome back to the Bay September News Roundup where we talk about some of the other stories that we’ve been following this month. Our special guest, Guy, we’re gonna turn to you. I know you got a story on the biggest economic driver in Benicia closing down for good.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:09:03] \u003c/em>Yes. So this is, you know, we’ve been following the saga I know you have on the Bay about the closure announcement from the Valero refinery in Benicia. And there’s a reporting in the San Francisco Chronicle by Julie Johnson that this refinery in Benisia is on track to close. There has been a lot of effort since Valero made this announcement to like keep the refinery open. Because when you combine that refinery closing with another refinery and LA closing, there could be like 20% of the state’s fuel refining capacity just gone overnight. So there’s been a lot of efforts to counteract that. There were some bills signed by the governor earlier this month to increase oil drilling in the state. But then we have this reporting in the San Francisco Chronicle where the city manager of Benicia said, quote, it seems there is now no path that remains for Valero to remain.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:09:55] \u003c/em>I mean, why is that guy after all that effort, after all this hubbub around trying to keep this thing open, the worries about the impact on Benicia, why couldn’t they make it happen?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:10:07] \u003c/em>I think this is something very immediate, right? This is a company that decided dollars and cents is not working for us. We’re gonna close our doors. I’ve heard about there have been some efforts to literally do like a bailout package, like literally have the state just give money to Valero to keep their refinery open because we are talking about jobs, talking about impact to the local city economy. That never came to fruition. And I think in absence of that, Valero made the decision, look, this still just doesn’t work for us and we’re gonna, you know. Close up our doors.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:10:38] \u003c/em>I mean, with two refineries in the state closing, does that mean that our gas is gonna get more expensive?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:10:45] \u003c/em>I think that’s the big fear, right? To counteract that, I think there is more and more conversation about bringing in fuel from elsewhere, right. Like, you know, California, it’s often described as like islands for fuel production because we have these really strict standards. We can’t necessarily import from other states. And so as you see the decline in actual like oil being drilled in California, it has to come from somewhere because even as there’s less demand for fuel in the state, people are still driving, right. California is still a state where people drive a lot. So I think the conversation might turn to like, can we import more of this? The thing that I’m really curious about is the impact on like the local city economies.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:11:26] \u003c/em>Mm.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:11:27] \u003c/em>Because I think it’s often like, okay, well, what about the people that are gonna work at the refineries, you know, what’s gonna happen to their jobs? I read this interview with the head of the refinery in LA and he’s like, oh, basically everyone from this refinery can find a job pretty easily. Like they’re getting new employment. But this Chronicle story says that Benicia will lose more than $10 million in taxes out of a $60 million budget when Valero closes.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:11:53] \u003c/em>Yeah, I was gonna ask about that guy because I know that Valera was a major economic engine in the city of Benicia. I mean, what has the reaction from the local community been?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:12:06] \u003c/em>Yeah, I mean, it really seems like a scramble right now. Like there’s work being done to try to figure out, okay, how to, you know, prop up local businesses. But one city council member who’s quoted in this story said, we have a lot of businesses in Venetia where Valero is their only client. They might make a specific piece or part or some complicated refining equipment that’s really only built to serve Valero. So what is that business supposed to do right now? And when you talk about like the budget impact, yeah, you lose that much money overnight. Like how are you gonna pay the police, the fire, the like, you know, clean up people’s streets, fix the roads, all of that I think suddenly becomes like a really urgent question for the city.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:12:49] \u003c/em>I’m curious too though, like at a statewide level, knowing that we’re a state that wants to move away from fossil fuels, how does the closing of this refinery like square with that? Like, does that get us closer to the goal in a weird way?\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:13:06] \u003c/em>Yeah, I think it’s like, it’s a really delicate dance that the state is doing because they are pushing away from petroleum and they’re pushing towards like clean energy. At the same time, we still have a demand for those products and we still have, you know, people who are driving up to the pump every day and looking at the price and that’s affecting, you who they might vote for. So I think that when people say like, California is in mid-transition, like we are literally. In the middle of this transition and nowhere else is experiencing it like we are. Like people talk about, oh, climate change is coming, like we’re living it with wildfires and everything. We’re also living like what it means to transition away from fossil fuels. And it’s, you know, it’s kind of crazy being like living in the middle an experiment.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:13:53] \u003c/em>Crazy way to think about it, guy. But it’s true and I guess it means that like whatever happens in Benicia over the next few months and years is gonna be something to like really watch closely.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:14:06] \u003c/em>And I feel like there’s gonna be thousands of Benicas across the country in the next like few decades. So yeah, what happens here is important.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:14:14] \u003c/em>Well, guy, thank you so much for bringing that story.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:14:16] \u003c/em>Yeah, absolutely.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:14:22] \u003c/em>And last but not least, producer Jessica Kariisa, you brought a story about Waymo coming to an airport near you real soon.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:14:31] \u003c/em>Yes, living in San Jose, I don’t see a lot of Waymos, but I’m about to see Waymo. I thought about that on the train and I delivered. Yes. I wasn’t ready. Anyways, yes, Waymos are coming to the airport. They were first approved at San Jose’s airport, my airport of choice earlier this month. And then soon after SFO followed up. And so there isn’t an exact date, but. Waymos will be coming to the airports in the Bay Area.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:15:04] \u003c/em>Why exactly. Is this happening?\u003c/p>\n\u003cp>\u003cb>\u003c/b>\u003cem>[00:15:08] \u003c/em>Well, I mean, yeah. Like around KQED, we’re in the mission. We see Waymos all the time. We know that it’s a thing here. It’s become like a tourist attraction. And I think with a lot of big events coming to the Bay Area next year, namely the Super Bowl and the World Cup, San Jose and San Francisco want to capitalize on like another tourist experience for people coming into the city. And also Waymo was always gonna roll out across the Bay Area. Its plan is to expand in general. And so I think, you know, this is one step as they get closer to more penetration in other parts of the Bay area.\u003c/p>\n\u003cp>\u003cb>Guy Marzorati: \u003c/b>\u003cem>[00:15:46] \u003c/em>I remember when Uber and Lyft, like when they were first trying to go to SFO and go to airports, it was like a huge deal. And it was a big fight with all the taxi drivers, a lot of the unions. Is there any opposition now this time around to these companies trying to create a foothold at the airports?\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:16:03] \u003c/em>According to the reporting that I’ve seen in the Standard and the Chronicle, I haven’t heard of any opposition. There’s already rideshare options at the airport. This will just be an addition to that. And Waymo released a report back in March saying that there were over 13,000 searches for SFO in their app. And also there were 700 people that downloaded the app while at the airports. So, you know, it almost just kind of feels inevitable. I think we had the big sort of push and opposition when rideshare first emerged. But with Waymo, it’s just another option, you now. So just pick which one you prefer.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:16:44] \u003c/em>Yeah, I remember that guy. Like it doesn’t feel that long ago when we were talking about like taxi medallions and people feeling really upset about, you know, paying a ton of money to have those and be able to drive folks from the airport. And now we’re talking about driverless cars at the airport, what is the timeline here, Jessica? Like how soon, I guess, are people gonna see Waymo’s at the airports?\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:17:13] \u003c/em>Yeah, so we just know that it’s gonna be this year. At San Jose, they did testing last summer. At SFO, they’re gonna start off with a testing phase where there’ll be a human in the car, a safety driver is what they call it. And then after that, they are gonna open up the rides to Waymo employees and airport staff. And then, after that it’ll open up to everybody else. We don’t have an exact date yet, but that’s the process.\u003c/p>\n\u003cp>\u003cb>Ericka Cruz Guevarra: \u003c/b>\u003cem>[00:17:42] \u003c/em>Well, Jessica, thank you so much for bringing that story. Thank you so. And that is it for our September news roundup. Thank you so much to producer Jessica Kariisa for joining me.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:17:55] \u003c/em>Thank you, Ericka.\u003c/p>\n\u003cp>\u003cb>Jessica Kariisa: \u003c/b>\u003cem>[00:17:57] \u003c/em>And Guy Marzorati, politics and government correspondent for KQED.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>San Francisco Mayor \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Daniel Lurie\u003c/a> and \u003ca href=\"https://www.kqed.org/news/tag/waymo\">Waymo\u003c/a> announced Tuesday the company would begin a testing process that would soon lead to a fully autonomous taxi service at San Francisco International Airport.\u003c/p>\n\u003cp>In the announcement, Lurie hailed the move as the city’s latest step to boost its tourist industry and bolster its economic recovery.\u003c/p>\n\u003cp>Waymo already operates at the main airport in Phoenix and announced earlier this month \u003ca href=\"https://www.kqed.org/news/12054705/waymo-knows-the-way-to-san-jose-airport\">it would soon begin\u003c/a> fully autonomous operations at San José Mineta International Airport. The company, owned by Google parent Alphabet, said its SFO service would provide “a safe, reliable, magical way for Bay Area residents and global visitors to connect” with the city.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Under the newly granted testing and operations permit, the robotaxi company will prepare for service to SFO in three steps, with human safety drivers behind the wheel at first.\u003c/p>\n\u003cp>Fully autonomous operations will begin with only Waymo and airport staff as passengers, eventually leading to paid autonomous service for the general public.\u003c/p>\n\u003cp>Exactly when airport customers might get to experience this “magical” service is unclear. In an email response to KQED’s questions about when public service will roll out, Waymo declined to offer a timeline, saying only that its initial testing phase will begin soon.[aside postID=news_12054705 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/Waymo-car-1020x574.jpg']The company said in \u003ca href=\"https://waymo.com/blog?modal=short-waymo-at-sjc#short-all-systems-go-at-sfo-waymo-has-received-our-pilot-permit\">a statement\u003c/a> that when public service begins, it will make pickups and dropoffs at SFO’s Kiss & Fly area adjacent to the airport’s rental car center. From there, passengers can ride SFO’s AirTrain to terminals. The company said it will explore other locations at the airport in the future.\u003c/p>\n\u003cp>The mayor’s office said the SFO permit will require Waymo to operate within strict safety and reporting conditions “to ensure dependable service for trips to and from SFO.” Among other things, \u003ca href=\"https://www.documentcloud.org/documents/26099418-waymo-sfo-av-testing-and-operating-pilot-permit-final-sept2025/\">the permit\u003c/a> will require Waymo to get a further OK from airport officials before it begins paid service.\u003c/p>\n\u003cp>The move is the latest step Lurie has taken to help Waymo expand operations in the city. In March, he granted permission for the company to map SFO.\u003c/p>\n\u003cp>In April, he announced his intention to allow Waymo’s autonomous Jaguar SUVs to \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">use a portion of Market Street\u003c/a> that had been off-limits to private vehicles since 2020. \u003ca href=\"https://www.kqed.org/news/12053305/advocates-warn-of-dangerous-and-chaotic-market-st-as-it-reopens-to-some-cars\">Waymo launched service\u003c/a> on the city’s principal commercial boulevard last month.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The company said in \u003ca href=\"https://waymo.com/blog?modal=short-waymo-at-sjc#short-all-systems-go-at-sfo-waymo-has-received-our-pilot-permit\">a statement\u003c/a> that when public service begins, it will make pickups and dropoffs at SFO’s Kiss & Fly area adjacent to the airport’s rental car center. From there, passengers can ride SFO’s AirTrain to terminals. The company said it will explore other locations at the airport in the future.\u003c/p>\n\u003cp>The mayor’s office said the SFO permit will require Waymo to operate within strict safety and reporting conditions “to ensure dependable service for trips to and from SFO.” Among other things, \u003ca href=\"https://www.documentcloud.org/documents/26099418-waymo-sfo-av-testing-and-operating-pilot-permit-final-sept2025/\">the permit\u003c/a> will require Waymo to get a further OK from airport officials before it begins paid service.\u003c/p>\n\u003cp>The move is the latest step Lurie has taken to help Waymo expand operations in the city. In March, he granted permission for the company to map SFO.\u003c/p>\n\u003cp>In April, he announced his intention to allow Waymo’s autonomous Jaguar SUVs to \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">use a portion of Market Street\u003c/a> that had been off-limits to private vehicles since 2020. \u003ca href=\"https://www.kqed.org/news/12053305/advocates-warn-of-dangerous-and-chaotic-market-st-as-it-reopens-to-some-cars\">Waymo launched service\u003c/a> on the city’s principal commercial boulevard last month.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Feds Investigate Tesla After Deadly 'Full Self-Driving' Crash",
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"content": "\u003cp>The U.S. government’s road safety agency is investigating Tesla’s “Full Self-Driving” system after getting reports of crashes in low-visibility conditions, including one that killed a pedestrian.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration said in documents that it opened the probe on Thursday after the company reported four crashes when Teslas encountered sun glare, fog and airborne dust.\u003c/p>\n\u003cp>In addition to the pedestrian’s death, another crash involved an injury, the agency said.\u003c/p>\n\u003cp>Investigators will look into the ability of “Full Self-Driving” to “detect and respond appropriately to reduced roadway visibility conditions, and if so, the contributing circumstances for these crashes.”\u003c/p>\n\u003cp>The investigation covers roughly 2.4 million Teslas from the 2016 through 2024 model years.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A message was left early Friday seeking comment from Tesla, which has repeatedly said the system cannot drive itself and human drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Last week, Tesla held an event at a Hollywood studio to unveil a fully autonomous robotaxi without a steering wheel or pedals. Musk, who has promised autonomous vehicles before, said the company plans to have autonomous Models Y and 3 running without human drivers next year. Robotaxis without steering wheels would be available in 2026, starting in California and Texas, he said.\u003c/p>\n\u003cfigure id=\"attachment_11997842\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11997842\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-800x534.jpg\" alt=\"\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Elon Musk at an event on June 19, 2024, in Cannes, France. \u003ccite>(Marc Piasecki/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The investigation’s impact on Tesla’s self-driving ambitions isn’t clear. NHTSA would have to approve any robotaxi without pedals or a steering wheel, and it’s unlikely that would happen while the investigation is in progress. However, if the company tries to deploy autonomous vehicles in its existing models, that likely would fall to state regulations. There are no federal regulations specifically focused on autonomous vehicles, although they must meet broader safety rules.\u003c/p>\n\u003cp>NHTSA also said it would look into whether any other similar crashes involving “Full Self-Driving” have happened in low visibility conditions, and it will seek information from the company on whether any updates affected the system’s performance in those conditions.\u003c/p>\n\u003cp>“In particular, this review will assess the timing, purpose and capabilities of any such updates, as well as Tesla’s assessment of their safety impact,” the documents said.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='tesla']\u003c/p>\n\u003cp>Tesla reported the four crashes to NHTSA under an order from the agency covering all automakers. An agency database said the pedestrian was killed in Rimrock, Arizona, in November of 2023 after being hit by a 2021 Tesla Model Y. Rimrock is about 100 miles north of Phoenix.\u003c/p>\n\u003cp>The Arizona Department of Public Safety said in a statement that the crash happened just after 5 p.m. Nov. 27 on Interstate 17. Two vehicles collided on the freeway, blocking the left lane. A Toyota 4Runner stopped, and two people got out to help with traffic control. A red Tesla Model Y then hit the 4Runner and one of the people who exited from it. A 71-year-old woman from Mesa, Arizona, was pronounced dead at the scene. Further details weren’t immediately available.\u003c/p>\n\u003cp>Tesla has twice recalled “Full Self-Driving” under pressure from NHTSA, which in July sought information from law enforcement and the company after a Tesla using the system struck and killed a motorcyclist near Seattle.\u003c/p>\n\u003cp>The recalls were issued because the system was programmed to run stop signs at slow speeds and because the system disobeyed other traffic laws. Both problems were to be fixed with online software updates.\u003c/p>\n\u003cp>Critics have said that Tesla’s system, which uses only cameras to spot hazards, doesn’t have proper sensors to be fully self-driving. Nearly all other companies working on autonomous vehicles use radar and laser sensors in addition to cameras to see better in the dark or poor visibility conditions.\u003c/p>\n\u003cp>Musk has said that humans drive with only eyesight, so cars should be able to drive with just cameras. He has called lidar (light detection and ranging), which uses lasers to detect objects, a “fool’s errand.”\u003c/p>\n\u003cfigure id=\"attachment_11872864\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11872864\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-2048x1152.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1920x1080.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">An aerial view of the Tesla Fremont Factory on May 12, 2020, in Fremont, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The “Full Self-Driving” recalls arrived after a three-year investigation into Tesla’s less-sophisticated Autopilot system crashing into emergency and other vehicles parked on highways, many with warning lights flashing.\u003c/p>\n\u003cp>That investigation was closed last April after the agency pressured Tesla into recalling its vehicles to bolster a weak system that made sure drivers were paying attention. A few weeks after the recall, NHTSA began investigating whether the recall was working.\u003c/p>\n\u003cp>NHTSA began its Autopilot crash investigation in 2021 after receiving 11 reports that Teslas that were using Autopilot struck parked emergency vehicles. In documents explaining why the investigation was ended, NHTSA said it ultimately found 467 crashes involving Autopilot, resulting in 54 injuries and 14 deaths. Autopilot is a fancy version of cruise control, while “Full Self-Driving” has been billed by Musk as capable of driving without human intervention.\u003c/p>\n\u003cp>The investigation that was opened Thursday enters new territory for NHTSA, which previously had viewed Tesla’s systems as assisting drivers rather than driving themselves. With the new probe, the agency focuses on the capabilities of “Full Self-Driving” rather than simply ensuring drivers are paying attention.\u003c/p>\n\u003cp>Michael Brooks, executive director of the nonprofit Center for Auto Safety, said the previous investigation of Autopilot didn’t look at why the Teslas weren’t seeing and stopping for emergency vehicles.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Before, they were kind of putting the onus on the driver rather than the car,” he said. “Here they’re saying these systems are not capable of appropriately detecting safety hazards whether the drivers are paying attention or not.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government’s road safety agency is investigating Tesla’s “Full Self-Driving” system after getting reports of crashes in low-visibility conditions, including one that killed a pedestrian.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration said in documents that it opened the probe on Thursday after the company reported four crashes when Teslas encountered sun glare, fog and airborne dust.\u003c/p>\n\u003cp>In addition to the pedestrian’s death, another crash involved an injury, the agency said.\u003c/p>\n\u003cp>Investigators will look into the ability of “Full Self-Driving” to “detect and respond appropriately to reduced roadway visibility conditions, and if so, the contributing circumstances for these crashes.”\u003c/p>\n\u003cp>The investigation covers roughly 2.4 million Teslas from the 2016 through 2024 model years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A message was left early Friday seeking comment from Tesla, which has repeatedly said the system cannot drive itself and human drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Last week, Tesla held an event at a Hollywood studio to unveil a fully autonomous robotaxi without a steering wheel or pedals. Musk, who has promised autonomous vehicles before, said the company plans to have autonomous Models Y and 3 running without human drivers next year. Robotaxis without steering wheels would be available in 2026, starting in California and Texas, he said.\u003c/p>\n\u003cfigure id=\"attachment_11997842\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11997842\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-800x534.jpg\" alt=\"\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Elon Musk at an event on June 19, 2024, in Cannes, France. \u003ccite>(Marc Piasecki/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The investigation’s impact on Tesla’s self-driving ambitions isn’t clear. NHTSA would have to approve any robotaxi without pedals or a steering wheel, and it’s unlikely that would happen while the investigation is in progress. However, if the company tries to deploy autonomous vehicles in its existing models, that likely would fall to state regulations. There are no federal regulations specifically focused on autonomous vehicles, although they must meet broader safety rules.\u003c/p>\n\u003cp>NHTSA also said it would look into whether any other similar crashes involving “Full Self-Driving” have happened in low visibility conditions, and it will seek information from the company on whether any updates affected the system’s performance in those conditions.\u003c/p>\n\u003cp>“In particular, this review will assess the timing, purpose and capabilities of any such updates, as well as Tesla’s assessment of their safety impact,” the documents said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tesla reported the four crashes to NHTSA under an order from the agency covering all automakers. An agency database said the pedestrian was killed in Rimrock, Arizona, in November of 2023 after being hit by a 2021 Tesla Model Y. Rimrock is about 100 miles north of Phoenix.\u003c/p>\n\u003cp>The Arizona Department of Public Safety said in a statement that the crash happened just after 5 p.m. Nov. 27 on Interstate 17. Two vehicles collided on the freeway, blocking the left lane. A Toyota 4Runner stopped, and two people got out to help with traffic control. A red Tesla Model Y then hit the 4Runner and one of the people who exited from it. A 71-year-old woman from Mesa, Arizona, was pronounced dead at the scene. Further details weren’t immediately available.\u003c/p>\n\u003cp>Tesla has twice recalled “Full Self-Driving” under pressure from NHTSA, which in July sought information from law enforcement and the company after a Tesla using the system struck and killed a motorcyclist near Seattle.\u003c/p>\n\u003cp>The recalls were issued because the system was programmed to run stop signs at slow speeds and because the system disobeyed other traffic laws. Both problems were to be fixed with online software updates.\u003c/p>\n\u003cp>Critics have said that Tesla’s system, which uses only cameras to spot hazards, doesn’t have proper sensors to be fully self-driving. Nearly all other companies working on autonomous vehicles use radar and laser sensors in addition to cameras to see better in the dark or poor visibility conditions.\u003c/p>\n\u003cp>Musk has said that humans drive with only eyesight, so cars should be able to drive with just cameras. He has called lidar (light detection and ranging), which uses lasers to detect objects, a “fool’s errand.”\u003c/p>\n\u003cfigure id=\"attachment_11872864\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11872864\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-2048x1152.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1920x1080.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">An aerial view of the Tesla Fremont Factory on May 12, 2020, in Fremont, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The “Full Self-Driving” recalls arrived after a three-year investigation into Tesla’s less-sophisticated Autopilot system crashing into emergency and other vehicles parked on highways, many with warning lights flashing.\u003c/p>\n\u003cp>That investigation was closed last April after the agency pressured Tesla into recalling its vehicles to bolster a weak system that made sure drivers were paying attention. A few weeks after the recall, NHTSA began investigating whether the recall was working.\u003c/p>\n\u003cp>NHTSA began its Autopilot crash investigation in 2021 after receiving 11 reports that Teslas that were using Autopilot struck parked emergency vehicles. In documents explaining why the investigation was ended, NHTSA said it ultimately found 467 crashes involving Autopilot, resulting in 54 injuries and 14 deaths. Autopilot is a fancy version of cruise control, while “Full Self-Driving” has been billed by Musk as capable of driving without human intervention.\u003c/p>\n\u003cp>The investigation that was opened Thursday enters new territory for NHTSA, which previously had viewed Tesla’s systems as assisting drivers rather than driving themselves. With the new probe, the agency focuses on the capabilities of “Full Self-Driving” rather than simply ensuring drivers are paying attention.\u003c/p>\n\u003cp>Michael Brooks, executive director of the nonprofit Center for Auto Safety, said the previous investigation of Autopilot didn’t look at why the Teslas weren’t seeing and stopping for emergency vehicles.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Before, they were kind of putting the onus on the driver rather than the car,” he said. “Here they’re saying these systems are not capable of appropriately detecting safety hazards whether the drivers are paying attention or not.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "You're Not Imagining It: There Are More Driverless Cars in SF Now",
"headTitle": "You’re Not Imagining It: There Are More Driverless Cars in SF Now | KQED",
"content": "\u003cp>If you’ve driven around San Francisco recently, you may have noticed a fleet of white Jaguar SUVs with spinning gadgetry on top and lots of other tech sticking off the back and sides. If you pull up next to one of these, you might notice that even though a person is sitting in the driver’s seat, they aren’t really controlling the car.\u003c/p>\n\u003cp>These are self-driving cars — or autonomous vehicles, as they are known more formally — from a company called Waymo.\u003c/p>\n\u003cp>Bay Curious listener Lenore Kenny says she’s noticed a lot more of these on San Francisco streets than she used to see. She’s wondering, why are there so many? And what are they doing?\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>Lenore’s right: There are more autonomous vehicles, or AVs, on our roads. More than 1,400 are registered in California, up from 900 last November, according to the DMV. But San Francisco alone has more than 400,000 registered vehicles; the number of AVs is small by comparison. Still, in some parts of the city, you can count on seeing AVs every few minutes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Waymo is not the only culprit. Nine AV companies are testing driverless tech in California right now, according to the California Public Utilities Commission. Companies like Cruise, Argo AI and Zoox are competing to crack the automated vehicle market.\u003c/p>\n\u003cp>Lenore wants to know why more cars are on the road than before. The short answer is that companies developing AVs need data — lots of data — to ensure the cars can handle any driving situation. And, as anybody who has driven in San Francisco can attest, there’s a lot to think about when driving here.\u003c/p>\n\u003cp>“San Francisco is an incredibly diverse driving environment,” says Sam Kansara, senior product manager for Waymo, which is owned by Google’s parent company, Alphabet. “Part of our increase in presence in San Francisco is about making sure our software and technology can perform well in all of those different environments.”\u003c/p>\n\u003cp>The AV experiment uses the idea of machine learning. \u003ca href=\"https://www.bu.edu/articles/2021/self-taught-self-driving-cars/\">Engineers created an algorithm that continues to get better as the test vehicles collect data.\u003c/a> The car “learns” from its experiences driving, building new scenarios into its algorithm and making it more reliable and safer over time. The more miles the cars drive, the more data they collect.\u003c/p>\n\u003cp>“The key of the algorithms is that in order to be efficient, they need to have a pretty big database of learning examples,” says Alexandre Bayen, director of the \u003ca href=\"https://its.berkeley.edu/\">UC Berkeley Institute of Transportation Studies\u003c/a>. “That’s why you see so many of them collecting that data right now, because we’re not there yet.”\u003c/p>\n\u003cp>It has been a long road to development for autonomous vehicles. They are certainly more visible on streets today, but AVs have been on California’s roads in one form or another for almost 30 years, beginning in 1997 in San Diego. The HOV lanes on I-15 were closed during the day, which allowed scientists and research engineers like Steven Shladover from \u003ca href=\"https://path.berkeley.edu/\">UC Berkeley’s California Partners for Advanced Transportation Technology program\u003c/a> to run vehicles for “a big public demonstration.” Until then testing had taken place primarily on test tracks.\u003c/p>\n\u003cp>The technology has evolved from those early years and spawned things like adaptive cruise control — available on many modern automobiles — to cars that can drive themselves.\u003c/p>\n\u003ch3>Are autonomous vehicles safe?\u003c/h3>\n\u003cp>At this point, companies and scientists have been testing AVs on California streets since the 1990s, always with a human operator in the car in case of emergencies. But cars can be deadly, so regulators are being cautious about approving AVs in their current state.\u003c/p>\n\u003cp>“They’re going to have to have some minimum standards set so that riders who aren’t specialists in this field can be given some reassurance that this is actually a safe system,” says Shladover. He wouldn’t name specific brands but cautioned, “some of the companies that work in this space don’t know what they’re doing.”\u003c/p>\n\u003cp>[emailsignup newslettername=\"baycurious\" align=\"right\"]\u003c/p>\n\u003cp>The California DMV says \u003ca href=\"https://www.dmv.ca.gov/portal/vehicle-industry-services/autonomous-vehicles/california-autonomous-vehicle-regulations/\">a variety of safety protocols are in place\u003c/a> and bad actors can lose their permits to operate. But Shladover cautions, “The state cannot ensure the safety of the automated driving systems entirely by themselves.” He says it will take cooperation between the federal government and the state government to make AVs truly safe. “They will need federal safety regulations to complement the state regulations in areas that the state does not have the authority or the expertise to regulate,” he says.\u003c/p>\n\u003cp>As the software algorithms improve, safety should improve along with it. Still, the rollout likely will remain a gradual process, with certain types of vehicles allowed to operate in certain areas under certain conditions and at certain times of day. If AVs are going to truly become a viable transportation option, they’ll need to be able to drive everywhere, on any type of road, in many weather conditions.\u003c/p>\n\u003cp>“That means not only driving here in the Bay Area, but driving up to Tahoe,” says Shladover, “driving up to Yosemite, the rural roads in central California, going through the Bay Bridge toll plaza around sunset when the sun is shining straight in your eyes.” All of these scenarios need to be accounted for, for a driverless vehicle to drive solo.\u003c/p>\n\u003cp>When could we see driverless AVs on the road all around us, safely ferrying zoned-out passengers to their destinations? Estimates vary, with regulatory agencies like the CPUC and DMV, as well as the AV companies themselves, apprehensive to discuss concrete timelines. Meanwhile, observing experts, like Shladover, say we have a long way to go.\u003c/p>\n\u003cp>When pressed for a date, he says 2075, but adds his gut answer: “Probably never.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"subhead": "Waymo, Cruise, Argo AI, Zoox — autonomous cars are hard to miss in some Bay Area cities.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you’ve driven around San Francisco recently, you may have noticed a fleet of white Jaguar SUVs with spinning gadgetry on top and lots of other tech sticking off the back and sides. If you pull up next to one of these, you might notice that even though a person is sitting in the driver’s seat, they aren’t really controlling the car.\u003c/p>\n\u003cp>These are self-driving cars — or autonomous vehicles, as they are known more formally — from a company called Waymo.\u003c/p>\n\u003cp>Bay Curious listener Lenore Kenny says she’s noticed a lot more of these on San Francisco streets than she used to see. She’s wondering, why are there so many? And what are they doing?\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Lenore’s right: There are more autonomous vehicles, or AVs, on our roads. More than 1,400 are registered in California, up from 900 last November, according to the DMV. But San Francisco alone has more than 400,000 registered vehicles; the number of AVs is small by comparison. Still, in some parts of the city, you can count on seeing AVs every few minutes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Waymo is not the only culprit. Nine AV companies are testing driverless tech in California right now, according to the California Public Utilities Commission. Companies like Cruise, Argo AI and Zoox are competing to crack the automated vehicle market.\u003c/p>\n\u003cp>Lenore wants to know why more cars are on the road than before. The short answer is that companies developing AVs need data — lots of data — to ensure the cars can handle any driving situation. And, as anybody who has driven in San Francisco can attest, there’s a lot to think about when driving here.\u003c/p>\n\u003cp>“San Francisco is an incredibly diverse driving environment,” says Sam Kansara, senior product manager for Waymo, which is owned by Google’s parent company, Alphabet. “Part of our increase in presence in San Francisco is about making sure our software and technology can perform well in all of those different environments.”\u003c/p>\n\u003cp>The AV experiment uses the idea of machine learning. \u003ca href=\"https://www.bu.edu/articles/2021/self-taught-self-driving-cars/\">Engineers created an algorithm that continues to get better as the test vehicles collect data.\u003c/a> The car “learns” from its experiences driving, building new scenarios into its algorithm and making it more reliable and safer over time. The more miles the cars drive, the more data they collect.\u003c/p>\n\u003cp>“The key of the algorithms is that in order to be efficient, they need to have a pretty big database of learning examples,” says Alexandre Bayen, director of the \u003ca href=\"https://its.berkeley.edu/\">UC Berkeley Institute of Transportation Studies\u003c/a>. “That’s why you see so many of them collecting that data right now, because we’re not there yet.”\u003c/p>\n\u003cp>It has been a long road to development for autonomous vehicles. They are certainly more visible on streets today, but AVs have been on California’s roads in one form or another for almost 30 years, beginning in 1997 in San Diego. The HOV lanes on I-15 were closed during the day, which allowed scientists and research engineers like Steven Shladover from \u003ca href=\"https://path.berkeley.edu/\">UC Berkeley’s California Partners for Advanced Transportation Technology program\u003c/a> to run vehicles for “a big public demonstration.” Until then testing had taken place primarily on test tracks.\u003c/p>\n\u003cp>The technology has evolved from those early years and spawned things like adaptive cruise control — available on many modern automobiles — to cars that can drive themselves.\u003c/p>\n\u003ch3>Are autonomous vehicles safe?\u003c/h3>\n\u003cp>At this point, companies and scientists have been testing AVs on California streets since the 1990s, always with a human operator in the car in case of emergencies. But cars can be deadly, so regulators are being cautious about approving AVs in their current state.\u003c/p>\n\u003cp>“They’re going to have to have some minimum standards set so that riders who aren’t specialists in this field can be given some reassurance that this is actually a safe system,” says Shladover. He wouldn’t name specific brands but cautioned, “some of the companies that work in this space don’t know what they’re doing.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The California DMV says \u003ca href=\"https://www.dmv.ca.gov/portal/vehicle-industry-services/autonomous-vehicles/california-autonomous-vehicle-regulations/\">a variety of safety protocols are in place\u003c/a> and bad actors can lose their permits to operate. But Shladover cautions, “The state cannot ensure the safety of the automated driving systems entirely by themselves.” He says it will take cooperation between the federal government and the state government to make AVs truly safe. “They will need federal safety regulations to complement the state regulations in areas that the state does not have the authority or the expertise to regulate,” he says.\u003c/p>\n\u003cp>As the software algorithms improve, safety should improve along with it. Still, the rollout likely will remain a gradual process, with certain types of vehicles allowed to operate in certain areas under certain conditions and at certain times of day. If AVs are going to truly become a viable transportation option, they’ll need to be able to drive everywhere, on any type of road, in many weather conditions.\u003c/p>\n\u003cp>“That means not only driving here in the Bay Area, but driving up to Tahoe,” says Shladover, “driving up to Yosemite, the rural roads in central California, going through the Bay Bridge toll plaza around sunset when the sun is shining straight in your eyes.” All of these scenarios need to be accounted for, for a driverless vehicle to drive solo.\u003c/p>\n\u003cp>When could we see driverless AVs on the road all around us, safely ferrying zoned-out passengers to their destinations? Estimates vary, with regulatory agencies like the CPUC and DMV, as well as the AV companies themselves, apprehensive to discuss concrete timelines. Meanwhile, observing experts, like Shladover, say we have a long way to go.\u003c/p>\n\u003cp>When pressed for a date, he says 2075, but adds his gut answer: “Probably never.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "anthony-levandowski-google-waymo-uber-pronto-cross-country-drive",
"title": "Anthony Levandowski: 'Going All the Way' and the Lessons of Real Mistakes",
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"headTitle": "Anthony Levandowski: ‘Going All the Way’ and the Lessons of Real Mistakes | KQED",
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"content": "\u003cp>[dropcap]S[/dropcap]peeding is the least of Anthony Levandowski’s troubles. We’ll get to that in a minute.\u003c/p>\n\u003cp>Levandowski is the former \u003ca href=\"https://www.newyorker.com/magazine/2013/11/25/auto-correct\" target=\"_blank\" rel=\"noopener\">star Google engineer\u003c/a> who left the company’s self-driving car program to launch \u003ca href=\"https://www.theverge.com/2016/10/25/13381246/otto-self-driving-truck-budweiser-first-shipment-uber\" target=\"_blank\" rel=\"noopener\">a self-driving truck startup\u003c/a> which was, in very short order, \u003ca href=\"https://www.uber.com/newsroom/rethinking-transportation-2\" target=\"_blank\" rel=\"noopener\">acquired by Uber\u003c/a> for $680 million.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If it is your job to advance technology, safety cannot be your No. 1 concern. If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.’\u003ccite>Anthony Levandowski\u003c/cite>\u003c/aside>\n\u003cp>The engineer’s move from one of the world’s most powerful companies to one determined to dominate the field of transportation triggered a chain of ugly consequences: Google’s Waymo autonomous vehicle unit, alleging that Levandowski had absconded with digital files key to the company’s technology, sued Uber for stealing trade secrets; Uber fired Levandowski before settling the case; and now, a federal grand jury \u003ca href=\"https://www.kqed.org/news/11770294/ex-google-engineer-charged-in-uber-self-driving-theft-case\" target=\"_blank\" rel=\"noopener\">has indicted\u003c/a> Levandowski on criminal charges of stealing Google’s secrets.\u003c/p>\n\u003cp>Levandowski, due back in court as early as Wednesday, has pleaded not guilty. His lawyers have assured the world he will beat the rap.\u003c/p>\n\u003cp>But what if he can’t find his way past the fix he’s in, one that could lead to prison time, millions of dollars in financial penalties and loss of his sizable fortune?\u003c/p>\n\u003cp>In a way, Levandowski seems to have anticipated the question in interviews and in less direct pronouncements. Mistakes — even big mistakes — are part of the price of technological progress. You just keep going.\u003c/p>\n\u003cp>[dropcap]R[/dropcap]eporter Charles Duhigg, in \u003ca href=\"https://www.newyorker.com/magazine/2018/10/22/did-uber-steal-googles-intellectual-property\" target=\"_blank\" rel=\"noopener\">a piece for The New Yorker\u003c/a> last year, examined Levandowski’s career and the Google/Waymo trade secrets lawsuit against Uber.\u003c/p>\n\u003cp>The story portrays Levandowski as an iconoclast and out-on-the-edge risk-taker, just the type that Google leadership was looking for to take on the challenge of building its self-driving vehicle program.\u003c/p>\n\u003cp>“If it is your job to advance technology, safety cannot be your No. 1 concern,” Levandowski says in the article. “If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.”\u003c/p>\n\u003cp>As an example of that attitude at work, Duhigg relates a story in which Levandowski is said to have been at the wheel of a self-driving Google vehicle involved in a near-crash with another car. The second car spun out and ended up in a freeway median, Duhigg writes, and Levandowski’s passenger suffered a serious back injury.\u003c/p>\n\u003cp>“Levandowski, rather than being cowed by the incident, later defended it as an invaluable source of data, an opportunity to learn how to avoid similar mistakes,” Duhigg reports. “He sent colleagues an email with video of the near-collision. Its subject line was ‘Prius vs. Camry.’ ”\u003c/p>\n\u003cp>Levandowski, who launched several startups before and during his tenure at Google, left the company in early 2016 and started Otto, which focused on self-driving technology for the long-haul trucking industry. Uber \u003ca href=\"https://techcrunch.com/2016/08/18/uber-acquires-otto-to-lead-ubers-self-driving-car-effort-report-says/\" target=\"_blank\" rel=\"noopener\">bought the company\u003c/a> months later, and the newly acquired firm made a splash in October 2016 with the announcement that its technology had enabled a self-driving semi loaded with beer to \u003ca href=\"https://www.kqed.org/news/11146649/beer-run-self-driving-truck-goes-120-plus-miles-on-colorado-delivery\" target=\"_blank\" rel=\"noopener\">safely navigate\u003c/a> a 120-mile route on Interstate 25 in Colorado.\u003c/p>\n\u003cp>Then came the Google/Waymo lawsuit, Uber’s dismissal of Levandowski and last week’s criminal charges.\u003c/p>\n\u003cp>[dropcap]B[/dropcap]ut sometime between the day in 2017 when Uber fired him and the day he appeared in San Jose federal court to enter a plea of not guilty, Levandowski took a long drive. The journey was a first of sorts, and under other circumstances, it might have drawn more attention.\u003c/p>\n\u003cp>Last October, almost exactly two years after Otto’s highly publicized \u003ca href=\"https://www.wired.com/2016/10/ubers-self-driving-truck-makes-first-delivery-50000-beers/\" target=\"_blank\" rel=\"noopener\">Colorado beer run\u003c/a>, Levandowski climbed into the driver’s seat of a Toyota Prius in San Francisco, headed north across the Golden Gate Bridge, then kept going all the way across the country, ending at New York City’s George Washington Bridge less than four days later.\u003c/p>\n\u003cp>It wasn’t an all-time speed record, and it wasn’t the first time someone made a mind-numbing cross-country drive.\u003c/p>\n\u003cp>The unique part of the trip, which wasn’t disclosed until December, was that Levandowski’s vehicle was outfitted with advanced driver-assist technology developed by his latest startup, \u003ca href=\"https://pronto.ai/\" target=\"_blank\" rel=\"noopener\">Pronto\u003c/a>. Levandowski and the company say the vehicle made the entire trip “without any human intervention,” save for refueling and rest breaks. The trip, \u003ca href=\"https://medium.com/pronto-ai/pronto-means-ready-e885bc8ec9e9\" target=\"_blank\" rel=\"noopener\">Levandowski explained\u003c/a>, was part of realizing “my life’s passion to make the life-saving potential of autonomous vehicles a reality.”\u003c/p>\n\u003cp>Pronto, which like Levandowski’s Otto is marketing a self-driving system for the trucking industry, published \u003ca href=\"https://vimeo.com/306969319\" target=\"_blank\" rel=\"noopener\">a time-lapse video\u003c/a> of the trip. After downloading it and watching it frame by frame, a few interesting patterns emerge:\u003c/p>\n\u003cp>\u003cstrong>The Pronto system, or at least the version used for Levandowski’s drive, has a lead foot.\u003c/strong>\u003c/p>\n\u003cp>As Levandowski sets out across the Golden Gate Bridge, which has a highly publicized 45 mph speed limit due to a history of deadly crashes, his vehicle quickly accelerates to 55 mph.\u003c/p>\n\u003cp>Alan Dunton, a Pronto spokesman, said in an email last week “the vehicle’s speed was set by the system and was based on the surrounding traffic flow and posted speed limit, among other things using Pronto’s proprietary technology.”On the Golden Gate Bridge, he said in essence, that by exceeding the speed limit by 10 mph, the car’s software was just keeping up with faster traffic and trying to stay safe and legal. Dunton points out the video shows Levandowski’s Prius is passed repeatedly by faster traffic in the three northbound lanes.\u003c/p>\n\u003cp>“If they were going 10 mph slower, they would have impeded traffic, which is against California’s basic speed law,” Dunton said.\u003c/p>\n\u003cp>Does that argument hold water with the California Highway Patrol, responsible for enforcing the speed limit on the bridge?\u003c/p>\n\u003cp>“No. Absolutely not,” said CHP Officer Andrew Barclay, with the CHP’s Marin County unit. “They could be pulled over for speeding at that point.”\u003c/p>\n\u003cp>Barclay said the state’s “\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=VEH§ionNum=22350\" target=\"_blank\" rel=\"noopener\">basic speed law\u003c/a>” — “no person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property” — would not apply in the situation Dunton described.\u003c/p>\n\u003cp>Dunton didn’t address the numerous other occasions the Prius is seen speeding as it crossed the country, except to say “they generally drove with the flow of traffic.”\u003c/p>\n\u003cp>\u003cstrong>Pronto — Italian for “road boulder”?\u003c/strong>\u003c/p>\n\u003cp>The company’s video shows Levandowski and his Prius hanging out in the left lane, aka the “fast” lane, for inordinately long stretches.\u003c/p>\n\u003cp>For instance, at mile 151 of the trip, on Interstate 80 near the Sierra foothills town of Colfax, the vehicle takes to the left lane. And stays there. And stays there. And stays there. All the way across the mountains, through Reno and well beyond, even as faster vehicles pass on the right. The car finally returns to the right lane just east of the town of Fernley.\u003c/p>\n\u003cp>Asked about why the Pronto system didn’t return the vehicle to the right lane to allow passing, as courtesy and the vehicle code would dictate, spokesman Dunton explained that the software was set to avoid possible conflicts with traffic entering the roadway from the right.\u003c/p>\n\u003cp>“For the purposes of this early demo, (the team) wanted to maximize the chances of achieving this amazing milestone and therefore decided to have the car drive in left lane for a significant portion of the trip to reduce the number of merges with traffic,” Dunton said.Why reduce the number of merges? Read on.\u003c/p>\n\u003cp>\u003cstrong>Houston, we have a problem. With merging.\u003c/strong>\u003c/p>\n\u003cp>Last December, after announcing Pronto’s successful cross-country road trip, Levandowski took The Guardian’s Mark Harris for \u003ca href=\"https://www.theguardian.com/technology/2018/dec/18/controversial-engineer-i-travelled-over-3000-miles-in-a-self-driving-car\" target=\"_blank\" rel=\"noopener\">a 48-mile ride-along\u003c/a>. Harris said the system performed “safely and competently,” though Levandowski was forced to take control of the self-driving Prius at one point because it “failed to merge into busy traffic.”\u003c/p>\n\u003cp>What can go wrong in a merge?\u003c/p>\n\u003cp>The Pronto video, brief as it is, shows one harrowing example, a little more than 40 minutes into the trip, as Levandowski and his Prius attempt to merge onto eastbound Interstate 80 off of Highway 37 in Vallejo.\u003c/p>\n\u003cp>As the Prius heads up the ramp – and up a moderately steep grade where entering vehicles are required to merge left as the number of freeway lanes is reduced gradually from six to four – the vehicle briefly accelerates to 72 mph. However, the Prius remains in the far right lane to the point where it ends and the vehicle is forced to move to the left. By that time, the vehicle is rapidly overtaking a much-slower-moving dump truck.\u003c/p>\n\u003cp>One imagines this was an “oh, shit” moment for Levandowski, who was at the outset of a 3,100-mile trip in which he hoped not to touch the vehicle’s controls except when he needed to gas up, pee or sleep.\u003c/p>\n\u003cp>What the car did, apparently with no input from him, was brake dramatically on the freeway – slowing to just 17 mph, according to the video – to avoid rear-ending the truck. The video doesn’t show whether there was traffic immediately behind the Prius or whether other vehicles were also required to slow down. Eventually, the merge was completed and the Prius went on its way.\u003c/p>\n\u003cp>[dropcap]B[/dropcap]eyond depicting the apparently successful road trip, the Pronto video carries another message that may be relevant to Levandowski’s current situation and his attitude toward it.\u003c/p>\n\u003cp>The message comes in the video’s sonorous voiceover. An unidentified, uncredited voice intones words identified at the end only as “poetry by Charles Bukowski.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"vimeo-player\" src=\"https://player.vimeo.com/video/306969319\" width=\"800\" height=\"450\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>In fact, the audio of the reading is borrowed from \u003ca href=\"https://www.youtube.com/user/SpokenVerse\" target=\"_blank\" rel=\"noopener\">Tom O’Bedlam\u003c/a>, a sort of YouTube \u003ca href=\"https://www.rogerebert.com/rogers-journal/youtube-and-the-cinnamon-peeler\" target=\"_blank\" rel=\"noopener\">cult figure\u003c/a> known for his taste in verse and his memorable reading style.\u003c/p>\n\u003cp>The “poetry by Charles Bukowski” is a mash-up of two well-known pieces, “\u003ca href=\"https://thebestamericanpoetry.typepad.com/the_best_american_poetry/2008/11/the-laughing-he.html\" target=\"_blank\" rel=\"noopener\">The Laughing Heart\u003c/a>” and “\u003ca href=\"https://wordsfortheyear.com/2014/04/08/roll-the-dice/\" target=\"_blank\" rel=\"noopener\">Roll the Dice\u003c/a>,” by the late Los Angeles poet. Both poems speak of the necessity of seizing the day and making one’s life count for something. The latter piece, too, talks about pursuing dreams regardless of the cost.\u003c/p>\n\u003cp>We’re guessing the poetry was chosen and hacked together because of the line “if you’re going to try, go all the way” — you know, like the Prius in the video as it completes its cross-country ramble in the unromantic morass of a morning commute into New York City.\u003c/p>\n\u003cp>But the lines that get your attention, read in funereal tones over video images of Levandowski’s vehicle racing across the United States in frantically sped-up motion, are a little farther down:\u003c/p>\n\u003cp>“… go all the way.\u003cbr>\nthis could mean losing girlfriends,\u003cbr>\nwives, relatives, jobs and\u003cbr>\nmaybe your mind.\u003cbr>\ngo all the way.\u003cbr>\nit could mean not eating for 3 or 4 days.\u003cbr>\nit could mean freezing on a\u003cbr>\npark bench.\u003cbr>\nit could mean jail,\u003cbr>\nit could mean derision,\u003cbr>\nmockery,\u003cbr>\nisolation. …”\u003c/p>\n\u003cp>Really? Jail? Homelessness? This vision of building a self-driving vehicle could mean losing your family, livelihood, sanity and freedom?\u003c/p>\n\u003cp>You wonder if that’s where Anthony Levandowski really saw his career and life heading.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The former Google and Uber autonomous vehicle engineer, now facing criminal charges for alleged theft of trade secrets, had a history of pushing limits. He even taught a car to speed. ",
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"title": "Anthony Levandowski: 'Going All the Way' and the Lessons of Real Mistakes | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">S\u003c/span>\u003c/p>\u003cp>peeding is the least of Anthony Levandowski’s troubles. We’ll get to that in a minute.\u003c/p>\n\u003cp>Levandowski is the former \u003ca href=\"https://www.newyorker.com/magazine/2013/11/25/auto-correct\" target=\"_blank\" rel=\"noopener\">star Google engineer\u003c/a> who left the company’s self-driving car program to launch \u003ca href=\"https://www.theverge.com/2016/10/25/13381246/otto-self-driving-truck-budweiser-first-shipment-uber\" target=\"_blank\" rel=\"noopener\">a self-driving truck startup\u003c/a> which was, in very short order, \u003ca href=\"https://www.uber.com/newsroom/rethinking-transportation-2\" target=\"_blank\" rel=\"noopener\">acquired by Uber\u003c/a> for $680 million.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If it is your job to advance technology, safety cannot be your No. 1 concern. If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.’\u003ccite>Anthony Levandowski\u003c/cite>\u003c/aside>\n\u003cp>The engineer’s move from one of the world’s most powerful companies to one determined to dominate the field of transportation triggered a chain of ugly consequences: Google’s Waymo autonomous vehicle unit, alleging that Levandowski had absconded with digital files key to the company’s technology, sued Uber for stealing trade secrets; Uber fired Levandowski before settling the case; and now, a federal grand jury \u003ca href=\"https://www.kqed.org/news/11770294/ex-google-engineer-charged-in-uber-self-driving-theft-case\" target=\"_blank\" rel=\"noopener\">has indicted\u003c/a> Levandowski on criminal charges of stealing Google’s secrets.\u003c/p>\n\u003cp>Levandowski, due back in court as early as Wednesday, has pleaded not guilty. His lawyers have assured the world he will beat the rap.\u003c/p>\n\u003cp>But what if he can’t find his way past the fix he’s in, one that could lead to prison time, millions of dollars in financial penalties and loss of his sizable fortune?\u003c/p>\n\u003cp>In a way, Levandowski seems to have anticipated the question in interviews and in less direct pronouncements. Mistakes — even big mistakes — are part of the price of technological progress. You just keep going.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">R\u003c/span>\u003c/p>\u003cp>eporter Charles Duhigg, in \u003ca href=\"https://www.newyorker.com/magazine/2018/10/22/did-uber-steal-googles-intellectual-property\" target=\"_blank\" rel=\"noopener\">a piece for The New Yorker\u003c/a> last year, examined Levandowski’s career and the Google/Waymo trade secrets lawsuit against Uber.\u003c/p>\n\u003cp>The story portrays Levandowski as an iconoclast and out-on-the-edge risk-taker, just the type that Google leadership was looking for to take on the challenge of building its self-driving vehicle program.\u003c/p>\n\u003cp>“If it is your job to advance technology, safety cannot be your No. 1 concern,” Levandowski says in the article. “If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.”\u003c/p>\n\u003cp>As an example of that attitude at work, Duhigg relates a story in which Levandowski is said to have been at the wheel of a self-driving Google vehicle involved in a near-crash with another car. The second car spun out and ended up in a freeway median, Duhigg writes, and Levandowski’s passenger suffered a serious back injury.\u003c/p>\n\u003cp>“Levandowski, rather than being cowed by the incident, later defended it as an invaluable source of data, an opportunity to learn how to avoid similar mistakes,” Duhigg reports. “He sent colleagues an email with video of the near-collision. Its subject line was ‘Prius vs. Camry.’ ”\u003c/p>\n\u003cp>Levandowski, who launched several startups before and during his tenure at Google, left the company in early 2016 and started Otto, which focused on self-driving technology for the long-haul trucking industry. Uber \u003ca href=\"https://techcrunch.com/2016/08/18/uber-acquires-otto-to-lead-ubers-self-driving-car-effort-report-says/\" target=\"_blank\" rel=\"noopener\">bought the company\u003c/a> months later, and the newly acquired firm made a splash in October 2016 with the announcement that its technology had enabled a self-driving semi loaded with beer to \u003ca href=\"https://www.kqed.org/news/11146649/beer-run-self-driving-truck-goes-120-plus-miles-on-colorado-delivery\" target=\"_blank\" rel=\"noopener\">safely navigate\u003c/a> a 120-mile route on Interstate 25 in Colorado.\u003c/p>\n\u003cp>Then came the Google/Waymo lawsuit, Uber’s dismissal of Levandowski and last week’s criminal charges.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">B\u003c/span>\u003c/p>\u003cp>ut sometime between the day in 2017 when Uber fired him and the day he appeared in San Jose federal court to enter a plea of not guilty, Levandowski took a long drive. The journey was a first of sorts, and under other circumstances, it might have drawn more attention.\u003c/p>\n\u003cp>Last October, almost exactly two years after Otto’s highly publicized \u003ca href=\"https://www.wired.com/2016/10/ubers-self-driving-truck-makes-first-delivery-50000-beers/\" target=\"_blank\" rel=\"noopener\">Colorado beer run\u003c/a>, Levandowski climbed into the driver’s seat of a Toyota Prius in San Francisco, headed north across the Golden Gate Bridge, then kept going all the way across the country, ending at New York City’s George Washington Bridge less than four days later.\u003c/p>\n\u003cp>It wasn’t an all-time speed record, and it wasn’t the first time someone made a mind-numbing cross-country drive.\u003c/p>\n\u003cp>The unique part of the trip, which wasn’t disclosed until December, was that Levandowski’s vehicle was outfitted with advanced driver-assist technology developed by his latest startup, \u003ca href=\"https://pronto.ai/\" target=\"_blank\" rel=\"noopener\">Pronto\u003c/a>. Levandowski and the company say the vehicle made the entire trip “without any human intervention,” save for refueling and rest breaks. The trip, \u003ca href=\"https://medium.com/pronto-ai/pronto-means-ready-e885bc8ec9e9\" target=\"_blank\" rel=\"noopener\">Levandowski explained\u003c/a>, was part of realizing “my life’s passion to make the life-saving potential of autonomous vehicles a reality.”\u003c/p>\n\u003cp>Pronto, which like Levandowski’s Otto is marketing a self-driving system for the trucking industry, published \u003ca href=\"https://vimeo.com/306969319\" target=\"_blank\" rel=\"noopener\">a time-lapse video\u003c/a> of the trip. After downloading it and watching it frame by frame, a few interesting patterns emerge:\u003c/p>\n\u003cp>\u003cstrong>The Pronto system, or at least the version used for Levandowski’s drive, has a lead foot.\u003c/strong>\u003c/p>\n\u003cp>As Levandowski sets out across the Golden Gate Bridge, which has a highly publicized 45 mph speed limit due to a history of deadly crashes, his vehicle quickly accelerates to 55 mph.\u003c/p>\n\u003cp>Alan Dunton, a Pronto spokesman, said in an email last week “the vehicle’s speed was set by the system and was based on the surrounding traffic flow and posted speed limit, among other things using Pronto’s proprietary technology.”On the Golden Gate Bridge, he said in essence, that by exceeding the speed limit by 10 mph, the car’s software was just keeping up with faster traffic and trying to stay safe and legal. Dunton points out the video shows Levandowski’s Prius is passed repeatedly by faster traffic in the three northbound lanes.\u003c/p>\n\u003cp>“If they were going 10 mph slower, they would have impeded traffic, which is against California’s basic speed law,” Dunton said.\u003c/p>\n\u003cp>Does that argument hold water with the California Highway Patrol, responsible for enforcing the speed limit on the bridge?\u003c/p>\n\u003cp>“No. Absolutely not,” said CHP Officer Andrew Barclay, with the CHP’s Marin County unit. “They could be pulled over for speeding at that point.”\u003c/p>\n\u003cp>Barclay said the state’s “\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=VEH§ionNum=22350\" target=\"_blank\" rel=\"noopener\">basic speed law\u003c/a>” — “no person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property” — would not apply in the situation Dunton described.\u003c/p>\n\u003cp>Dunton didn’t address the numerous other occasions the Prius is seen speeding as it crossed the country, except to say “they generally drove with the flow of traffic.”\u003c/p>\n\u003cp>\u003cstrong>Pronto — Italian for “road boulder”?\u003c/strong>\u003c/p>\n\u003cp>The company’s video shows Levandowski and his Prius hanging out in the left lane, aka the “fast” lane, for inordinately long stretches.\u003c/p>\n\u003cp>For instance, at mile 151 of the trip, on Interstate 80 near the Sierra foothills town of Colfax, the vehicle takes to the left lane. And stays there. And stays there. And stays there. All the way across the mountains, through Reno and well beyond, even as faster vehicles pass on the right. The car finally returns to the right lane just east of the town of Fernley.\u003c/p>\n\u003cp>Asked about why the Pronto system didn’t return the vehicle to the right lane to allow passing, as courtesy and the vehicle code would dictate, spokesman Dunton explained that the software was set to avoid possible conflicts with traffic entering the roadway from the right.\u003c/p>\n\u003cp>“For the purposes of this early demo, (the team) wanted to maximize the chances of achieving this amazing milestone and therefore decided to have the car drive in left lane for a significant portion of the trip to reduce the number of merges with traffic,” Dunton said.Why reduce the number of merges? Read on.\u003c/p>\n\u003cp>\u003cstrong>Houston, we have a problem. With merging.\u003c/strong>\u003c/p>\n\u003cp>Last December, after announcing Pronto’s successful cross-country road trip, Levandowski took The Guardian’s Mark Harris for \u003ca href=\"https://www.theguardian.com/technology/2018/dec/18/controversial-engineer-i-travelled-over-3000-miles-in-a-self-driving-car\" target=\"_blank\" rel=\"noopener\">a 48-mile ride-along\u003c/a>. Harris said the system performed “safely and competently,” though Levandowski was forced to take control of the self-driving Prius at one point because it “failed to merge into busy traffic.”\u003c/p>\n\u003cp>What can go wrong in a merge?\u003c/p>\n\u003cp>The Pronto video, brief as it is, shows one harrowing example, a little more than 40 minutes into the trip, as Levandowski and his Prius attempt to merge onto eastbound Interstate 80 off of Highway 37 in Vallejo.\u003c/p>\n\u003cp>As the Prius heads up the ramp – and up a moderately steep grade where entering vehicles are required to merge left as the number of freeway lanes is reduced gradually from six to four – the vehicle briefly accelerates to 72 mph. However, the Prius remains in the far right lane to the point where it ends and the vehicle is forced to move to the left. By that time, the vehicle is rapidly overtaking a much-slower-moving dump truck.\u003c/p>\n\u003cp>One imagines this was an “oh, shit” moment for Levandowski, who was at the outset of a 3,100-mile trip in which he hoped not to touch the vehicle’s controls except when he needed to gas up, pee or sleep.\u003c/p>\n\u003cp>What the car did, apparently with no input from him, was brake dramatically on the freeway – slowing to just 17 mph, according to the video – to avoid rear-ending the truck. The video doesn’t show whether there was traffic immediately behind the Prius or whether other vehicles were also required to slow down. Eventually, the merge was completed and the Prius went on its way.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">B\u003c/span>\u003c/p>\u003cp>eyond depicting the apparently successful road trip, the Pronto video carries another message that may be relevant to Levandowski’s current situation and his attitude toward it.\u003c/p>\n\u003cp>The message comes in the video’s sonorous voiceover. An unidentified, uncredited voice intones words identified at the end only as “poetry by Charles Bukowski.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"vimeo-player\" src=\"https://player.vimeo.com/video/306969319\" width=\"800\" height=\"450\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>In fact, the audio of the reading is borrowed from \u003ca href=\"https://www.youtube.com/user/SpokenVerse\" target=\"_blank\" rel=\"noopener\">Tom O’Bedlam\u003c/a>, a sort of YouTube \u003ca href=\"https://www.rogerebert.com/rogers-journal/youtube-and-the-cinnamon-peeler\" target=\"_blank\" rel=\"noopener\">cult figure\u003c/a> known for his taste in verse and his memorable reading style.\u003c/p>\n\u003cp>The “poetry by Charles Bukowski” is a mash-up of two well-known pieces, “\u003ca href=\"https://thebestamericanpoetry.typepad.com/the_best_american_poetry/2008/11/the-laughing-he.html\" target=\"_blank\" rel=\"noopener\">The Laughing Heart\u003c/a>” and “\u003ca href=\"https://wordsfortheyear.com/2014/04/08/roll-the-dice/\" target=\"_blank\" rel=\"noopener\">Roll the Dice\u003c/a>,” by the late Los Angeles poet. Both poems speak of the necessity of seizing the day and making one’s life count for something. The latter piece, too, talks about pursuing dreams regardless of the cost.\u003c/p>\n\u003cp>We’re guessing the poetry was chosen and hacked together because of the line “if you’re going to try, go all the way” — you know, like the Prius in the video as it completes its cross-country ramble in the unromantic morass of a morning commute into New York City.\u003c/p>\n\u003cp>But the lines that get your attention, read in funereal tones over video images of Levandowski’s vehicle racing across the United States in frantically sped-up motion, are a little farther down:\u003c/p>\n\u003cp>“… go all the way.\u003cbr>\nthis could mean losing girlfriends,\u003cbr>\nwives, relatives, jobs and\u003cbr>\nmaybe your mind.\u003cbr>\ngo all the way.\u003cbr>\nit could mean not eating for 3 or 4 days.\u003cbr>\nit could mean freezing on a\u003cbr>\npark bench.\u003cbr>\nit could mean jail,\u003cbr>\nit could mean derision,\u003cbr>\nmockery,\u003cbr>\nisolation. …”\u003c/p>\n\u003cp>Really? Jail? Homelessness? This vision of building a self-driving vehicle could mean losing your family, livelihood, sanity and freedom?\u003c/p>\n\u003cp>You wonder if that’s where Anthony Levandowski really saw his career and life heading.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Ex-Google Engineer Charged in Uber Self-Driving Theft Case",
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"content": "\u003cp>A former Google engineer was charged Tuesday with stealing self-driving car technology from the company shortly before he joined Uber’s efforts to catch up in the high-stakes race to build robotic vehicles.\u003c/p>\n\u003cp>The indictment filed by the U.S. attorney’s office in San Jose is an offshoot of a lawsuit filed in 2017 by Waymo, a self-driving car pioneer spun off from Google. Uber agreed to \u003ca href=\"https://www.kqed.org/news/11649025/uber-googles-waymo-settle-case-over-trade-secrets-for-self-driving-cars\" target=\"_blank\" rel=\"noopener\">settle the case for $245 million last year\u003c/a>, but the presiding judge made an unusual recommendation to open a criminal probe after seeing enough evidence to conclude a theft may have occurred.\u003c/p>\n\u003cp>Uber considered having self-driving technology crucial to survive and counter potential competitive threats from Waymo and dozens of other companies working on robotic vehicles. Uber wants to build self-driving cars so it can eliminate the need to have a human behind the wheel, one of the biggest expenses in its still-unprofitable ride-hailing service.\u003c/p>\n\u003cp>Anthony Levandowski, a pioneer in robotic vehicles, was charged with 33 counts of trade secrets theft. Each count carries a penalty of up to 10 years in prison and a $250,000 fine, or $8.25 million if convicted of all counts.\u003c/p>\n\u003cp>Miles Ehrlich, one of Levandowski’s attorneys, maintained his innocence in a statement read outside the courthouse.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“He didn’t steal anything, from anyone,” Ehrlich said. “This case rehashes claims already discredited in a civil case that settled more than a year.”\u003c/p>\n\u003cp>Prosecutors say the probe is ongoing, but they wouldn’t say whether Uber and former CEO Travis Kalanick are targets. Prosecutors say Google, Waymo and Uber cooperated in the investigation. Uber issued a statement Tuesday promising to continue to cooperate.\u003c/p>\n\u003cp>Although Tuesday’s indictment didn’t charge Uber, it’s a stain for a company that has been trying to recover from a series of scandals since jettisoning Kalanick two years ago. Besides trying to reverse perceptions that it’s a technological thief, Uber has been dealing with fallout from its own acknowledgement of rampant sexual harassment, its use of software designed to dupe regulators and a yearlong cover-up of a hacking attack that stole the personal information of 57 million passengers and 600,000 drivers.\u003c/p>\n\u003cp>The case seems unlikely to endear Uber with investors already skeptical about the company’s ability to make money after piling up billions of dollars of losses. The lack of profits is the main reason the company’s stock has fallen about 25% below the price set during its much-ballyhooed initial public offering of stock in May. Nonetheless, Uber’s stock fell less than 1% after the announcement.\u003c/p>\n\u003cp>[aside postID='news_11331659,news_11459348,news_11647949' label='Related Coverage']\u003c/p>\n\u003cp>The FBI depicted its pursuit of the complex case as a sign of its commitment to protecting technology considered vital to the economy’s growth. “Silicon Valley is not the Wild West,” said John Bennett, the FBI agent in charge of the investigation.\u003c/p>\n\u003cp>Prosecutors say Levandowski turned himself in earlier Tuesday.\u003c/p>\n\u003cp>Levandowski was accused of stealing years of top-secret information, which prosecutors likened to the crown jewels of the Waymo spinoff. That included breakthroughs in lidar, a key piece of technology that enables self-driving cars to detect what’s around them.\u003c/p>\n\u003cp>During the Waymo trial, Kalanick conceded that Uber needed to develop self-driving cars if it hoped to maintain its early position as the world’s largest ride-hailing service. But he denied that he ever resorted to stealing technology from Google, whom he believed was an ally until he began to suspect the company intended to launch its own ride-hailing service consisting entirely of its robotic vehicles.\u003c/p>\n\u003cp>But Kalanick also testified that his push to build a fleet of self-driving cars for Uber led him to start wooing Levandowski in 2015 while he was still at Google. Levandowski left early the following year to devote his time to Otto, a self-driving truck company he started with another Google employee, Lior Ron, who also left. Uber bought Otto later in 2016 for $680 million.\u003c/p>\n\u003cp>Waymo, which spun off from Google in 2016, alleged that Levandowski downloaded 14,000 documents containing its trade secrets before he left for Otto.\u003c/p>\n\u003cp>Uber denied knowing anything about those documents, but eventually fired him after he repeatedly asserted his constitutional right against self-incrimination leading up to the trial.\u003c/p>\n\u003cp>Ehrlich’s statement Tuesday said Levandowski downloaded the documents as an authorized Google employee and never brought those files to Uber or any other company.\u003c/p>\n\u003cp>The whiff of potential wrongdoing in Waymo’s civil case became even more pungent following the disclosure of allegations by a former Uber security specialist, Richard Jacobs, that the company employed an espionage team to spy on Waymo and other rivals while creating ways to conceal any stolen technology.\u003c/p>\n\u003cp>Google also pursued a separate case against Levandowski in arbitration proceedings, which resulted in a panel ordering Levandowski to pay the company $127 million, according to disclosure made by Uber leading up to \u003ca href=\"https://www.kqed.org/news/11746290/ubers-stock-dips-in-early-trading-after-market-debut\" target=\"_blank\" rel=\"noopener\">its IPO\u003c/a>. Uber may be held liable for paying all or part of that as part of guarantees it made in its Otto acquisition, but believes it may be able to get out of those obligations.\u003c/p>\n\u003cp>After Levandowski left Uber, he started another self-driving startup called Pronto, which said Tuesday that he would no longer be its CEO as he defends himself against the charges.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story has been corrected to remove reference to secrets being sold to Uber.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A former Google engineer was charged Tuesday with stealing self-driving car technology from the company shortly before he joined Uber’s efforts to catch up in the high-stakes race to build robotic vehicles.\u003c/p>\n\u003cp>The indictment filed by the U.S. attorney’s office in San Jose is an offshoot of a lawsuit filed in 2017 by Waymo, a self-driving car pioneer spun off from Google. Uber agreed to \u003ca href=\"https://www.kqed.org/news/11649025/uber-googles-waymo-settle-case-over-trade-secrets-for-self-driving-cars\" target=\"_blank\" rel=\"noopener\">settle the case for $245 million last year\u003c/a>, but the presiding judge made an unusual recommendation to open a criminal probe after seeing enough evidence to conclude a theft may have occurred.\u003c/p>\n\u003cp>Uber considered having self-driving technology crucial to survive and counter potential competitive threats from Waymo and dozens of other companies working on robotic vehicles. Uber wants to build self-driving cars so it can eliminate the need to have a human behind the wheel, one of the biggest expenses in its still-unprofitable ride-hailing service.\u003c/p>\n\u003cp>Anthony Levandowski, a pioneer in robotic vehicles, was charged with 33 counts of trade secrets theft. Each count carries a penalty of up to 10 years in prison and a $250,000 fine, or $8.25 million if convicted of all counts.\u003c/p>\n\u003cp>Miles Ehrlich, one of Levandowski’s attorneys, maintained his innocence in a statement read outside the courthouse.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“He didn’t steal anything, from anyone,” Ehrlich said. “This case rehashes claims already discredited in a civil case that settled more than a year.”\u003c/p>\n\u003cp>Prosecutors say the probe is ongoing, but they wouldn’t say whether Uber and former CEO Travis Kalanick are targets. Prosecutors say Google, Waymo and Uber cooperated in the investigation. Uber issued a statement Tuesday promising to continue to cooperate.\u003c/p>\n\u003cp>Although Tuesday’s indictment didn’t charge Uber, it’s a stain for a company that has been trying to recover from a series of scandals since jettisoning Kalanick two years ago. Besides trying to reverse perceptions that it’s a technological thief, Uber has been dealing with fallout from its own acknowledgement of rampant sexual harassment, its use of software designed to dupe regulators and a yearlong cover-up of a hacking attack that stole the personal information of 57 million passengers and 600,000 drivers.\u003c/p>\n\u003cp>The case seems unlikely to endear Uber with investors already skeptical about the company’s ability to make money after piling up billions of dollars of losses. The lack of profits is the main reason the company’s stock has fallen about 25% below the price set during its much-ballyhooed initial public offering of stock in May. Nonetheless, Uber’s stock fell less than 1% after the announcement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The FBI depicted its pursuit of the complex case as a sign of its commitment to protecting technology considered vital to the economy’s growth. “Silicon Valley is not the Wild West,” said John Bennett, the FBI agent in charge of the investigation.\u003c/p>\n\u003cp>Prosecutors say Levandowski turned himself in earlier Tuesday.\u003c/p>\n\u003cp>Levandowski was accused of stealing years of top-secret information, which prosecutors likened to the crown jewels of the Waymo spinoff. That included breakthroughs in lidar, a key piece of technology that enables self-driving cars to detect what’s around them.\u003c/p>\n\u003cp>During the Waymo trial, Kalanick conceded that Uber needed to develop self-driving cars if it hoped to maintain its early position as the world’s largest ride-hailing service. But he denied that he ever resorted to stealing technology from Google, whom he believed was an ally until he began to suspect the company intended to launch its own ride-hailing service consisting entirely of its robotic vehicles.\u003c/p>\n\u003cp>But Kalanick also testified that his push to build a fleet of self-driving cars for Uber led him to start wooing Levandowski in 2015 while he was still at Google. Levandowski left early the following year to devote his time to Otto, a self-driving truck company he started with another Google employee, Lior Ron, who also left. Uber bought Otto later in 2016 for $680 million.\u003c/p>\n\u003cp>Waymo, which spun off from Google in 2016, alleged that Levandowski downloaded 14,000 documents containing its trade secrets before he left for Otto.\u003c/p>\n\u003cp>Uber denied knowing anything about those documents, but eventually fired him after he repeatedly asserted his constitutional right against self-incrimination leading up to the trial.\u003c/p>\n\u003cp>Ehrlich’s statement Tuesday said Levandowski downloaded the documents as an authorized Google employee and never brought those files to Uber or any other company.\u003c/p>\n\u003cp>The whiff of potential wrongdoing in Waymo’s civil case became even more pungent following the disclosure of allegations by a former Uber security specialist, Richard Jacobs, that the company employed an espionage team to spy on Waymo and other rivals while creating ways to conceal any stolen technology.\u003c/p>\n\u003cp>Google also pursued a separate case against Levandowski in arbitration proceedings, which resulted in a panel ordering Levandowski to pay the company $127 million, according to disclosure made by Uber leading up to \u003ca href=\"https://www.kqed.org/news/11746290/ubers-stock-dips-in-early-trading-after-market-debut\" target=\"_blank\" rel=\"noopener\">its IPO\u003c/a>. Uber may be held liable for paying all or part of that as part of guarantees it made in its Otto acquisition, but believes it may be able to get out of those obligations.\u003c/p>\n\u003cp>After Levandowski left Uber, he started another self-driving startup called Pronto, which said Tuesday that he would no longer be its CEO as he defends himself against the charges.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story has been corrected to remove reference to secrets being sold to Uber.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Not Criminally Liable in Death of Woman Hit by Self-Driving Car, Prosecutor Says",
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"content": "\u003cp>An Arizona prosecutor has determined that San Francisco-based Uber is not criminally liable in the death of a Tempe woman who was \u003ca href=\"https://www.kqed.org/news/11657306/police-release-video-of-fatal-crash-involving-uber-self-driving-car\" rel=\"noopener\" target=\"_blank\">struck by a self-driving test car\u003c/a> last year.\u003c/p>\n\u003cp>\"After a very thorough review of all the evidence presented, this Office has determined that there is no basis for criminal liability for the Uber corporation arising from this matter,\" the Yavapai County Attorney's Office wrote \u003ca href=\"https://assets.documentcloud.org/documents/5759641/UberCrashYavapaiRuling03052019.pdf\">in a letter\u003c/a> to the Maricopa County Attorney's Office. Tempe is in Maricopa County, but Yavapai County took the case due to a potential conflict of interest.\u003c/p>\n\u003cp>Elaine Herzberg, 49, was walking a bicycle across the road at night when she was fatally struck by a Volvo SUV outfitted with an Uber self-driving system in March 2018. The car had a human operator behind the wheel but was in computer control mode at the time of the crash. \u003c/p>\n\u003cp>[aside label=\"Self-Driving Cars\" tag=\"self-driving-cars\"]\u003c/p>\n\u003cp>In the six seconds before impact, the self-driving system classified the pedestrian as an unknown object, then as a vehicle, and then as a bicycle, \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18MH010-prelim.pdf\">a preliminary report\u003c/a> from the National Transportation Safety Board explained. While the system identified that an emergency braking maneuver was needed to mitigate a collision, the system was set up to not activate emergency braking when under computer control. \u003c/p>\n\u003cp>Instead, the car's system relied on the human operator to intervene as needed. \"The system is not designed to alert the operator,\" the report notes. The driver swerved less than a second before the crash and did not brake until after impact.\u003c/p>\n\u003cp>The \u003cem>Arizona Republic\u003c/em> \u003ca href=\"https://www.azcentral.com/story/news/local/tempe-breaking/2018/06/21/uber-self-driving-car-crash-tempe-police-elaine-herzberg/724344002/\">has reported\u003c/a> that the driver, 44-year-old Rafaela Vasquez, was streaming the television show \u003cem>The Voice\u003c/em> in the vehicle in the minutes before the crash. \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/21/595941015/police-in-arizona-release-dashcam-video-of-fatal-crash-involving-self-driving-ca\">Video from a camera inside the car\u003c/a> shows Vasquez looking down immediately before the crash, glancing up at the road from time to time.\u003c/p>\n\u003cp>Vasquez could face charges of manslaughter. The prosecutor's letter recommends expert analysis of the collision video that would show what the driver \"would or should have seen that night given the vehicle's speed, lighting conditions, and other relevant factors.\"\u003c/p>\n\u003cp>Uber, which declined to comment for this story, could still be sued in civil court and be forced to pay damages. The government could also potentially pursue criminal charges against managers or employees of Uber.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Herzberg's family \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/29/597850303/uber-reaches-settlement-with-family-of-arizona-woman-killed-by-driverless-car\">reached a settlement\u003c/a> with the company shortly after the crash. Her husband and daughter have also sued the city of Tempe, alleging that a brick pathway that crosses the landscaping was designed for people to cross at the accident site, the \u003cem>Republic\u003c/em> \u003ca href=\"https://www.azcentral.com/story/news/local/tempe/2019/03/05/no-criminal-charges-uber-fatal-tempe-crash-tempe-police-further-investigate-driver/3071369002/\">reports\u003c/a>. The city has since torn out the pathway.\u003c/p>\n\u003cp>Bryant Walker Smith, a University of South Carolina law professor whose research focuses on automated driving systems, suggests not reading too much into the prosecutor's letter.\u003c/p>\n\u003cp>\"It's not necessarily exculpatory — it doesn't exonerate Uber or put the company's conduct then or now beyond criticism,\" he writes in an email to NPR. \"And I'm not sure it tells us much about the criminal, much less civil, liability of automated driving developers in future incidents.\"\u003c/p>\n\u003cp>Smith says he hopes the NTSB's final report on the crash will illuminate more about the crash. \"And I would still like to see Uber publicly apologize and explain what specifically went wrong,\" he says. \"Companies should earn our trust in part by being candid about their failures as well as their successes.\" \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Not+Criminally+Liable+In+Death+Of+Woman+Hit+By+Self-Driving+Car%2C+Prosecutor+Says&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An Arizona prosecutor has determined that San Francisco-based Uber is not criminally liable in the death of a Tempe woman who was \u003ca href=\"https://www.kqed.org/news/11657306/police-release-video-of-fatal-crash-involving-uber-self-driving-car\" rel=\"noopener\" target=\"_blank\">struck by a self-driving test car\u003c/a> last year.\u003c/p>\n\u003cp>\"After a very thorough review of all the evidence presented, this Office has determined that there is no basis for criminal liability for the Uber corporation arising from this matter,\" the Yavapai County Attorney's Office wrote \u003ca href=\"https://assets.documentcloud.org/documents/5759641/UberCrashYavapaiRuling03052019.pdf\">in a letter\u003c/a> to the Maricopa County Attorney's Office. Tempe is in Maricopa County, but Yavapai County took the case due to a potential conflict of interest.\u003c/p>\n\u003cp>Elaine Herzberg, 49, was walking a bicycle across the road at night when she was fatally struck by a Volvo SUV outfitted with an Uber self-driving system in March 2018. The car had a human operator behind the wheel but was in computer control mode at the time of the crash. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the six seconds before impact, the self-driving system classified the pedestrian as an unknown object, then as a vehicle, and then as a bicycle, \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18MH010-prelim.pdf\">a preliminary report\u003c/a> from the National Transportation Safety Board explained. While the system identified that an emergency braking maneuver was needed to mitigate a collision, the system was set up to not activate emergency braking when under computer control. \u003c/p>\n\u003cp>Instead, the car's system relied on the human operator to intervene as needed. \"The system is not designed to alert the operator,\" the report notes. The driver swerved less than a second before the crash and did not brake until after impact.\u003c/p>\n\u003cp>The \u003cem>Arizona Republic\u003c/em> \u003ca href=\"https://www.azcentral.com/story/news/local/tempe-breaking/2018/06/21/uber-self-driving-car-crash-tempe-police-elaine-herzberg/724344002/\">has reported\u003c/a> that the driver, 44-year-old Rafaela Vasquez, was streaming the television show \u003cem>The Voice\u003c/em> in the vehicle in the minutes before the crash. \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/21/595941015/police-in-arizona-release-dashcam-video-of-fatal-crash-involving-self-driving-ca\">Video from a camera inside the car\u003c/a> shows Vasquez looking down immediately before the crash, glancing up at the road from time to time.\u003c/p>\n\u003cp>Vasquez could face charges of manslaughter. The prosecutor's letter recommends expert analysis of the collision video that would show what the driver \"would or should have seen that night given the vehicle's speed, lighting conditions, and other relevant factors.\"\u003c/p>\n\u003cp>Uber, which declined to comment for this story, could still be sued in civil court and be forced to pay damages. The government could also potentially pursue criminal charges against managers or employees of Uber.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Herzberg's family \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/29/597850303/uber-reaches-settlement-with-family-of-arizona-woman-killed-by-driverless-car\">reached a settlement\u003c/a> with the company shortly after the crash. Her husband and daughter have also sued the city of Tempe, alleging that a brick pathway that crosses the landscaping was designed for people to cross at the accident site, the \u003cem>Republic\u003c/em> \u003ca href=\"https://www.azcentral.com/story/news/local/tempe/2019/03/05/no-criminal-charges-uber-fatal-tempe-crash-tempe-police-further-investigate-driver/3071369002/\">reports\u003c/a>. The city has since torn out the pathway.\u003c/p>\n\u003cp>Bryant Walker Smith, a University of South Carolina law professor whose research focuses on automated driving systems, suggests not reading too much into the prosecutor's letter.\u003c/p>\n\u003cp>\"It's not necessarily exculpatory — it doesn't exonerate Uber or put the company's conduct then or now beyond criticism,\" he writes in an email to NPR. \"And I'm not sure it tells us much about the criminal, much less civil, liability of automated driving developers in future incidents.\"\u003c/p>\n\u003cp>Smith says he hopes the NTSB's final report on the crash will illuminate more about the crash. \"And I would still like to see Uber publicly apologize and explain what specifically went wrong,\" he says. \"Companies should earn our trust in part by being candid about their failures as well as their successes.\" \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Not+Criminally+Liable+In+Death+Of+Woman+Hit+By+Self-Driving+Car%2C+Prosecutor+Says&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "5 Reasons Why Self-Driving Cars Aren't Coming Anytime Soon",
"title": "5 Reasons Why Self-Driving Cars Aren't Coming Anytime Soon",
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"content": "\u003cp>In the world of autonomous vehicles, Pittsburgh and Silicon Valley are bustling hubs of development and testing. But ask those involved in self-driving vehicles when we might actually see them carrying passengers in every city, and you'll get an almost universal answer: Not anytime soon.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11723058/will-self-driving-cars-put-us-in-transportation-heaven-or-hell\">Will Self-Driving Cars Put Us in Transportation Heaven or Hell?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11723058/will-self-driving-cars-put-us-in-transportation-heaven-or-hell\">\u003cimg class=\"\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2019/02/RS8358_152766339-1020x711.jpg\" alt=\"\" width=\"389\" height=\"271\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>An optimistic assessment is 10 years. Many others say decades as researchers try to conquer a number of obstacles. The vehicles themselves will debut in limited, well-mapped areas within cities and spread outward.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11657306/police-release-video-of-fatal-crash-involving-uber-self-driving-car\">fatal crash in Arizona\u003c/a> involving an Uber autonomous vehicle in March slowed progress, largely because it hurt the public's perception of the safety of vehicles.\u003c/p>\n\u003cp>Companies slowed research to be more careful. Google's Waymo, for instance, decided not to launch a fully autonomous ride-hailing service in the Phoenix area and will rely on human backup drivers to ferry passengers, at least for now.\u003c/p>\n\u003cp>Here are the problems that researchers must overcome to start giving rides without humans behind the wheel:\u003c/p>\n\u003ch3>Snow and Weather\u003c/h3>\n\u003cp>When it's heavy enough to cover the pavement, snow blocks the view of lane lines that vehicle cameras use to find their way. Researchers so far haven't figured out a way around this. That's why much of the testing is done in warm-weather climates such as Arizona and California.\u003c/p>\n\u003cp>Heavy snow, rain, fog and sandstorms can obstruct the view of cameras. Light beams sent out by laser sensors can bounce off snowflakes and think they are obstacles. Radar can see through the weather, but it doesn't show the shape of an object needed for computers to figure out what it is.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/science/1933667/should-self-driving-cars-have-ethics\">Should Self-Driving Cars Have Ethics?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/science/1933667/should-self-driving-cars-have-ethics\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/35/2018/10/gettyimages-843272498-80183887af24176749966ee5ee5cd0e22bf46cf5-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>\"It's like losing part of your vision,\" says Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University.\u003cbr>\nResearchers are working on laser sensors that use a different light beam wavelength to see through snowflakes, said Greg McGuire, director of the MCity autonomous vehicle testing lab at the University of Michigan. Software also is being developed so vehicles can differentiate between real obstacles and snowflakes, rain, fog, and other conditions.\u003c/p>\n\u003cp>But many companies are still trying to master the difficult task of driving on a clear day with steady traction.\u003c/p>\n\u003cp>\"Once we are able to have a system reliably perform in those, then we'll start working toward expanding to those more challenging conditions,\" said Noah Zych, Uber's head of system safety for self-driving cars.\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003ch3>Pavement Lines and Curbs\u003c/h3>\n\u003cp>Across the globe, roadway marking lines are different, or they may not even exist. Lane lines aren't standardized, so vehicles have to learn how to drive differently in each city. Sometimes there aren't any curbs to help vehicles judge lane width.\u003c/p>\n\u003cp>For instance, in Pittsburgh's industrial \"Strip District,\" where many self-driving vehicles are tested, the city draws lines across the narrow lanes to mark where vehicles should stop for stop signs. Sometimes the lines are so far back and buildings are so close to the street that autonomous cars can't see traffic on the cross street if they stop at the line. One workaround is to program vehicles to stop for the line and creep forward.\u003c/p>\n\u003cp>\"Is it better to do a double stop?\" asked Pete Rander, president of Argo AI, an autonomous vehicle company in which Ford has invested heavily. \"Since intersections vary, it's not that easy.\"\u003c/p>\n\u003ch3>Dealing With Human Drivers\u003c/h3>\n\u003cp>For many years, autonomous vehicles will have to deal with humans who don't always play by the rules. They double-park or walk in front of cars. Recently in Pittsburgh, an Argo backup driver had to take over when his car stopped during a right turn, blocking an intersection when it couldn't immediately decide whether to go around a double-parked delivery truck.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11668523/distracted-autopilot\">Mark Fiore: Distracted Autopilot\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11668523/distracted-autopilot\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/05/distracted_051518_final-1180x753.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>\"Even if the car might eventually figure something out, it's shared space, and it's socially unacceptable\" to block traffic, Rander said.\u003c/p>\n\u003cp>Humans also make eye contact with other drivers to make sure they're looking in the right direction, something still being developed for autonomous vehicles.\u003c/p>\n\u003cp>Add to that the antagonism that some feel toward robots. People have reportedly been harassing Waymo's autonomous test vehicles near Phoenix. The Arizona Republic reported in December that police is suburban Chandler have documented at least 21 cases in the past two years, including a man waiving a gun at a Waymo van and people who slashed tires and threw rocks. One Jeep forced the vans off the road six times.\u003c/p>\n\u003ch3>Left Turns\u003c/h3>\n\u003cp>Deciding when to turn left in front of oncoming traffic without a green arrow is one of the more difficult tasks for human drivers and one that causes many crashes. Autonomous vehicles have the same trouble.\u003c/p>\n\u003caside class=\"pullquote alignright\">'I think the things that humans have challenges with, we're challenged with as well.'\u003ccite>Waymo CEO John Krafcik\u003c/cite>\u003c/aside>\n\u003cp>Waymo CEO John Krafcik said in a recent interview that his company's vehicles are still encountering occasional problems at intersections.\u003c/p>\n\u003cp>\"I think the things that humans have challenges with, we're challenged with as well,\" he said. \"So sometimes unprotected lefts are super challenging for a human, sometimes they're super challenging for us.\"\u003c/p>\n\u003ch3>Consumer Acceptance\u003c/h3>\n\u003cp>The fatal Uber crash near Phoenix last year did more than push the pause button on testing. It also rattled consumers who someday will be asked to ride in self-driving vehicles.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\">Uber Won't Seek California Permit Renewal to Test Self-Driving Vehicles After Fatal Crash\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/03/ntsb-uber-ff64f5bdd733572617aece2b246b2f335d0c9033-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Surveys taken after the Uber crash showed that drivers are reluctant to give up control to a computer. One by AAA found that 73 percent of American drivers would be too fearful to ride in a fully self-driving vehicle. That's up from 63 percent in late 2017.\u003c/p>\n\u003cp>Autonomous vehicle companies are showing test passengers information on screens about where the vehicles are headed and what its sensors are seeing. The more people ride, the more they trust the vehicles, says Waymo's Krafcik.\u003c/p>\n\u003cp>\"After they become more and more confident they rarely look at the screens, and they're on their phones or relaxing or sleeping,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the world of autonomous vehicles, Pittsburgh and Silicon Valley are bustling hubs of development and testing. But ask those involved in self-driving vehicles when we might actually see them carrying passengers in every city, and you'll get an almost universal answer: Not anytime soon.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11723058/will-self-driving-cars-put-us-in-transportation-heaven-or-hell\">Will Self-Driving Cars Put Us in Transportation Heaven or Hell?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11723058/will-self-driving-cars-put-us-in-transportation-heaven-or-hell\">\u003cimg class=\"\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2019/02/RS8358_152766339-1020x711.jpg\" alt=\"\" width=\"389\" height=\"271\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>An optimistic assessment is 10 years. Many others say decades as researchers try to conquer a number of obstacles. The vehicles themselves will debut in limited, well-mapped areas within cities and spread outward.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11657306/police-release-video-of-fatal-crash-involving-uber-self-driving-car\">fatal crash in Arizona\u003c/a> involving an Uber autonomous vehicle in March slowed progress, largely because it hurt the public's perception of the safety of vehicles.\u003c/p>\n\u003cp>Companies slowed research to be more careful. Google's Waymo, for instance, decided not to launch a fully autonomous ride-hailing service in the Phoenix area and will rely on human backup drivers to ferry passengers, at least for now.\u003c/p>\n\u003cp>Here are the problems that researchers must overcome to start giving rides without humans behind the wheel:\u003c/p>\n\u003ch3>Snow and Weather\u003c/h3>\n\u003cp>When it's heavy enough to cover the pavement, snow blocks the view of lane lines that vehicle cameras use to find their way. Researchers so far haven't figured out a way around this. That's why much of the testing is done in warm-weather climates such as Arizona and California.\u003c/p>\n\u003cp>Heavy snow, rain, fog and sandstorms can obstruct the view of cameras. Light beams sent out by laser sensors can bounce off snowflakes and think they are obstacles. Radar can see through the weather, but it doesn't show the shape of an object needed for computers to figure out what it is.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/science/1933667/should-self-driving-cars-have-ethics\">Should Self-Driving Cars Have Ethics?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/science/1933667/should-self-driving-cars-have-ethics\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/35/2018/10/gettyimages-843272498-80183887af24176749966ee5ee5cd0e22bf46cf5-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>\"It's like losing part of your vision,\" says Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University.\u003cbr>\nResearchers are working on laser sensors that use a different light beam wavelength to see through snowflakes, said Greg McGuire, director of the MCity autonomous vehicle testing lab at the University of Michigan. Software also is being developed so vehicles can differentiate between real obstacles and snowflakes, rain, fog, and other conditions.\u003c/p>\n\u003cp>But many companies are still trying to master the difficult task of driving on a clear day with steady traction.\u003c/p>\n\u003cp>\"Once we are able to have a system reliably perform in those, then we'll start working toward expanding to those more challenging conditions,\" said Noah Zych, Uber's head of system safety for self-driving cars.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>Pavement Lines and Curbs\u003c/h3>\n\u003cp>Across the globe, roadway marking lines are different, or they may not even exist. Lane lines aren't standardized, so vehicles have to learn how to drive differently in each city. Sometimes there aren't any curbs to help vehicles judge lane width.\u003c/p>\n\u003cp>For instance, in Pittsburgh's industrial \"Strip District,\" where many self-driving vehicles are tested, the city draws lines across the narrow lanes to mark where vehicles should stop for stop signs. Sometimes the lines are so far back and buildings are so close to the street that autonomous cars can't see traffic on the cross street if they stop at the line. One workaround is to program vehicles to stop for the line and creep forward.\u003c/p>\n\u003cp>\"Is it better to do a double stop?\" asked Pete Rander, president of Argo AI, an autonomous vehicle company in which Ford has invested heavily. \"Since intersections vary, it's not that easy.\"\u003c/p>\n\u003ch3>Dealing With Human Drivers\u003c/h3>\n\u003cp>For many years, autonomous vehicles will have to deal with humans who don't always play by the rules. They double-park or walk in front of cars. Recently in Pittsburgh, an Argo backup driver had to take over when his car stopped during a right turn, blocking an intersection when it couldn't immediately decide whether to go around a double-parked delivery truck.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11668523/distracted-autopilot\">Mark Fiore: Distracted Autopilot\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11668523/distracted-autopilot\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/05/distracted_051518_final-1180x753.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>\"Even if the car might eventually figure something out, it's shared space, and it's socially unacceptable\" to block traffic, Rander said.\u003c/p>\n\u003cp>Humans also make eye contact with other drivers to make sure they're looking in the right direction, something still being developed for autonomous vehicles.\u003c/p>\n\u003cp>Add to that the antagonism that some feel toward robots. People have reportedly been harassing Waymo's autonomous test vehicles near Phoenix. The Arizona Republic reported in December that police is suburban Chandler have documented at least 21 cases in the past two years, including a man waiving a gun at a Waymo van and people who slashed tires and threw rocks. One Jeep forced the vans off the road six times.\u003c/p>\n\u003ch3>Left Turns\u003c/h3>\n\u003cp>Deciding when to turn left in front of oncoming traffic without a green arrow is one of the more difficult tasks for human drivers and one that causes many crashes. Autonomous vehicles have the same trouble.\u003c/p>\n\u003caside class=\"pullquote alignright\">'I think the things that humans have challenges with, we're challenged with as well.'\u003ccite>Waymo CEO John Krafcik\u003c/cite>\u003c/aside>\n\u003cp>Waymo CEO John Krafcik said in a recent interview that his company's vehicles are still encountering occasional problems at intersections.\u003c/p>\n\u003cp>\"I think the things that humans have challenges with, we're challenged with as well,\" he said. \"So sometimes unprotected lefts are super challenging for a human, sometimes they're super challenging for us.\"\u003c/p>\n\u003ch3>Consumer Acceptance\u003c/h3>\n\u003cp>The fatal Uber crash near Phoenix last year did more than push the pause button on testing. It also rattled consumers who someday will be asked to ride in self-driving vehicles.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\">Uber Won't Seek California Permit Renewal to Test Self-Driving Vehicles After Fatal Crash\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11658245/arizona-suspends-ubers-self-driving-vehicle-testing-after-fatal-crash\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/03/ntsb-uber-ff64f5bdd733572617aece2b246b2f335d0c9033-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Surveys taken after the Uber crash showed that drivers are reluctant to give up control to a computer. One by AAA found that 73 percent of American drivers would be too fearful to ride in a fully self-driving vehicle. That's up from 63 percent in late 2017.\u003c/p>\n\u003cp>Autonomous vehicle companies are showing test passengers information on screens about where the vehicles are headed and what its sensors are seeing. The more people ride, the more they trust the vehicles, says Waymo's Krafcik.\u003c/p>\n\u003cp>\"After they become more and more confident they rarely look at the screens, and they're on their phones or relaxing or sleeping,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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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": "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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"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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},
"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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