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"content": "\u003cp style=\"text-align: center\">\u003ca href=\"http://addisairport.com/\">ADD\u003c/a> \u003ca href=\"https://www.flyfresno.com/\">FAT\u003c/a> \u003ca href=\"http://www.prokerala.com/travel/airports/guinea/fria-airport.html\">FIG\u003c/a>.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"https://www.danangairportonline.com/\">DAD\u003c/a>, \u003ca href=\"http://opennav.com/airport/MOM/what-is-the-iata-code-for-letfotar-airport%3F\">MOM\u003c/a>, \u003ca href=\"http://www.prokerala.com/travel/airports/brazil/altamira-airport.html\">ATM\u003c/a>.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://www.flightstats.com/go/Airport/airportDetails.do?airportCode=WOW\">WOW\u003c/a>.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://www.prokerala.com/travel/airports/canada/estevan-point-airport.html\">YEP\u003c/a>.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://www.prokerala.com/travel/airports/germany/sembach-airport.html\">SEX\u003c/a> \u003ca href=\"http://airportcod.es/#airport/sux\">SUX\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003cbr>\nThat short “poem” is not just a string of random words. They’re all airport codes. But how do airports get these codes? To some, certain codes don’t seem to have any rhyme or reason. Which brings us to a question from listener Ruth Suter, who flies in and out of the Bay Area a lot.\u003c/p>\n\u003cp>\u003cstrong>“Why is the San Francisco airport called SFO?”\u003c/strong>\u003c/p>\n\u003cp>The SF seems obvious, but where did the O come from? Does it have to do with Oakland? We talked to John Hill at the SFO Museum.\u003c/p>\n\u003cp>[audio src=\"https://dts.podtrac.com/redirect.mp3/www.kqed.org/.stream/anon/radio/bay-curious/2017/06/SFO.mp3\" Image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/4731173713_4fff3dbce9_o.jpg\" Title=\"Why the 'O' in San Francisco’s airport code, SFO?\" program=\"Bay Curious\"]\u003c/p>\n\u003cp>“It’s an interesting story, and it came from the three-letter code distinctions that were established by the International Air Transport Association. Also called IATA. That group was formed in 1945,” Hill says.\u003c/p>\n\u003cp>Before IATA, most airports were identified by the two letters used by the National Weather Service codes. It usually made sense. Los Angeles was LA, Phoenix was PH, San Francisco was SF.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“But as aviation quickly advanced, and more airports were established, two-letter codes sort of ran out of steam,” Hill says.\u003c/p>\n\u003cp>To have more options, IATA required airports to have three letters instead of two, increasing the possible combinations from 650 to 15,600.\u003c/p>\n\u003cp>“The only real requirement was that no two codes were the same. So as long as everybody had a distinct three-letter code, the system would work,” Hill says.\u003c/p>\n\u003cp>There was no universal naming convention, though there are some patterns.\u003c/p>\n\u003cp>A few airports just added an X to the end of their two-letter codes. Like Portland (PDX) and Los Angeles (LAX).\u003c/p>\n\u003cp>[contextly_sidebar id=”X4ry0yV8JL4GU1ojPCiKmUbQDrYS5Upl”]\u003c/p>\n\u003cp>Other airports decided to use the first three letters of the city’s name, like OAK in Oakland.\u003c/p>\n\u003cp>Then there were airports that took the acronyms of their namesakes, like JFK for New York’s John F. Kennedy International Airport.\u003c/p>\n\u003cp>Other codes are inspired by places that are no longer there, or names that are no longer used. Chicago’s O’Hare airport (ORD) was once known as Orchard Field Airport, named after a small town that was once nearby, Orchard Place. In New Orleans, MSY got its name from the Moisant Stock Yards.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>Then there are the codes that seemingly make no sense at all, like EWR for Newark Liberty International Airport. It’s like that because in the United States, codes starting with N can only be used by the Navy.\u003c/p>\n\u003cp>But what about Ruth’s airport? SFO? Turns out it has nothing to do with Oakland.\u003c/p>\n\u003cp>“You know, Oakland’s Airport started virtually the same time that San Francisco’s did. So it would have been confusing to put those together, and I think Oakland tried to get its own three-letter code from the same time frame as SFO,” Hill says.\u003c/p>\n\u003cp>“With S.F. they simply took an O, which we can assume was convenient to the fact that San Francisco has an O at the end of it,” says Hill.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s an interesting story, and it came from the three-letter code distinctions that were established by the International Air Transport Association. Also called IATA. That group was formed in 1945,” Hill says.\u003c/p>\n\u003cp>Before IATA, most airports were identified by the two letters used by the National Weather Service codes. It usually made sense. Los Angeles was LA, Phoenix was PH, San Francisco was SF.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“But as aviation quickly advanced, and more airports were established, two-letter codes sort of ran out of steam,” Hill says.\u003c/p>\n\u003cp>To have more options, IATA required airports to have three letters instead of two, increasing the possible combinations from 650 to 15,600.\u003c/p>\n\u003cp>“The only real requirement was that no two codes were the same. So as long as everybody had a distinct three-letter code, the system would work,” Hill says.\u003c/p>\n\u003cp>There was no universal naming convention, though there are some patterns.\u003c/p>\n\u003cp>A few airports just added an X to the end of their two-letter codes. Like Portland (PDX) and Los Angeles (LAX).\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Other airports decided to use the first three letters of the city’s name, like OAK in Oakland.\u003c/p>\n\u003cp>Then there were airports that took the acronyms of their namesakes, like JFK for New York’s John F. Kennedy International Airport.\u003c/p>\n\u003cp>Other codes are inspired by places that are no longer there, or names that are no longer used. Chicago’s O’Hare airport (ORD) was once known as Orchard Field Airport, named after a small town that was once nearby, Orchard Place. In New Orleans, MSY got its name from the Moisant Stock Yards.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Then there are the codes that seemingly make no sense at all, like EWR for Newark Liberty International Airport. It’s like that because in the United States, codes starting with N can only be used by the Navy.\u003c/p>\n\u003cp>But what about Ruth’s airport? SFO? Turns out it has nothing to do with Oakland.\u003c/p>\n\u003cp>“You know, Oakland’s Airport started virtually the same time that San Francisco’s did. So it would have been confusing to put those together, and I think Oakland tried to get its own three-letter code from the same time frame as SFO,” Hill says.\u003c/p>\n\u003cp>“With S.F. they simply took an O, which we can assume was convenient to the fact that San Francisco has an O at the end of it,” says Hill.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Another nightmare encounter between a passenger and an airline is going viral and sparking an outcry against an industry accused of routinely mistreating its customers.\u003c/p>\n\u003cp>An American Airlines employee allegedly took a stroller from a woman boarding Flight 591 from San Francisco to Dallas Friday, and knocked her with it while she held a baby in her arms.\u003c/p>\n\u003cp>A video uploaded Friday \u003ca href=\"https://www.facebook.com/surain.adyanthaya/videos/vb.778784017/10155979312129018/?type=2&theater\">to Facebook by Surain Adyanthaya\u003c/a> has already been viewed more than 1.5 million times. Adyanthaya writes in the caption, “OMG! AA Flight attendant violently took a stroller from a lady with her baby on my flight, hitting her and just missing the baby.”\u003c/p>\n\u003cp>But the recording does not capture the alleged stroller incident and begins instead with a woman holding a baby and sobbing.\u003c/p>\n\u003cp>An unidentified male passenger then appears to come to her defense saying, “What’s the guy’s name that did that with the stroller?” An employee comes into the frame and the male passenger says, “You do that to me and I’ll knock you flat.” The two men approach each other, fingers jabbing. The employee repeats, “Hit me,” and the passenger says, “I’ll knock you out.” The captain pulls the employee away.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" title='RAW: American Airlines flight attendant says \"hit me\" to angry passenger' width=\"500\" height=\"281\" src=\"https://www.youtube.com/embed/62LQL_5xmE4?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>The incident comes on the heels of another confrontation during boarding, when a passenger was violently dragged from his United Airlines seat after refusing to give it up.\u003c/p>\n\u003cp>United Airlines CEO Oscar Munoz \u003ca href=\"http://www.npr.org/sections/thetwo-way/2017/04/11/523451560/after-unsatisfying-answers-united-offers-deepest-apology-for-violent-video\">initially appeared\u003c/a> to blame a “belligerent” passenger, saying it was “necessary” for him to be removed from the flight. It was only after public outcry swelled that the company backtracked with Munoz apologizing. “I have committed to our customers and our employees that we are going to fix what’s broken so this never happens again,” Munoz said in a \u003ca href=\"https://twitter.com/united/status/851875102769721344\">statement\u003c/a>.[contextly_sidebar id=”5UsLh5kox7R8KPxnXLAEDdIKvxgJYdas”]\u003c/p>\n\u003cp>American may have taken a page from United’s public relations response. The company \u003ca href=\"http://news.aa.com/crisis-alert/\">issued its own statement\u003c/a> within hours of Friday’s incident, saying: “The American team member has been removed from duty while we immediately investigate this incident.”\u003c/p>\n\u003cp>The statement goes on to say, “What we see on this video does not reflect our values or how we care for our customers. We are deeply sorry for the pain we have caused this passenger and her family and to any other customers affected by the incident.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The airline adds that the woman and her family have been upgraded to first class for the remainder of their international trip.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Sobbing+Passenger%2C+Confrontation+Caught+On+Video+Of+American+Airlines+Incident&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Another nightmare encounter between a passenger and an airline is going viral and sparking an outcry against an industry accused of routinely mistreating its customers.\u003c/p>\n\u003cp>An American Airlines employee allegedly took a stroller from a woman boarding Flight 591 from San Francisco to Dallas Friday, and knocked her with it while she held a baby in her arms.\u003c/p>\n\u003cp>A video uploaded Friday \u003ca href=\"https://www.facebook.com/surain.adyanthaya/videos/vb.778784017/10155979312129018/?type=2&theater\">to Facebook by Surain Adyanthaya\u003c/a> has already been viewed more than 1.5 million times. Adyanthaya writes in the caption, “OMG! AA Flight attendant violently took a stroller from a lady with her baby on my flight, hitting her and just missing the baby.”\u003c/p>\n\u003cp>But the recording does not capture the alleged stroller incident and begins instead with a woman holding a baby and sobbing.\u003c/p>\n\u003cp>An unidentified male passenger then appears to come to her defense saying, “What’s the guy’s name that did that with the stroller?” An employee comes into the frame and the male passenger says, “You do that to me and I’ll knock you flat.” The two men approach each other, fingers jabbing. The employee repeats, “Hit me,” and the passenger says, “I’ll knock you out.” The captain pulls the employee away.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" title='RAW: American Airlines flight attendant says \"hit me\" to angry passenger' width=\"500\" height=\"281\" src=\"https://www.youtube.com/embed/62LQL_5xmE4?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>The incident comes on the heels of another confrontation during boarding, when a passenger was violently dragged from his United Airlines seat after refusing to give it up.\u003c/p>\n\u003cp>United Airlines CEO Oscar Munoz \u003ca href=\"http://www.npr.org/sections/thetwo-way/2017/04/11/523451560/after-unsatisfying-answers-united-offers-deepest-apology-for-violent-video\">initially appeared\u003c/a> to blame a “belligerent” passenger, saying it was “necessary” for him to be removed from the flight. It was only after public outcry swelled that the company backtracked with Munoz apologizing. “I have committed to our customers and our employees that we are going to fix what’s broken so this never happens again,” Munoz said in a \u003ca href=\"https://twitter.com/united/status/851875102769721344\">statement\u003c/a>.\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>American may have taken a page from United’s public relations response. The company \u003ca href=\"http://news.aa.com/crisis-alert/\">issued its own statement\u003c/a> within hours of Friday’s incident, saying: “The American team member has been removed from duty while we immediately investigate this incident.”\u003c/p>\n\u003cp>The statement goes on to say, “What we see on this video does not reflect our values or how we care for our customers. We are deeply sorry for the pain we have caused this passenger and her family and to any other customers affected by the incident.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The airline adds that the woman and her family have been upgraded to first class for the remainder of their international trip.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Sobbing+Passenger%2C+Confrontation+Caught+On+Video+Of+American+Airlines+Incident&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "PHOTOS: Protest at SFO Against Trump's New Immigration Ban, Policy",
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"content": "\u003cp>Protesters on Saturday marched in the international arrivals area at San Francisco International Airport during a rally against President Donald Trump's new immigration orders, which bar refugees from entering the U.S. for 120 days as well as people from seven predominantly Muslim countries for 90 days.\u003c/p>\n\u003cp>The orders indefinitely suspend the entry of all Syrian refugees.\u003c/p>\n\u003cp>Late Saturday, a federal judge in New York issued an emergency order temporarily barring the U.S. from deporting people from nations subject to Trump’s travel ban. It also covered anyone with an approved refugee application.\u003c/p>\n\u003cfigure id=\"attachment_11291115\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11291115 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-800x533.jpg\" alt=\"RS23913_GettyImages-632947288-qut\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Photo by Stephen Lam/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11291096\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11291096\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/01/GettyImages-632952656-800x533.jpg\" alt=\"SAN FRANCISCO, CA - JANUARY 28: Demonstrators march into the international arrival area during a rally against muslim immigration ban at San Francisco International Airport on January 28, 2017 in San Francisco, California. President Donald Trump signed an executive order Friday that suspends entry of all refugees for 120 days, indefinitely suspends the entries of all Syrian refugees, as well as barring entries from seven predominantly Muslim countries from entering for 90 days. (Photo by Stephen Lam/Getty Images)\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-1920x1280.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Photo by Stephen Lam/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11291095\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11291095\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/01/GettyImages-632952654-800x533.jpg\" alt=\"SAN FRANCISCO, CA - JANUARY 28: A woman wears a pin during a rally against muslim immigration ban at San Francisco International Airport on January 28, 2017 in San Francisco, California. President Donald Trump signed an executive order Friday that suspends entry of all refugees for 120 days, indefinitely suspends the entries of all Syrian refugees, as well as barring entries from seven predominantly Muslim countries from entering for 90 days. (Photo by Stephen Lam/Getty Images)\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-1920x1280.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Photo by Stephen 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"excerpt": "People marched in San Francisco International Airport to protest President Trump's immigration orders.",
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"description": "People marched in San Francisco International Airport to protest President Trump's immigration orders.",
"title": "PHOTOS: Protest at SFO Against Trump's New Immigration Ban, Policy | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Protesters on Saturday marched in the international arrivals area at San Francisco International Airport during a rally against President Donald Trump's new immigration orders, which bar refugees from entering the U.S. for 120 days as well as people from seven predominantly Muslim countries for 90 days.\u003c/p>\n\u003cp>The orders indefinitely suspend the entry of all Syrian refugees.\u003c/p>\n\u003cp>Late Saturday, a federal judge in New York issued an emergency order temporarily barring the U.S. from deporting people from nations subject to Trump’s travel ban. It also covered anyone with an approved refugee application.\u003c/p>\n\u003cfigure id=\"attachment_11291115\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11291115 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-800x533.jpg\" alt=\"RS23913_GettyImages-632947288-qut\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23913_GettyImages-632947288-qut-1-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Photo by Stephen Lam/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11291096\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11291096\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/01/GettyImages-632952656-800x533.jpg\" alt=\"SAN FRANCISCO, CA - JANUARY 28: Demonstrators march into the international arrival area during a rally against muslim immigration ban at San Francisco International Airport on January 28, 2017 in San Francisco, California. President Donald Trump signed an executive order Friday that suspends entry of all refugees for 120 days, indefinitely suspends the entries of all Syrian refugees, as well as barring entries from seven predominantly Muslim countries from entering for 90 days. (Photo by Stephen Lam/Getty Images)\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-1920x1280.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952656-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Photo by Stephen Lam/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11291095\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11291095\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/01/GettyImages-632952654-800x533.jpg\" alt=\"SAN FRANCISCO, CA - JANUARY 28: A woman wears a pin during a rally against muslim immigration ban at San Francisco International Airport on January 28, 2017 in San Francisco, California. President Donald Trump signed an executive order Friday that suspends entry of all refugees for 120 days, indefinitely suspends the entries of all Syrian refugees, as well as barring entries from seven predominantly Muslim countries from entering for 90 days. (Photo by Stephen Lam/Getty Images)\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-1920x1280.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/GettyImages-632952654-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Photo by Stephen Lam/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11291094\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11291094 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1-800x533.jpg\" alt=\"RS23910_GettyImages-632952646-qut\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23910_GettyImages-632952646-qut-1-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Photo by Stephen Lam/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11291092\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11291092 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut-800x533.jpg\" alt=\"RS23909_GettyImages-632952628-qut\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23909_GettyImages-632952628-qut-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption 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https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23908_GettyImages-632952588-qut-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23908_GettyImages-632952588-qut-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23908_GettyImages-632952588-qut-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23908_GettyImages-632952588-qut-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Photo by Stephen Lam/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11291087\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11291087 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut-800x533.jpg\" alt=\"RS23906_GettyImages-632947226-qut\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23906_GettyImages-632947226-qut-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Photo by Stephen Lam/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Federal and state officials say San Francisco International Airport's lack of proper maintenance and inspections led to the erosion of a seawall that prompted calls for emergency repairs.\u003c/p>\n\u003cp>Last week SFO was slated to begin construction work on the wall that protects the airport's perimeter from San Francisco Bay, a month after the Board of Supervisors approved $1.5 million in airport capital improvement funds to pay for the job.\u003c/p>\n\u003cp>And, since then, the problem has gotten worse, according to airport spokesman Doug Yakel.\u003c/p>\n\u003cp>\"Erosion is continuing,\" Yakel said. \"The wall has not failed, which is what we're trying to stave off.\"\u003c/p>\n\u003cp>An inspection over the summer found the wall was significantly eroded, prompting the airport to \u003ca href=\"https://ww2.kqed.org/news/2016/11/30/sfo-grappling-with-emergency-repairs-to-eroded-seawall/\">declare an emergency\u003c/a> and a top SFO official later said the structure needed to be shored up quickly to prevent flooding on all of the airport's runways and taxiways.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>SFO has been working to secure permits for the job from the San Francisco Bay Conservation and Development Commission as well as from the U.S. Army Corps of Engineers.\u003c/p>\n\u003cp>Both agencies say the erosion was a long-term problem and should not be qualified as an emergency.\u003c/p>\n\u003cp>\"Just because SFO declares an emergency doesn't mean that the regulatory agencies which protect the Bay would declare an emergency,\" said commission executive director Larry Goldzband in an interview.\u003c/p>\n\u003cp>The commission \"finally\" received information it requested from the airport and plans to issue an amended permit that retroactively allows SFO to fix the seawall, Goldzband said, adding that it took the airport too long to answer the commission's questions.\u003c/p>\n\u003cp>If the erosion problems were reported to the commission earlier, regulators could have considered potentially stronger plans to repair the seawall, Goldzband said. Instead, the agency is issuing an \"after-the-fact\" permit, which it doesn't like doing, he said.\u003c/p>\n\u003cp>The U.S. Army Corps of Engineers issued a similar permit.\u003c/p>\n\u003cp>\"I did deem this project not an emergency,\" said Janelle Leeson, regulatory project manager at the federal agency's San Francisco district. \"From the Corps' standpoint it was deferred maintenance,\" Leeson said in an interview. \"It's been deteriorating over years.\"\u003c/p>\n\u003cp>The permit through the Army Corp of Engineers is for temporary work, according to Leeson. SFO plans to work on a permanent repair by 2020, she said.\u003c/p>\n\u003cp>The airport, though, says the damage to the seawall is unprecedented.\u003c/p>\n\u003cp>Once inspectors detected the erosion, the airport wanted to take care of it as soon as possible, according to Martha Whetstone, SFO's Government Affairs Manager.\u003c/p>\n\u003cp>\"They want to shore it up as soon as possible, and yes, we consider that an emergency\" Whetstone said, also in an interview.\u003c/p>\n\u003cp>Goldzband says SFO conducted irregular inspections. \"They have a regular inspection protocol but for some reason the protocol was not followed in 2015,\" he said.\u003c/p>\n\u003cp>At a Supervisors' committee hearing in November, airport officials said they are working on increasing inspections of SFO’s 8-mile perimeter seawall.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed to this report. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SFO has been working to secure permits for the job from the San Francisco Bay Conservation and Development Commission as well as from the U.S. Army Corps of Engineers.\u003c/p>\n\u003cp>Both agencies say the erosion was a long-term problem and should not be qualified as an emergency.\u003c/p>\n\u003cp>\"Just because SFO declares an emergency doesn't mean that the regulatory agencies which protect the Bay would declare an emergency,\" said commission executive director Larry Goldzband in an interview.\u003c/p>\n\u003cp>The commission \"finally\" received information it requested from the airport and plans to issue an amended permit that retroactively allows SFO to fix the seawall, Goldzband said, adding that it took the airport too long to answer the commission's questions.\u003c/p>\n\u003cp>If the erosion problems were reported to the commission earlier, regulators could have considered potentially stronger plans to repair the seawall, Goldzband said. Instead, the agency is issuing an \"after-the-fact\" permit, which it doesn't like doing, he said.\u003c/p>\n\u003cp>The U.S. Army Corps of Engineers issued a similar permit.\u003c/p>\n\u003cp>\"I did deem this project not an emergency,\" said Janelle Leeson, regulatory project manager at the federal agency's San Francisco district. \"From the Corps' standpoint it was deferred maintenance,\" Leeson said in an interview. \"It's been deteriorating over years.\"\u003c/p>\n\u003cp>The permit through the Army Corp of Engineers is for temporary work, according to Leeson. SFO plans to work on a permanent repair by 2020, she said.\u003c/p>\n\u003cp>The airport, though, says the damage to the seawall is unprecedented.\u003c/p>\n\u003cp>Once inspectors detected the erosion, the airport wanted to take care of it as soon as possible, according to Martha Whetstone, SFO's Government Affairs Manager.\u003c/p>\n\u003cp>\"They want to shore it up as soon as possible, and yes, we consider that an emergency\" Whetstone said, also in an interview.\u003c/p>\n\u003cp>Goldzband says SFO conducted irregular inspections. \"They have a regular inspection protocol but for some reason the protocol was not followed in 2015,\" he said.\u003c/p>\n\u003cp>At a Supervisors' committee hearing in November, airport officials said they are working on increasing inspections of SFO’s 8-mile perimeter seawall.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed to this report. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "SFO Cuts Ribbon on New Air Traffic Control Tower",
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"content": "\u003cp>Early Sunday morning, San Francisco International Airport switched its air traffic control operations to a new tower.\u003c/p>\n\u003cp>Rising up between terminals 1 and 2, the new tower stands 221 feet tall -- and offers controllers a 650-square-foot work area with unobstructed 235-degree views of the airport’s runways and taxiways.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/288698183\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>In unveiling the new tower last week, federal aviation authorities, local airport officials and air traffic controllers hailed it as an iconic design and the result of unprecedented collaboration between federal and local interests.\u003c/p>\n\u003cp>The tower cost just over $150 million to design and build. The Federal Aviation Administration (FAA) contributed $80 million for construction, but SFO covered the rest and oversaw the design.\u003c/p>\n\u003cfigure id=\"attachment_11134054\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11134054\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/IMG_4844-1-1-800x600.jpg\" alt=\"The new tower at San Francisco International Airport.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The new tower at San Francisco International Airport. \u003ccite>(Brian Watt/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>FAA chief Michael Huerta said that when a tower is built at an airport, his agency takes care of design, construction and the entire bill -- but SFO is different.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The FAA was looking for a tower that would be functional and ensure safety and efficiency. San Francisco was looking for a tower that would reflect the city, its unique culture and everything that San Francisco has to offer,” Huerta told KQED. “I think we've accomplished both of those things.”\u003c/p>\n\u003cfigure id=\"attachment_11133897\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11133897\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/IMG_4857-800x600.jpg\" alt=\"FAA chief Michael Huerta in the new tower.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">FAA chief Michael Huerta in the new tower. \u003ccite>(Brian Watt/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Airport and federal aviation officials said the new tower was necessary because the old one, which was 32 years old, did not meet current seismic standards and couldn’t be retrofitted practically.\u003c/p>\n\u003cp>Frederick Naujoks, local president of the National Air Traffic Controllers Association and a seven-year veteran at SFO, said the controllers had a lot of input into the new tower’s design and the placement of important equipment.\u003c/p>\n\u003cp>“There’s a lot of equipment that we started to get installed in the old tower but that this [new] tower is designed for,” Naujoks said, pointing to ground surveillance radar as an example. “It’s laid out much more ergonomically to where you can use the equipment and still look out the windows at the same time.”\u003c/p>\n\u003cfigure id=\"attachment_11134055\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11134055\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/IMG_4865-800x600.jpg\" alt=\" Frederick Naujoks, local president of the National Air Traffic Controllers Association and a seven-year veteran at SFO\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Frederick Naujoks, local president of the National Air Traffic Controllers Association and a seven-year veteran at SFO. \u003ccite>(Brian Watt/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And the look out the window itself is a lot better, Naujoks added.\u003c/p>\n\u003cp>“We wanted to make this such that the tower controller -- the one talking to the planes as they are landing and departing -- had to move as little as possible, so they could see as much as possible from one position,” Naujoks told KQED.\u003c/p>\n\u003cp>Since it’s located between Terminals 1 and 2, travelers can pass by the base of the tower -- and maybe take a photo of it shooting straight up through ceiling windows -- without being able to access the tower itself. It includes a three-story base building that houses administrative offices, computer equipment and a backup generator.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The tower also includes a 147-foot-tall glass ribbon running down its center. The ribbon reflects sunlight during the day but can be lit up from the inside at night with different colors.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Early Sunday morning, San Francisco International Airport switched its air traffic control operations to a new tower.\u003c/p>\n\u003cp>Rising up between terminals 1 and 2, the new tower stands 221 feet tall -- and offers controllers a 650-square-foot work area with unobstructed 235-degree views of the airport’s runways and taxiways.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/288698183&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/288698183'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>In unveiling the new tower last week, federal aviation authorities, local airport officials and air traffic controllers hailed it as an iconic design and the result of unprecedented collaboration between federal and local interests.\u003c/p>\n\u003cp>The tower cost just over $150 million to design and build. The Federal Aviation Administration (FAA) contributed $80 million for construction, but SFO covered the rest and oversaw the design.\u003c/p>\n\u003cfigure id=\"attachment_11134054\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11134054\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/IMG_4844-1-1-800x600.jpg\" alt=\"The new tower at San Francisco International Airport.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4844-1-1-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The new tower at San Francisco International Airport. \u003ccite>(Brian Watt/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>FAA chief Michael Huerta said that when a tower is built at an airport, his agency takes care of design, construction and the entire bill -- but SFO is different.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The FAA was looking for a tower that would be functional and ensure safety and efficiency. San Francisco was looking for a tower that would reflect the city, its unique culture and everything that San Francisco has to offer,” Huerta told KQED. “I think we've accomplished both of those things.”\u003c/p>\n\u003cfigure id=\"attachment_11133897\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11133897\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/IMG_4857-800x600.jpg\" alt=\"FAA chief Michael Huerta in the new tower.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4857-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">FAA chief Michael Huerta in the new tower. \u003ccite>(Brian Watt/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Airport and federal aviation officials said the new tower was necessary because the old one, which was 32 years old, did not meet current seismic standards and couldn’t be retrofitted practically.\u003c/p>\n\u003cp>Frederick Naujoks, local president of the National Air Traffic Controllers Association and a seven-year veteran at SFO, said the controllers had a lot of input into the new tower’s design and the placement of important equipment.\u003c/p>\n\u003cp>“There’s a lot of equipment that we started to get installed in the old tower but that this [new] tower is designed for,” Naujoks said, pointing to ground surveillance radar as an example. “It’s laid out much more ergonomically to where you can use the equipment and still look out the windows at the same time.”\u003c/p>\n\u003cfigure id=\"attachment_11134055\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11134055\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/IMG_4865-800x600.jpg\" alt=\" Frederick Naujoks, local president of the National Air Traffic Controllers Association and a seven-year veteran at SFO\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/IMG_4865-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Frederick Naujoks, local president of the National Air Traffic Controllers Association and a seven-year veteran at SFO. \u003ccite>(Brian Watt/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And the look out the window itself is a lot better, Naujoks added.\u003c/p>\n\u003cp>“We wanted to make this such that the tower controller -- the one talking to the planes as they are landing and departing -- had to move as little as possible, so they could see as much as possible from one position,” Naujoks told KQED.\u003c/p>\n\u003cp>Since it’s located between Terminals 1 and 2, travelers can pass by the base of the tower -- and maybe take a photo of it shooting straight up through ceiling windows -- without being able to access the tower itself. It includes a three-story base building that houses administrative offices, computer equipment and a backup generator.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The tower also includes a 147-foot-tall glass ribbon running down its center. The ribbon reflects sunlight during the day but can be lit up from the inside at night with different colors.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Alaska Air Buys Virgin America to Expand West Coast Flights",
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"content": "\u003cp>\u003cstrong>Updated, 2:50 p.m. Monday:\u003c/strong>\u003cbr>\nEmployees working at the company's headquarters will be needed through the close of the merger, which is expected to take several months, says Dave Arnold, Virgin's director of communications. He says some of those employees may be needed beyond that point as well. Virgin's pilots, in-flight teammates, guest services teammates and maintenance technicians will be protected.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003cbr>\nAlaska Air Group Inc. is buying Burlingame-based Virgin America in a deal worth $2.6 billion, making Alaska the biggest carrier on the West Coast and reigniting the debate over airline consolidation.\u003c/p>\n\u003cp>The proposed merger also would give Seattle-based Alaska a foothold in key airports in New York and Washington, D.C., increasing the airline's appeal to business travelers.\u003c/p>\n\u003cp>\"Our goal is to be the premier airline for people along the West Coast,\" Alaska CEO Brad Tilden told investors on a call Monday morning.\u003c/p>\n\u003cp>Alaska currently flies only to Seattle and Portland out of San Francisco International Airport. Following the merger, it also would fly from San Francisco to several key markets, including New York, Los Angeles, Las Vegas, Chicago, Boston, San Diego, Denver and Washington, D.C.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A press release from Virgin America says its pilots, in-flight teammates, guest services teammates and maintenance technicians will be protected in the combination.\u003c/p>\n\u003cp>The merger pushes Alaska ahead of JetBlue Airways — which had also bid for Virgin — to become the fifth-largest carrier in the U.S. based on passengers. The combined airline would control 5.5 percent of domestic passengers, compared to New York-based JetBlue's 4.2 percent. By comparison, the four largest U.S. airlines -- American Airlines, Delta Air Lines, Southwest Airlines and United Airlines -- controlled a combined 83 percent of domestic seats in the past year, according to an AP analysis of data from Diio, an airline-schedule tracking service.\u003c/p>\n\u003cp>Alaska said the deal will add Virgin's 200 daily departures to its existing 1,000 daily flights. The airline currently serves 112 destinations in the U.S., Canada and Mexico.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Our goal is to be the premier airline for people along the West Coast.'\u003cbr>\n\u003ccite>Alaska CEO Brad Tilden\u003c/cite>\u003c/aside>\n\u003cp>Both airlines have very loyal followings in their respective hometowns. Virgin quickly won over passengers with its new jets, friendly crews, trendy mood lighting, extensive seatback entertainment systems and meals on demand. All of that could go away if Alaska chooses to fly a uniform fleet, a decision company executives say they are still debating.\u003c/p>\n\u003cp>Alaska fliers are just as loyal, loving the airline's compassion. Like other carriers, it charges for bag fees but was the first to add a service guarantee: If a bag doesn't make it to the claim area within 20 minutes, fliers get $25 off a future trip or 2,500 bonus miles.\u003c/p>\n\u003cp>Virgin America's Elevate loyalty program members will become part of Alaska Air's Mileage Plan. The two loyalty programs will remain separate until the acquisition closes.\u003c/p>\n\u003cp>Virgin America got off the ground with support from minority owner Richard Branson and began flying in 2007. It went public in November 2014 with an initial stock offering priced at $23 per share. Virgin, which turned profitable — barely — in 2013, earned a record $340.5 million last year. The airline slowed down its rapid growth and got help from low fuel prices. Virgin is being forced to restart that growth this year as it takes delivery of new jets ordered years ago that can't easily be canceled. New routes often start at a loss.\u003c/p>\n\u003cp>[contextly_auto_sidebar id=\"nw4PklF2qeLmIxkv7VIXYYDFmul28OE4\"]\u003c/p>\n\u003cp>Alaska first approached Virgin about a sale in the fall and — pending approval by Virgin shareholders in June and by government regulators — hopes to close by the end of this year.\u003c/p>\n\u003cp>The combined business will be based in Seattle, with Tilden as its CEO. It will have about 280 aircraft, including regional planes. Alaska has been a loyal Boeing customer for years, flying almost entirely a fleet of 737s, manufactured just a few miles from its headquarters. Virgin uses only Airbus jets.\u003c/p>\n\u003cp>The deal marks a shift in the size of consolidations within the airline industry. For more than a decade consolidation swept through the major players, reducing the largest nine carriers in 2005 to four airlines by the end of 2013. The Alaska buyout of Virgin indicates that consolidation has shifted to smaller players.\u003c/p>\n\u003cp>While Virgin has experienced growth in Dallas and added new service to Hawaii and Denver, the airline was having trouble getting enough takeoff and landing slots at busy New York airports, where access is restricted by government limits. Its smaller size and schedule made it difficult for the company to compete with bigger carriers for lucrative business travelers.\u003c/p>\n\u003cp>The deal is anticipated to add to adjusted earnings per share in the first full year, excluding integration costs, and boost annual revenues 27 percent to more than $7 billion. Alaska Air said that it expects about $300 million to $350 million in one-time integration costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Virgin America Inc.'s stock jumped 40.6 percent Monday morning, to $54.70. Alaska Air Group Inc., shares fell 4.5 percent, to $78.36.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated, 2:50 p.m. Monday:\u003c/strong>\u003cbr>\nEmployees working at the company's headquarters will be needed through the close of the merger, which is expected to take several months, says Dave Arnold, Virgin's director of communications. He says some of those employees may be needed beyond that point as well. Virgin's pilots, in-flight teammates, guest services teammates and maintenance technicians will be protected.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003cbr>\nAlaska Air Group Inc. is buying Burlingame-based Virgin America in a deal worth $2.6 billion, making Alaska the biggest carrier on the West Coast and reigniting the debate over airline consolidation.\u003c/p>\n\u003cp>The proposed merger also would give Seattle-based Alaska a foothold in key airports in New York and Washington, D.C., increasing the airline's appeal to business travelers.\u003c/p>\n\u003cp>\"Our goal is to be the premier airline for people along the West Coast,\" Alaska CEO Brad Tilden told investors on a call Monday morning.\u003c/p>\n\u003cp>Alaska currently flies only to Seattle and Portland out of San Francisco International Airport. Following the merger, it also would fly from San Francisco to several key markets, including New York, Los Angeles, Las Vegas, Chicago, Boston, San Diego, Denver and Washington, D.C.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A press release from Virgin America says its pilots, in-flight teammates, guest services teammates and maintenance technicians will be protected in the combination.\u003c/p>\n\u003cp>The merger pushes Alaska ahead of JetBlue Airways — which had also bid for Virgin — to become the fifth-largest carrier in the U.S. based on passengers. The combined airline would control 5.5 percent of domestic passengers, compared to New York-based JetBlue's 4.2 percent. By comparison, the four largest U.S. airlines -- American Airlines, Delta Air Lines, Southwest Airlines and United Airlines -- controlled a combined 83 percent of domestic seats in the past year, according to an AP analysis of data from Diio, an airline-schedule tracking service.\u003c/p>\n\u003cp>Alaska said the deal will add Virgin's 200 daily departures to its existing 1,000 daily flights. The airline currently serves 112 destinations in the U.S., Canada and Mexico.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Our goal is to be the premier airline for people along the West Coast.'\u003cbr>\n\u003ccite>Alaska CEO Brad Tilden\u003c/cite>\u003c/aside>\n\u003cp>Both airlines have very loyal followings in their respective hometowns. Virgin quickly won over passengers with its new jets, friendly crews, trendy mood lighting, extensive seatback entertainment systems and meals on demand. All of that could go away if Alaska chooses to fly a uniform fleet, a decision company executives say they are still debating.\u003c/p>\n\u003cp>Alaska fliers are just as loyal, loving the airline's compassion. Like other carriers, it charges for bag fees but was the first to add a service guarantee: If a bag doesn't make it to the claim area within 20 minutes, fliers get $25 off a future trip or 2,500 bonus miles.\u003c/p>\n\u003cp>Virgin America's Elevate loyalty program members will become part of Alaska Air's Mileage Plan. The two loyalty programs will remain separate until the acquisition closes.\u003c/p>\n\u003cp>Virgin America got off the ground with support from minority owner Richard Branson and began flying in 2007. It went public in November 2014 with an initial stock offering priced at $23 per share. Virgin, which turned profitable — barely — in 2013, earned a record $340.5 million last year. The airline slowed down its rapid growth and got help from low fuel prices. Virgin is being forced to restart that growth this year as it takes delivery of new jets ordered years ago that can't easily be canceled. New routes often start at a loss.\u003c/p>\n\u003cp>[contextly_auto_sidebar id=\"nw4PklF2qeLmIxkv7VIXYYDFmul28OE4\"]\u003c/p>\n\u003cp>Alaska first approached Virgin about a sale in the fall and — pending approval by Virgin shareholders in June and by government regulators — hopes to close by the end of this year.\u003c/p>\n\u003cp>The combined business will be based in Seattle, with Tilden as its CEO. It will have about 280 aircraft, including regional planes. Alaska has been a loyal Boeing customer for years, flying almost entirely a fleet of 737s, manufactured just a few miles from its headquarters. Virgin uses only Airbus jets.\u003c/p>\n\u003cp>The deal marks a shift in the size of consolidations within the airline industry. For more than a decade consolidation swept through the major players, reducing the largest nine carriers in 2005 to four airlines by the end of 2013. The Alaska buyout of Virgin indicates that consolidation has shifted to smaller players.\u003c/p>\n\u003cp>While Virgin has experienced growth in Dallas and added new service to Hawaii and Denver, the airline was having trouble getting enough takeoff and landing slots at busy New York airports, where access is restricted by government limits. Its smaller size and schedule made it difficult for the company to compete with bigger carriers for lucrative business travelers.\u003c/p>\n\u003cp>The deal is anticipated to add to adjusted earnings per share in the first full year, excluding integration costs, and boost annual revenues 27 percent to more than $7 billion. Alaska Air said that it expects about $300 million to $350 million in one-time integration costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Virgin America Inc.'s stock jumped 40.6 percent Monday morning, to $54.70. Alaska Air Group Inc., shares fell 4.5 percent, to $78.36.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How to Move Around During the Holidays: A Bay Area Travel Guide",
"title": "How to Move Around During the Holidays: A Bay Area Travel Guide",
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"content": "\u003cp>\u003cstrong>Flying Christmas Eve\u003c/strong>\u003c/p>\n\u003cp>Heading to the airport for that last-minute trip to see family and friends? First, our condolences for what's likely to be a long and stressful day of travel, but we admire your grit and commitment.\u003c/p>\n\u003cp>San Francisco, Oakland and San Jose airports recommend arriving 90 minutes prior to domestic flights, and two or three hours before international flights.\u003c/p>\n\u003cp>Mineta San Jose International Airport spokeswoman Vicki Day says, \"That's probably a minimum,\" especially if you're trying to catch one of the first flights out of any given terminal. She says it's not just the higher traffic that could slow things down.\u003c/p>\n\u003cp>\"The passengers are not our normal weekly travel warriors,\" she says. \"They’re the more occasional traveler. Or they may be traveling with family members, with children they have to assist. Or they’re traveling with more luggage because they have presents they want to bring with them.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Expect Delays and Arrive Early\u003c/strong>\u003c/p>\n\u003cp>One major change that could make things easier: You can now take BART all the way to Oakland International Airport, after transferring to the Oakland Airport Connector at Coliseum Station. The first train on Christmas Eve leaves the Coliseum at 4:45 a.m. and arrives at OAK at 4:53 a.m. See the rest of the \u003ca href=\"http://www.bart.gov/schedules/bylineresults?route=20&date=12/24/2014\" target=\"_blank\">schedule here\u003c/a>.\u003c/p>\n\u003cp>The first BART train arrives at SFO tomorrow morning at 5:28 a.m., too late for the earliest flights. The airport has a \u003ca href=\"http://www.flysfo.com/to-from/overview\" target=\"_blank\">guide\u003c/a> with additional options. Here's a similar \u003ca href=\"http://www.flysanjose.com/fl/travelers.php?page=ground_trans/public&subtitle=Ground+Transportation+%7C+Public+Transportation\" target=\"_blank\">guide\u003c/a> for getting to San Jose International.\u003c/p>\n\u003cp>\u003cstrong>Closer to Home\u003c/strong>\u003c/p>\n\u003cp>Maybe your holiday travel plans are as simple as a short trek across town or the bay.\u003cbr>\n\u003ca href=\"http://www.bart.gov/schedules/bystation\" target=\"_blank\">\u003cbr>\nBART\u003c/a> is running a regular weekday schedule Christmas Eve, but trains will be on a Sunday schedule Christmas Day.\u003c/p>\n\u003cp>Same goes for \u003ca href=\"http://www.caltrain.com/schedules/holidayservice.html\" target=\"_blank\">Caltrain\u003c/a>, \u003ca href=\"http://www.samtrans.com/schedulesandmaps/holidayservice.html\">SamTrans\u003c/a>, \u003ca href=\"http://www.sfmta.com/calendar/alerts/christmas-day-and-new-years-day-service\" target=\"_blank\">Muni \u003c/a>and \u003ca href=\"http://www.actransit.org/faq/are-there-special-holiday-schedules-for-ac-transit-bus-lines/\">AC Transit\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://transit.511.org/schedules/holiday.aspx\" target=\"_blank\">511.org\u003c/a> has a master list with links to holiday schedules for various Bay Area transit systems.\u003c/p>\n\u003cp>\u003cstrong>Parking Enforcement\u003c/strong>\u003c/p>\n\u003cp>Christmas Day means a holiday from parking tickets, mostly. \u003ca href=\"http://www.sfmta.com/getting-around/parking/holiday-enforcement\" target=\"_blank\">San Francisco\u003c/a> will not enforce residential permits, any street sweeping restrictions or parking meters.\u003c/p>\n\u003cp>Oakland will not enforce \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\" target=\"_blank\">street sweeping\u003c/a> restrictions or \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_mc&r.htm\" target=\"_blank\">parking meters\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And it's a parking meter holiday in \u003ca href=\"http://www.sanjoseca.gov/index.aspx?NID=1877\" target=\"_blank\">San Jose\u003c/a>, too.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Flying Christmas Eve\u003c/strong>\u003c/p>\n\u003cp>Heading to the airport for that last-minute trip to see family and friends? First, our condolences for what's likely to be a long and stressful day of travel, but we admire your grit and commitment.\u003c/p>\n\u003cp>San Francisco, Oakland and San Jose airports recommend arriving 90 minutes prior to domestic flights, and two or three hours before international flights.\u003c/p>\n\u003cp>Mineta San Jose International Airport spokeswoman Vicki Day says, \"That's probably a minimum,\" especially if you're trying to catch one of the first flights out of any given terminal. She says it's not just the higher traffic that could slow things down.\u003c/p>\n\u003cp>\"The passengers are not our normal weekly travel warriors,\" she says. \"They’re the more occasional traveler. Or they may be traveling with family members, with children they have to assist. Or they’re traveling with more luggage because they have presents they want to bring with them.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Expect Delays and Arrive Early\u003c/strong>\u003c/p>\n\u003cp>One major change that could make things easier: You can now take BART all the way to Oakland International Airport, after transferring to the Oakland Airport Connector at Coliseum Station. The first train on Christmas Eve leaves the Coliseum at 4:45 a.m. and arrives at OAK at 4:53 a.m. See the rest of the \u003ca href=\"http://www.bart.gov/schedules/bylineresults?route=20&date=12/24/2014\" target=\"_blank\">schedule here\u003c/a>.\u003c/p>\n\u003cp>The first BART train arrives at SFO tomorrow morning at 5:28 a.m., too late for the earliest flights. The airport has a \u003ca href=\"http://www.flysfo.com/to-from/overview\" target=\"_blank\">guide\u003c/a> with additional options. Here's a similar \u003ca href=\"http://www.flysanjose.com/fl/travelers.php?page=ground_trans/public&subtitle=Ground+Transportation+%7C+Public+Transportation\" target=\"_blank\">guide\u003c/a> for getting to San Jose International.\u003c/p>\n\u003cp>\u003cstrong>Closer to Home\u003c/strong>\u003c/p>\n\u003cp>Maybe your holiday travel plans are as simple as a short trek across town or the bay.\u003cbr>\n\u003ca href=\"http://www.bart.gov/schedules/bystation\" target=\"_blank\">\u003cbr>\nBART\u003c/a> is running a regular weekday schedule Christmas Eve, but trains will be on a Sunday schedule Christmas Day.\u003c/p>\n\u003cp>Same goes for \u003ca href=\"http://www.caltrain.com/schedules/holidayservice.html\" target=\"_blank\">Caltrain\u003c/a>, \u003ca href=\"http://www.samtrans.com/schedulesandmaps/holidayservice.html\">SamTrans\u003c/a>, \u003ca href=\"http://www.sfmta.com/calendar/alerts/christmas-day-and-new-years-day-service\" target=\"_blank\">Muni \u003c/a>and \u003ca href=\"http://www.actransit.org/faq/are-there-special-holiday-schedules-for-ac-transit-bus-lines/\">AC Transit\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"http://transit.511.org/schedules/holiday.aspx\" target=\"_blank\">511.org\u003c/a> has a master list with links to holiday schedules for various Bay Area transit systems.\u003c/p>\n\u003cp>\u003cstrong>Parking Enforcement\u003c/strong>\u003c/p>\n\u003cp>Christmas Day means a holiday from parking tickets, mostly. \u003ca href=\"http://www.sfmta.com/getting-around/parking/holiday-enforcement\" target=\"_blank\">San Francisco\u003c/a> will not enforce residential permits, any street sweeping restrictions or parking meters.\u003c/p>\n\u003cp>Oakland will not enforce \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\" target=\"_blank\">street sweeping\u003c/a> restrictions or \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_mc&r.htm\" target=\"_blank\">parking meters\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And it's a parking meter holiday in \u003ca href=\"http://www.sanjoseca.gov/index.aspx?NID=1877\" target=\"_blank\">San Jose\u003c/a>, too.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It's been a particularly trying week for airline passengers flying to or departing from San Francisco International Airport, with long flight delays and scores of canceled flights. \u003c/p>\n\u003cp>The busy facility always faces challenges during summer fogs and winter storms. That's because the airport typically uses a pair of parallel runways to land planes. In clear weather, planes are allowed to land two at a time, virtually side by side; when visibility is impaired by low clouds or heavy rain, arriving flights can land just one at a time. That cuts the airport's capacity by half, and in really unfriendly weather, even more than that. \u003c/p>\n\u003cp>The reduction in capacity, in turn, prompts the Federal Aviation Administration to impose what it calls a \u003ca href=\"http://www.fly.faa.gov/Products/AIS_ORIGINAL/shortmessage.html\" target=\"_blank\">ground-delay program\u003c/a>. \u003c/p>\n\u003cp>Instead of allowing flights to just take off when there's bad weather at the destination, the FAA holds them at the departure airports. Then, the air-traffic control system performs what amounts to a massive rearrangement of flight schedules. Planes are assigned specific departure times and allowed to take off only as fast as the bad-weather airport can receive them. It's a form of metering that tries to prevent arriving jets from getting stacked up at their destinations and having to circle waiting for the chance to land. \u003c/p>\n\u003cp>The impact of all this plane-juggling on SFO this week has been dramatic. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>On Tuesday and Wednesday, flights destined for SFO were delayed four hours or more. On Thursday, even as our Dramatic December Deluge moved out of the areas, flights bound for San Francisco were delayed about 40 minutes. \u003c/p>\n\u003cp>And of course, the problems go beyond delays. Holding up flights for hours on end is smart management from an air-traffic-safety perspective, but it plays havoc with airline schedules, which typically rely on using arriving planes for trips to new destinations.\u003c/p>\n\u003cp>For instance, your flight to Los Angeles or Seattle might depend on a plane coming from O'Hare in Chicago. If that flight from O'Hare can't take off -- well, the best you can hope for is a long delay. And often, your best hope will be in vain: Your flight on that long-delayed jet will just be canceled. \u003c/p>\n\u003cp>Thursday morning, 19 flights were reported canceled -- 12 arrivals and seven departures. That was a minor impact compared to Wednesday, when SFO recorded more than 90 cancellations. A similar number of flights were scrubbed on Tuesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Delays at the Bay Area's other major airports have been minimal. Oakland International reported no flight delays this week. Mineta San Jose International was forced to divert some flights Monday night due to fog, but has operated with only minor delays since then. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's been a particularly trying week for airline passengers flying to or departing from San Francisco International Airport, with long flight delays and scores of canceled flights. \u003c/p>\n\u003cp>The busy facility always faces challenges during summer fogs and winter storms. That's because the airport typically uses a pair of parallel runways to land planes. In clear weather, planes are allowed to land two at a time, virtually side by side; when visibility is impaired by low clouds or heavy rain, arriving flights can land just one at a time. That cuts the airport's capacity by half, and in really unfriendly weather, even more than that. \u003c/p>\n\u003cp>The reduction in capacity, in turn, prompts the Federal Aviation Administration to impose what it calls a \u003ca href=\"http://www.fly.faa.gov/Products/AIS_ORIGINAL/shortmessage.html\" target=\"_blank\">ground-delay program\u003c/a>. \u003c/p>\n\u003cp>Instead of allowing flights to just take off when there's bad weather at the destination, the FAA holds them at the departure airports. Then, the air-traffic control system performs what amounts to a massive rearrangement of flight schedules. Planes are assigned specific departure times and allowed to take off only as fast as the bad-weather airport can receive them. It's a form of metering that tries to prevent arriving jets from getting stacked up at their destinations and having to circle waiting for the chance to land. \u003c/p>\n\u003cp>The impact of all this plane-juggling on SFO this week has been dramatic. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>On Tuesday and Wednesday, flights destined for SFO were delayed four hours or more. On Thursday, even as our Dramatic December Deluge moved out of the areas, flights bound for San Francisco were delayed about 40 minutes. \u003c/p>\n\u003cp>And of course, the problems go beyond delays. Holding up flights for hours on end is smart management from an air-traffic-safety perspective, but it plays havoc with airline schedules, which typically rely on using arriving planes for trips to new destinations.\u003c/p>\n\u003cp>For instance, your flight to Los Angeles or Seattle might depend on a plane coming from O'Hare in Chicago. If that flight from O'Hare can't take off -- well, the best you can hope for is a long delay. And often, your best hope will be in vain: Your flight on that long-delayed jet will just be canceled. \u003c/p>\n\u003cp>Thursday morning, 19 flights were reported canceled -- 12 arrivals and seven departures. That was a minor impact compared to Wednesday, when SFO recorded more than 90 cancellations. A similar number of flights were scrubbed on Tuesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Delays at the Bay Area's other major airports have been minimal. Oakland International reported no flight delays this week. Mineta San Jose International was forced to divert some flights Monday night due to fog, but has operated with only minor delays since then. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>By Bay City News\u003c/strong>\u003c/p>\n\u003cp>SAN FRANCISCO INTERNATIONAL AIRPORT — Travelers who want to move more quickly through airport security can now enroll in TSA Precheck at San Francisco International Airport, according to the Transportation Security Administration.\u003c/p>\n\u003cfigure id=\"attachment_142624\" class=\"wp-caption alignleft\" style=\"max-width: 320px\">\u003cimg class=\"wp-image-142624 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/travelers-640x417.jpg\" alt=\"travelers\" width=\"320\" height=\"209\">\u003cfigcaption class=\"wp-caption-text\">(Photo by Scott Olson/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>TSA Precheck allows travelers who voluntarily undergo a special prescreening process to go through expedited security screening when they travel.\u003c/p>\n\u003cp>The faster security screening lets travelers keep on their shoes and light outerwear, keep their laptop in its case, keep their liquids and gels in their carry-on and pass through dedicated TSA Precheck lanes at more than 115 airports nationwide.\u003c/p>\n\u003cp>More than 400,000 travelers have enrolled in TSA Precheck across the country, according to TSA.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Travelers who want to enroll in TSA Precheck must be U.S. citizens or lawful permanent residents, TSA said. The application begins online at \u003ca href=\"https://universalenroll.dhs.gov/\" target=\"_blank\">universalenroll.dhs.gov\u003c/a>.\u003c/p>\n\u003cp>Applicants must then visit an enrollment center in person to verify citizenship or immigration status and provide fingerprints, TSA said.\u003c/p>\n\u003caside class=\"pullquote alignleft\">When enrolled, travelers can:\n\u003cul>\n\u003cli>Keep on their shoes\u003c/li>\n\u003cli>Keep laptop in case\u003c/li>\n\u003cli>Keep liquids and gels in carry-on luggage\u003c/li>\n\u003cli>Use security express lanes at more than 115 airports in U.S.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The SFO TSA Precheck enrollment center is in the International Terminal near the BART station entrance and checkpoint G, the TSA said. There are also enrollment centers in Oakland, South San Francisco and Martinez, TSA said.\u003c/p>\n\u003cp>\"During the application process, travelers will provide basic biographical information about themselves,\" Fred Lau, TSA Federal Security Director at SFO, said in a statement. \"TSA uses that information to pre-screen applicants and, if approved, they become eligible for expedited screening on a consistent basis.\"\u003c/p>\n\u003cp>The TSA maintains a list of TSA Precheck eligibility requirements, as well as disqualifying criminal offenses and other actions that would make an applicant ineligible, on its website at \u003ca href=\"http://www.tsa.gov/tsa-precheck/eligibility-requirements\" target=\"_blank\">www.tsa.gov/tsa-precheck/eligibility-requirements\u003c/a>.\u003c/p>\n\u003cp>Once enrolled, TSA Precheck travelers will receive a Known Traveler Number, which is valid for five years. The process includes a nonrefundable $85 application processing fee.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The TSA still conducts random security measures, and no individual is guaranteed an expedited screening, according to TSA.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>By Bay City News\u003c/strong>\u003c/p>\n\u003cp>SAN FRANCISCO INTERNATIONAL AIRPORT — Travelers who want to move more quickly through airport security can now enroll in TSA Precheck at San Francisco International Airport, according to the Transportation Security Administration.\u003c/p>\n\u003cfigure id=\"attachment_142624\" class=\"wp-caption alignleft\" style=\"max-width: 320px\">\u003cimg class=\"wp-image-142624 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/travelers-640x417.jpg\" alt=\"travelers\" width=\"320\" height=\"209\">\u003cfigcaption class=\"wp-caption-text\">(Photo by Scott Olson/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>TSA Precheck allows travelers who voluntarily undergo a special prescreening process to go through expedited security screening when they travel.\u003c/p>\n\u003cp>The faster security screening lets travelers keep on their shoes and light outerwear, keep their laptop in its case, keep their liquids and gels in their carry-on and pass through dedicated TSA Precheck lanes at more than 115 airports nationwide.\u003c/p>\n\u003cp>More than 400,000 travelers have enrolled in TSA Precheck across the country, according to TSA.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Travelers who want to enroll in TSA Precheck must be U.S. citizens or lawful permanent residents, TSA said. The application begins online at \u003ca href=\"https://universalenroll.dhs.gov/\" target=\"_blank\">universalenroll.dhs.gov\u003c/a>.\u003c/p>\n\u003cp>Applicants must then visit an enrollment center in person to verify citizenship or immigration status and provide fingerprints, TSA said.\u003c/p>\n\u003caside class=\"pullquote alignleft\">When enrolled, travelers can:\n\u003cul>\n\u003cli>Keep on their shoes\u003c/li>\n\u003cli>Keep laptop in case\u003c/li>\n\u003cli>Keep liquids and gels in carry-on luggage\u003c/li>\n\u003cli>Use security express lanes at more than 115 airports in U.S.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The SFO TSA Precheck enrollment center is in the International Terminal near the BART station entrance and checkpoint G, the TSA said. There are also enrollment centers in Oakland, South San Francisco and Martinez, TSA said.\u003c/p>\n\u003cp>\"During the application process, travelers will provide basic biographical information about themselves,\" Fred Lau, TSA Federal Security Director at SFO, said in a statement. \"TSA uses that information to pre-screen applicants and, if approved, they become eligible for expedited screening on a consistent basis.\"\u003c/p>\n\u003cp>The TSA maintains a list of TSA Precheck eligibility requirements, as well as disqualifying criminal offenses and other actions that would make an applicant ineligible, on its website at \u003ca href=\"http://www.tsa.gov/tsa-precheck/eligibility-requirements\" target=\"_blank\">www.tsa.gov/tsa-precheck/eligibility-requirements\u003c/a>.\u003c/p>\n\u003cp>Once enrolled, TSA Precheck travelers will receive a Known Traveler Number, which is valid for five years. The process includes a nonrefundable $85 application processing fee.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The TSA still conducts random security measures, and no individual is guaranteed an expedited screening, according to TSA.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Joan Lowy and Martha Mendoza\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_127607\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS5446_asianasfocrash20130706-lpr.jpg\">\u003cimg class=\"size-medium wp-image-127607\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS5446_asianasfocrash20130706-lpr-640x409.jpg\" alt=\"(Josh Edelson/AFP/Getty Images)\" width=\"640\" height=\"409\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An Asiana Airlines Boeing 777 is seen on the runway at San Francisco International Airport after crash landing on July 6, 2013. (Josh Edelson/AFP/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 11:20 a.m.: \u003c/strong>The latest AP writethrough on the National Transportation Safety Board's findings in last year's Asiana Airlines crash at SFO:\u003c/p>\n\u003cp>WASHINGTON — Pilot mismanagement and confusion caused Asiana Flight 214 to crash at San Francisco International Airport last July, federal accident investigators concluded Tuesday.\u003c/p>\n\u003cp>The National Transportation Safety Board said there was confusion over whether one of the airliner's key controls was maintaining speed.\u003c/p>\n\u003cp>The agency also cited the complexity of the Boeing 777's autothrottle and pilot training by the South Korea-based airline as contributing to the crash, which killed three passengers and injured more than 200.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The plane, with 307 people on board, was too low and too slow during the landing attempt. Its tail struck a seawall and was ripped off. The rest of the plane went spinning and sliding down the runway. The crash was the only fatal passenger airline accident in the U.S. in the last five years.\u003c/p>\n\u003cp>Before the vote, Chris Hart, the NTSB's acting chairman, said that increasingly complex automated aircraft controls designed to improve safety are instead creating new opportunities for error.\u003c/p>\n\u003cp>The Asiana flight crew \"over-relied on automated systems that they did not fully understand,\" he said.\u003c/p>\n\u003cp>Among the other issues raised by the investigation are some that long have concerned aviation officials, including hesitancy by some pilots to abort a landing when things go awry or to challenge a captain's actions.\u003c/p>\n\u003cp>The irony of the accident is that it occurred at all. Three experienced pilots were in the cockpit on July 6, 2013. The plane, a Boeing 777, had one of the industry's best safety records. And weather conditions that day were near-perfect.\u003c/p>\n\u003cp>But the wide-bodied jetliner with 307 people on board was too low and too slow during the landing. It struck a seawall just short of the runway, ripping off the tail and sending the rest of the plane spinning and skidding down the runway. When the shattered plane came to rest, a fire erupted.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> The irony of the accident is that it occurred at all, as three experienced pilots were in the cockpit. \u003c/aside>\n\u003cp>Despite the violence of the crash, only three people were killed — Chinese teens seated in the back who may not have been wearing their seat belts and were thrown from the plane. One of the teenage girls survived the crash but was run over by two rescue vehicles in the chaos afterward. Nearly 200 people were injured.\u003c/p>\n\u003cp>In documents made public by the safety board, Asiana acknowledged the likely cause of the accident was the crew's failure to monitor and maintain the plane's airspeed, and its failure to abort the landing when in trouble. The South Korea-based airline said the pilot and co-pilot reasonably believed the automatic throttle would keep the plane flying fast enough to land safely, when in fact the auto throttle was effectively shut off after the pilot idled it to correct an unexplained climb earlier in the landing.\u003c/p>\n\u003cp>Asiana said the plane should have been designed so that the autothrottle would maintain the proper speed after the pilot put it in \"hold mode.\"\u003c/p>\n\u003cp>Boeing had been warned about the problem by U.S. and European aviation regulators. Asiana urged the safety board to recommend that the aircraft maker be required to include an audible warning to alert pilots when the throttle changes to a setting in which it no longer is maintaining speed.\u003c/p>\n\u003cp>\"Asiana has a point,\" said John Cox, a former airline pilot and aviation safety consultant, \"but this is not the first time it has happened. Any of these highly automated airplanes have these conditions that require special training and pilot awareness. ... This is something that has been known for many years and trained for many years.\"\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/155890838&color=ff5500&auto_play=false&hide_related=false&show_artwork=true&show_comments=true&show_user=true&show_reposts=false\">\u003c/iframe>\u003c/p>\n\u003cp>Boeing told the board there was nothing wrong with the plane, and the crash was caused by the failure of the pilots to maintain speed and to abort the landing when the approach had become unstable, as required by their company's policies. An unstable approach occurs when a plane's speed or rate of descent is too fast or to slow, or the plane isn't properly aligned for landing.\u003c/p>\n\u003cp>Captain Lee Kang Kuk, 45, a veteran pilot who was new to the 777, was flying the plane. Because an airport navigational aid that helps planes land wasn't working that day, Kuk was flying a visual approach that involves lining up the jet for landing by looking through the windshield and using numerous other cues, rather than relying on a radio-based system called a glide-slope that guides aircraft to the runway. A training captain was sitting next to him in the right seat watching his performance.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Kuk told transportation accident investigators that he did not immediately move to abort the landing after it became unstable because he felt only the instructor pilot had that authority. Cockpit culture, in which the senior captain is viewed as supreme, was identified as a factor in several South Korean airliner crashes in the 1980s and '90s. Afterward, procedures and hierarchies were overhauled in Korea and elsewhere, including the U.S.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Joan Lowy and Martha Mendoza\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_127607\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS5446_asianasfocrash20130706-lpr.jpg\">\u003cimg class=\"size-medium wp-image-127607\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS5446_asianasfocrash20130706-lpr-640x409.jpg\" alt=\"(Josh Edelson/AFP/Getty Images)\" width=\"640\" height=\"409\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An Asiana Airlines Boeing 777 is seen on the runway at San Francisco International Airport after crash landing on July 6, 2013. (Josh Edelson/AFP/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 11:20 a.m.: \u003c/strong>The latest AP writethrough on the National Transportation Safety Board's findings in last year's Asiana Airlines crash at SFO:\u003c/p>\n\u003cp>WASHINGTON — Pilot mismanagement and confusion caused Asiana Flight 214 to crash at San Francisco International Airport last July, federal accident investigators concluded Tuesday.\u003c/p>\n\u003cp>The National Transportation Safety Board said there was confusion over whether one of the airliner's key controls was maintaining speed.\u003c/p>\n\u003cp>The agency also cited the complexity of the Boeing 777's autothrottle and pilot training by the South Korea-based airline as contributing to the crash, which killed three passengers and injured more than 200.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The plane, with 307 people on board, was too low and too slow during the landing attempt. Its tail struck a seawall and was ripped off. The rest of the plane went spinning and sliding down the runway. The crash was the only fatal passenger airline accident in the U.S. in the last five years.\u003c/p>\n\u003cp>Before the vote, Chris Hart, the NTSB's acting chairman, said that increasingly complex automated aircraft controls designed to improve safety are instead creating new opportunities for error.\u003c/p>\n\u003cp>The Asiana flight crew \"over-relied on automated systems that they did not fully understand,\" he said.\u003c/p>\n\u003cp>Among the other issues raised by the investigation are some that long have concerned aviation officials, including hesitancy by some pilots to abort a landing when things go awry or to challenge a captain's actions.\u003c/p>\n\u003cp>The irony of the accident is that it occurred at all. Three experienced pilots were in the cockpit on July 6, 2013. The plane, a Boeing 777, had one of the industry's best safety records. And weather conditions that day were near-perfect.\u003c/p>\n\u003cp>But the wide-bodied jetliner with 307 people on board was too low and too slow during the landing. It struck a seawall just short of the runway, ripping off the tail and sending the rest of the plane spinning and skidding down the runway. When the shattered plane came to rest, a fire erupted.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> The irony of the accident is that it occurred at all, as three experienced pilots were in the cockpit. \u003c/aside>\n\u003cp>Despite the violence of the crash, only three people were killed — Chinese teens seated in the back who may not have been wearing their seat belts and were thrown from the plane. One of the teenage girls survived the crash but was run over by two rescue vehicles in the chaos afterward. Nearly 200 people were injured.\u003c/p>\n\u003cp>In documents made public by the safety board, Asiana acknowledged the likely cause of the accident was the crew's failure to monitor and maintain the plane's airspeed, and its failure to abort the landing when in trouble. The South Korea-based airline said the pilot and co-pilot reasonably believed the automatic throttle would keep the plane flying fast enough to land safely, when in fact the auto throttle was effectively shut off after the pilot idled it to correct an unexplained climb earlier in the landing.\u003c/p>\n\u003cp>Asiana said the plane should have been designed so that the autothrottle would maintain the proper speed after the pilot put it in \"hold mode.\"\u003c/p>\n\u003cp>Boeing had been warned about the problem by U.S. and European aviation regulators. Asiana urged the safety board to recommend that the aircraft maker be required to include an audible warning to alert pilots when the throttle changes to a setting in which it no longer is maintaining speed.\u003c/p>\n\u003cp>\"Asiana has a point,\" said John Cox, a former airline pilot and aviation safety consultant, \"but this is not the first time it has happened. Any of these highly automated airplanes have these conditions that require special training and pilot awareness. ... This is something that has been known for many years and trained for many years.\"\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/155890838&color=ff5500&auto_play=false&hide_related=false&show_artwork=true&show_comments=true&show_user=true&show_reposts=false\">\u003c/iframe>\u003c/p>\n\u003cp>Boeing told the board there was nothing wrong with the plane, and the crash was caused by the failure of the pilots to maintain speed and to abort the landing when the approach had become unstable, as required by their company's policies. An unstable approach occurs when a plane's speed or rate of descent is too fast or to slow, or the plane isn't properly aligned for landing.\u003c/p>\n\u003cp>Captain Lee Kang Kuk, 45, a veteran pilot who was new to the 777, was flying the plane. Because an airport navigational aid that helps planes land wasn't working that day, Kuk was flying a visual approach that involves lining up the jet for landing by looking through the windshield and using numerous other cues, rather than relying on a radio-based system called a glide-slope that guides aircraft to the runway. A training captain was sitting next to him in the right seat watching his performance.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Kuk told transportation accident investigators that he did not immediately move to abort the landing after it became unstable because he felt only the instructor pilot had that authority. Cockpit culture, in which the senior captain is viewed as supreme, was identified as a factor in several South Korean airliner crashes in the 1980s and '90s. Afterward, procedures and hierarchies were overhauled in Korea and elsewhere, including the U.S.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_130985\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/03/RS5449_asianacrashsfo20130706-lpr.jpg\">\u003cimg class=\"size-medium wp-image-130985\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/03/RS5449_asianacrashsfo20130706-lpr-640x426.jpg\" alt=\"A Boeing 777 airplane lies burned on the runway after it crashed at San Francisco International Airport July 6, 2013. (Ezra Shaw/Getty Images)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Boeing 777 airplane lies burned on the runway after it crashed at San Francisco International Airport July 6, 2013. (Ezra Shaw/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>By Associated Press\u003c/strong>\u003c/p>\n\u003cp>Asiana Airlines says a Boeing 777 that crashed at San Francisco International Airport had inadequate warning systems to alert the crew to problems with air speed in the accident on July 6, 2013, that killed three and injured than 200.\u003c/p>\n\u003cp>In a filing with the National Transportation Safety Board released today, the airline says there was no indication that the plane's autothrottle had stopped maintaining the set air speed.\u003c/p>\n\u003cp>Additionally, it says a low air speed alerting system came on too late for the pilots to avoid the crash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Asiana also acknowledged that its crew failed to monitor and maintain a safe air speed, but said inconsistencies in the aircraft's automation logic and deficient warning systems contributed to the failure.\u003c/p>\n\u003cp>The NTSB previously said the crew showed signs of confusion about the elaborate computer systems of the Boeing 777 that crashed on July 6 and resulted in three deaths.\u003c/p>\n\u003cp>This is USA Today's story on the latest developments related to the crash of Flight 214:\u003c/p>\n\u003cp>Asiana Airlines acknowledged for the first time that the \"probable cause\" of the fatal crash in San Francisco last July was its pilot flying too slow, according to documents federal investigators released today.\u003c/p>\n\u003cp>However, the airline also said \"inconsistencies\" in the Boeing 777-200ER's autothrottle contributed to the crash. The airline's positions submitted earlier this month were part of hundreds of pages of documents the National Transportation Safety Board will consider while investigating the crash that killed three passengers and injured more than 200.\u003c/p>\n\u003cp>Asiana said the plane's navigation equipment \"led the crew to believe that the autothrottle was maintaining the airspeed set by the crew\" and instead the equipment \"disabled the aircraft's minimum airspeed protection.\" The airline also said test pilots had trouble landing under the same conditions in simulators.\u003c/p>\n\u003cp>The Asiana documents are just one portion of what the NTSB will consider as it determines the probable cause of the crash and any recommendations resulting from it. Investigators hope to finish the case before the anniversary of the crash July 6.\u003c/p>\n\u003cp>Asiana Flight 214 slammed into a seawall at the end of the runway in San Francisco before spinning around, breaking into pieces and burning. Three passengers died in the incident, one of whom was run over by a fire truck, and more than 200 were sent to hospitals.\u003c/p>\n\u003cp>NTSB investigators earlier revealed that the plane was traveling lower and slower than intended when it struck the seawall. The plane was traveling about 119 mph, despite a goal of 158 mph.\u003c/p>\n\u003cp>But NTSB Chairman Deborah Hersman has said generally that even if there was confusion about how equipment worked, pilots are obligated to monitor their equipment and pay attention to their surroundings, to prevent crashes. She drew no conclusions yet about the Asiana incident.\u003c/p>\n\u003cp>Asiana Airlines acknowledged for the first time that the \"probable cause\" of the fatal crash in San Francisco last July was its pilot flying too slow, according to documents federal investigators released today.\u003c/p>\n\u003cp>However, the airline also said \"inconsistencies\" in the Boeing 777-200ER's autothrottle contributed to the crash. The airline's positions submitted earlier this month were part of hundreds of pages of documents the National Transportation Safety Board will consider while investigating the crash that killed three passengers and injured more than 200.\u003c/p>\n\u003cp>Asiana said the plane's navigation equipment \"led the crew to believe that the autothrottle was maintaining the airspeed set by the crew\" and instead the equipment \"disabled the aircraft's minimum airspeed protection.\" The airline also said test pilots had trouble landing under the same conditions in simulators.\u003c/p>\n\u003cp>The Asiana documents are just one portion of what the NTSB will consider as it determines the probable cause of the crash and any recommendations resulting from it. Investigators hope to finish the case before the anniversary of the crash July 6.\u003c/p>\n\u003cp>Asiana Flight 214 slammed into a seawall at the end of the runway in San Francisco before spinning around, breaking into pieces and burning. Three passengers died in the incident, one of whom was run over by a fire truck, and more than 200 were sent to hospitals.\u003c/p>\n\u003cp>NTSB investigators earlier revealed that the plane was traveling lower and slower than intended when it struck the seawall. The plane was traveling about 119 mph, despite a goal of 158 mph.\u003c/p>\n\u003cp>But NTSB Chairman Deborah Hersman has said generally that even if there was confusion about how equipment worked, pilots are obligated to monitor their equipment and pay attention to their surroundings, to prevent crashes. She drew no conclusions yet about the Asiana incident.\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_130985\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/03/RS5449_asianacrashsfo20130706-lpr.jpg\">\u003cimg class=\"size-medium wp-image-130985\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/03/RS5449_asianacrashsfo20130706-lpr-640x426.jpg\" alt=\"A Boeing 777 airplane lies burned on the runway after it crashed at San Francisco International Airport July 6, 2013. (Ezra Shaw/Getty Images)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Boeing 777 airplane lies burned on the runway after it crashed at San Francisco International Airport July 6, 2013. (Ezra Shaw/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>By Associated Press\u003c/strong>\u003c/p>\n\u003cp>Asiana Airlines says a Boeing 777 that crashed at San Francisco International Airport had inadequate warning systems to alert the crew to problems with air speed in the accident on July 6, 2013, that killed three and injured than 200.\u003c/p>\n\u003cp>In a filing with the National Transportation Safety Board released today, the airline says there was no indication that the plane's autothrottle had stopped maintaining the set air speed.\u003c/p>\n\u003cp>Additionally, it says a low air speed alerting system came on too late for the pilots to avoid the crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Asiana also acknowledged that its crew failed to monitor and maintain a safe air speed, but said inconsistencies in the aircraft's automation logic and deficient warning systems contributed to the failure.\u003c/p>\n\u003cp>The NTSB previously said the crew showed signs of confusion about the elaborate computer systems of the Boeing 777 that crashed on July 6 and resulted in three deaths.\u003c/p>\n\u003cp>This is USA Today's story on the latest developments related to the crash of Flight 214:\u003c/p>\n\u003cp>Asiana Airlines acknowledged for the first time that the \"probable cause\" of the fatal crash in San Francisco last July was its pilot flying too slow, according to documents federal investigators released today.\u003c/p>\n\u003cp>However, the airline also said \"inconsistencies\" in the Boeing 777-200ER's autothrottle contributed to the crash. The airline's positions submitted earlier this month were part of hundreds of pages of documents the National Transportation Safety Board will consider while investigating the crash that killed three passengers and injured more than 200.\u003c/p>\n\u003cp>Asiana said the plane's navigation equipment \"led the crew to believe that the autothrottle was maintaining the airspeed set by the crew\" and instead the equipment \"disabled the aircraft's minimum airspeed protection.\" The airline also said test pilots had trouble landing under the same conditions in simulators.\u003c/p>\n\u003cp>The Asiana documents are just one portion of what the NTSB will consider as it determines the probable cause of the crash and any recommendations resulting from it. Investigators hope to finish the case before the anniversary of the crash July 6.\u003c/p>\n\u003cp>Asiana Flight 214 slammed into a seawall at the end of the runway in San Francisco before spinning around, breaking into pieces and burning. Three passengers died in the incident, one of whom was run over by a fire truck, and more than 200 were sent to hospitals.\u003c/p>\n\u003cp>NTSB investigators earlier revealed that the plane was traveling lower and slower than intended when it struck the seawall. The plane was traveling about 119 mph, despite a goal of 158 mph.\u003c/p>\n\u003cp>But NTSB Chairman Deborah Hersman has said generally that even if there was confusion about how equipment worked, pilots are obligated to monitor their equipment and pay attention to their surroundings, to prevent crashes. She drew no conclusions yet about the Asiana incident.\u003c/p>\n\u003cp>Asiana Airlines acknowledged for the first time that the \"probable cause\" of the fatal crash in San Francisco last July was its pilot flying too slow, according to documents federal investigators released today.\u003c/p>\n\u003cp>However, the airline also said \"inconsistencies\" in the Boeing 777-200ER's autothrottle contributed to the crash. The airline's positions submitted earlier this month were part of hundreds of pages of documents the National Transportation Safety Board will consider while investigating the crash that killed three passengers and injured more than 200.\u003c/p>\n\u003cp>Asiana said the plane's navigation equipment \"led the crew to believe that the autothrottle was maintaining the airspeed set by the crew\" and instead the equipment \"disabled the aircraft's minimum airspeed protection.\" The airline also said test pilots had trouble landing under the same conditions in simulators.\u003c/p>\n\u003cp>The Asiana documents are just one portion of what the NTSB will consider as it determines the probable cause of the crash and any recommendations resulting from it. Investigators hope to finish the case before the anniversary of the crash July 6.\u003c/p>\n\u003cp>Asiana Flight 214 slammed into a seawall at the end of the runway in San Francisco before spinning around, breaking into pieces and burning. Three passengers died in the incident, one of whom was run over by a fire truck, and more than 200 were sent to hospitals.\u003c/p>\n\u003cp>NTSB investigators earlier revealed that the plane was traveling lower and slower than intended when it struck the seawall. The plane was traveling about 119 mph, despite a goal of 158 mph.\u003c/p>\n\u003cp>But NTSB Chairman Deborah Hersman has said generally that even if there was confusion about how equipment worked, pilots are obligated to monitor their equipment and pay attention to their surroundings, to prevent crashes. She drew no conclusions yet about the Asiana incident.\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_124522\" class=\"wp-caption aligncenter\" style=\"max-width: 639px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/01/lufthansa2.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-124522\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/01/lufthansa2.png\" alt=\"(PilotsEYE.tv/YouTube screen capture)\" width=\"639\" height=\"353\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(PilotsEYE.tv/YouTube screen capture)\u003c/figcaption>\u003c/figure>\n\u003cp>Officials at San Francisco International Airport are alerting the public that their flights might be delayed — for about four months later this year.\u003c/p>\n\u003cp>A pair of the airport’s shorter runways will be shut down from May to September to allow installation of new pavement designed to, in the airport’s words, “safely capture an aircraft’s landing gear should it overshoot the airstrip.”\u003c/p>\n\u003cp>\u003ca href=\"http://www.flysfo.com/about-sfo/airport-development/runway/fact-sheet\" target=\"_blank\" rel=\"noopener\">In an advisory\u003c/a>, the airport says that all arriving and departing traffic will use Runways 10R-28L and 10L-28R. During good weather, minor delays might occur during peak periods of traffic demand, such as 9 a.m. to noon. More significant delays will occur during bad weather — say, during very foggy or windy conditions.\u003c/p>\n\u003cp>The work on Runways 1R and 1L is being done under a Federal Aviation Administration program to improve what the agency calls runway safety areas at the nation’s commercial airports. The safety areas are essentially emergency-stop zones for planes that approach the end of runways on landings or aborted takeoffs.\u003c/p>\n\u003cp>Since SFO doesn’t have enough room for the full 1,000-foot runway safety area extension mandated in the FAA rules, the airport is installing an “\u003ca href=\"http://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=12497\" target=\"_blank\" rel=\"noopener\">engineered material arresting system\u003c/a>” designed to slow down and stop planes that overrun the end of a runway.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The material’s manufacturer, \u003ca href=\"http://www.esco.zodiacaerospace.com/\" target=\"_blank\" rel=\"noopener\">Engineered Arresting Systems Corp.\u003c/a>, describes what it is and how it’s supposed to work: “EMAS is consisted of a bed of cellular cement material manufactured in the form of engineered block components that are strategically placed at the overrun end of a runway. The EMAS predictably and reliably crushes under the weight of an aircraft, providing deceleration and a safe stop.”\u003c/p>\n\u003cp>The company also says the material can be installed around “high-value public and private buildings” to stop “threat vehicles.” A truck carrying explosives, say.\u003c/p>\n\u003cp>The arresting systems already have saved some planes, including a couple of commercial flights full of passengers: a \u003ca href=\"http://aircrewbuzz.blogspot.com/2008/07/mexicana-airbus-a320-runway-overrun-at.html\" target=\"_blank\" rel=\"noopener\">Mexicana Airlines Airbus A320\u003c/a> at Chicago’s O’Hare International Airport in 2008; a \u003ca href=\"http://www.flightglobal.com/news/articles/ntsb-documents-multiple-crew-errors-in-charleston-crj200-340446/\" target=\"_blank\" rel=\"noopener\">PSA Airlines Bombardier CJR200 \u003c/a>in West Virginia in 2010; and, perhaps most spectacularly, a \u003ca href=\"http://blog.aaae.org/2012/02/03/photo-archives-emas-save-aftermath/\" target=\"_blank\" rel=\"noopener\">747 cargo jet\u003c/a> at JFK in New York City in 2005.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Aspiring EMAS nerds need to watch the video below from the manufacturer. It actually does a great job explaining how the system works, complete with video from a live test with a real airliner.\u003c/p>\n\u003cdiv class=\"_single-video\">\u003ciframe loading=\"lazy\" src=\"//www.youtube.com/embed/45IcXrqRjEY\" frameborder=\"0\" width=\"630\" height=\"473\">\u003c/iframe>\u003c/div>\n\n",
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"code-switch-life-kit": {
"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
"id": "how-i-built-this",
"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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},
"link": "/radio/program/latino-usa",
"subscribe": {
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
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"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/M4f5",
"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
"tuneIn": "https://tunein.com/podcasts/Business--Economics-Podcasts/Planet-Money-p164680/",
"rss": "https://feeds.npr.org/510289/podcast.xml"
}
},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Political Breakdown",
"officialWebsiteLink": "/podcasts/politicalbreakdown",
"meta": {
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"source": "kqed",
"order": 5
},
"link": "/podcasts/politicalbreakdown",
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