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"content": "\u003cp>The U.S. government’s highway safety agency has approved a Bay Area company’s request to exempt its self-driving delivery vehicle from federal regulations governing human-driven cars and trucks.\u003c/p>\n\u003cp>The approval for Mountain View-based Nuro marks the first time the National Highway Traffic Safety Administration has granted \u003ca href=\"https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/documents/nuro_grant_notice_final-unofficial.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">an exemption\u003c/a> for an autonomous vehicle without some of the standard safety and control equipment required for conventional passenger vehicles. \u003c/p>\n\u003cp>Nuro’s autonomous electric vehicles, which have been likened to toasters on wheels, can carry about 420 pounds of groceries, pizza pies or what have you at a top speed of 25 mph. The “zero-passenger” robot cars, which have been used for grocery deliveries in Arizona and Texas, have no steering wheels, brake pedals, windshields or mirrors. \u003c/p>\n\u003cp>Instead, they rely on an array of sensors, including standard and thermal-vision cameras, radar and lidar, and computer navigation that allows the vehicle to travel through areas the company has already mapped. The firm has told NHTSA its automated driving system will be backed up by “experienced human operators who are extensively trained in the vehicle’s systems” who can assume control of the robot if necessary.\u003c/p>\n\u003cp>The NHTSA exemption was granted for Nuro’s second-generation vehicle, the R2. The company \u003ca href=\"https://medium.com/nuro/introducing-r2-nuros-next-generation-self-driving-vehicle-a9974ff6c2e0\">calls it\u003c/a> “a socially responsible neighborhood vehicle that you can trust.” \u003c/p>\n\u003cfigure id=\"attachment_11800466\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro-800x450.jpeg\" alt=\"\" width=\"800\" height=\"450\" class=\"size-medium wp-image-11800466\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Key specifications and features for Nuro’s R2. \u003ccite>(Nuro)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In addition to all its advanced sensing hardware, navigational smarts and redundant braking and control systems, Nuro also touts what it calls the R2’s “pedestrian-protecting front end” — energy-absorbing “crumple zones” designed to reduce the severity of a collision impact. \u003c/p>\n\u003cp>In its NHTSA filings, Nuro has argued its front end would be significantly safer for a pedestrian collision victim than a conventional windshield, which have been found to be a leading factor in causing serious injuries. \u003c/p>\n\u003cp>Nuro says the fully loaded robot vehicle weighs 2,530 pounds. It’s 108 inches long, 43 inches wide and 73 inches high. If you’re looking for an existing vehicle comparison, the Smart ForTwo model comes close — the R2 is roughly the same weight, height and length as the diminutive commute car, but about 30 inches narrower. Nuro advertises that reduced width as an added safety factor in the vehicle’s interactions with pedestrians and cyclists.\u003c/p>\n\u003cp>\u003ca href=\"https://medium.com/nuro/why-nuro-and-walmart-have-teamed-up-bringing-autonomous-grocery-delivery-into-2020-8e1ae8b3b9f6\" rel=\"noopener noreferrer\" target=\"_blank\">Nuro announced \u003c/a> in December it planned to deploy the R2 in Houston to launch a grocery delivery service with Walmart.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/XKXbacNQGI8\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The company, teaming with Kroger, has operated similar services with its previous robot model, the R1, in both Houston and Scottsdale, Arizona. Last June, it partnered with Domino’s to test autonomous pizza deliveries in the Houston market. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Under the two-year temporary federal approval \u003ca href=\"https://www.nhtsa.gov/press-releases/nuro-exemption-low-speed-driverless-vehicle\" rel=\"noopener noreferrer\" target=\"_blank\">announced Thursday\u003c/a>, Nuro will be permitted to produce and deploy as many as 5,000 of its R2 units. The company will also be required to report any R2 crashes within 24 hours, hold regular meetings with the safety agency and do community outreach in the areas where its vehicles will operate. \u003c/p>\n\u003cp>Nuro, which launched in 2016, is led by two veterans of Google’s self-driving car program, Dave Ferguson and Jiajun Zhu. Its primary financial backing comes from the SoftBank Vision Fund, which a year ago invested $940 million in the firm.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government’s highway safety agency has approved a Bay Area company’s request to exempt its self-driving delivery vehicle from federal regulations governing human-driven cars and trucks.\u003c/p>\n\u003cp>The approval for Mountain View-based Nuro marks the first time the National Highway Traffic Safety Administration has granted \u003ca href=\"https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/documents/nuro_grant_notice_final-unofficial.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">an exemption\u003c/a> for an autonomous vehicle without some of the standard safety and control equipment required for conventional passenger vehicles. \u003c/p>\n\u003cp>Nuro’s autonomous electric vehicles, which have been likened to toasters on wheels, can carry about 420 pounds of groceries, pizza pies or what have you at a top speed of 25 mph. The “zero-passenger” robot cars, which have been used for grocery deliveries in Arizona and Texas, have no steering wheels, brake pedals, windshields or mirrors. \u003c/p>\n\u003cp>Instead, they rely on an array of sensors, including standard and thermal-vision cameras, radar and lidar, and computer navigation that allows the vehicle to travel through areas the company has already mapped. The firm has told NHTSA its automated driving system will be backed up by “experienced human operators who are extensively trained in the vehicle’s systems” who can assume control of the robot if necessary.\u003c/p>\n\u003cp>The NHTSA exemption was granted for Nuro’s second-generation vehicle, the R2. The company \u003ca href=\"https://medium.com/nuro/introducing-r2-nuros-next-generation-self-driving-vehicle-a9974ff6c2e0\">calls it\u003c/a> “a socially responsible neighborhood vehicle that you can trust.” \u003c/p>\n\u003cfigure id=\"attachment_11800466\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro-800x450.jpeg\" alt=\"\" width=\"800\" height=\"450\" class=\"size-medium wp-image-11800466\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Key specifications and features for Nuro’s R2. \u003ccite>(Nuro)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In addition to all its advanced sensing hardware, navigational smarts and redundant braking and control systems, Nuro also touts what it calls the R2’s “pedestrian-protecting front end” — energy-absorbing “crumple zones” designed to reduce the severity of a collision impact. \u003c/p>\n\u003cp>In its NHTSA filings, Nuro has argued its front end would be significantly safer for a pedestrian collision victim than a conventional windshield, which have been found to be a leading factor in causing serious injuries. \u003c/p>\n\u003cp>Nuro says the fully loaded robot vehicle weighs 2,530 pounds. It’s 108 inches long, 43 inches wide and 73 inches high. If you’re looking for an existing vehicle comparison, the Smart ForTwo model comes close — the R2 is roughly the same weight, height and length as the diminutive commute car, but about 30 inches narrower. Nuro advertises that reduced width as an added safety factor in the vehicle’s interactions with pedestrians and cyclists.\u003c/p>\n\u003cp>\u003ca href=\"https://medium.com/nuro/why-nuro-and-walmart-have-teamed-up-bringing-autonomous-grocery-delivery-into-2020-8e1ae8b3b9f6\" rel=\"noopener noreferrer\" target=\"_blank\">Nuro announced \u003c/a> in December it planned to deploy the R2 in Houston to launch a grocery delivery service with Walmart.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/XKXbacNQGI8\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The company, teaming with Kroger, has operated similar services with its previous robot model, the R1, in both Houston and Scottsdale, Arizona. Last June, it partnered with Domino’s to test autonomous pizza deliveries in the Houston market. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>There are often hundreds of drivers gathered in the taxi lot at San Francisco International Airport, in the back of the lower level of the garage.\u003c/p>\n\u003cp>When I arrived around 10 a.m. on a recent day, one driver was vacuuming his cab. Nearby, a pair of drivers were playing cards on the hood of a taxi. Others huddled around a bench, smoking cigarettes and chatting.\u003c/p>\n\u003cp>For most of these drivers, there’s a lot of waiting these days.\u003c/p>\n\u003cfigure id=\"attachment_11799433\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799433\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg\" alt=\"Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Namdev Sharma has been here for three hours, and he’s still waiting for the first fare of the day.\u003c/p>\n\u003cp>“I have no time for my children,” Sharma said. “It’s not a life to sit here and wait and wait, and then to get ready for the next day to do the same thing.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sharma is one of more than 700 drivers in San Francisco who took out large loans to buy medallions, the licenses to operate a cab. But now that Lyft and Uber have decimated the taxi industry, drivers aren’t making nearly enough to cover their loan payments.\u003c/p>\n\u003cp>Sharma has paid $80,000 toward his medallion, nearly a third of the total cost. If he were to default now on the loan, he would lose all of the money he paid in, which would be a devastating blow for him and his family. It’s his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799435\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799435\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg\" alt=\"Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A decade ago, San Francisco made tens of millions of dollars selling taxi medallions to drivers for $250,000 a piece. But now the medallion market is frozen — no one has bought one in almost four years.\u003c/p>\n\u003cp>Because there are no buyers for medallions, those who have one are stuck with it, and they are shackled to the loan payments. So even though there are often so few fares that drivers struggle to make even minimum wage, their only option is to keep driving and driving.\u003c/p>\n\u003cfigure id=\"attachment_11799432\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799432\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg\" alt=\"A taxi meter at the San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A taxi meter at the San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Berth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearly everyone at the SFO taxi lot had a story of loss and suffering. Some, like Sharma, lost their homes and are renting now.\u003c/p>\n\u003cp>When Sameh Alshriedeh lost his home, he didn’t have enough money for rent and said he was forced to take his family to a homeless shelter.\u003c/p>\n\u003cp>For the past three years, Ali Alikhani said he’s been using his Social Security money to pay off the medallion loan every month.\u003c/p>\n\u003cp>The pain can also be physical. Abdelellah Alhimsi said he ground his teeth so hard that he broke the night guard he wore to protect them. He couldn’t afford the $500 to replace it, and after breaking the guard, broke five of his teeth, he said.\u003c/p>\n\u003cp>Another driver, Ali Asghar, said he’s been suffering anxiety attacks at night.\u003c/p>\n\u003cp>“Sometimes I get up early, like nighttime when I’m sleeping, and I am freaked out and all sweaty,” Asghar said. “Then I put my kids in front of me. I say we’re living in America, my kids are suffering. How will be their future?”\u003c/p>\n\u003cp>Several drivers have died from illnesses commonly related to stress. \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED reported on the story of Edward Agababian\u003c/a> who died in his cab at age 59 from a torn aorta. Three weeks ago, Muhamed Tokmic-Muha passed away at his home — he was only 51 years old. Fellow drivers are now \u003ca href=\"https://www.gofundme.com/f/final-expenses-for-muhamed-tokmic-muha?utm_source=twitter&utm_medium=social&utm_campaign=p_cp+share-sheet\">trying to help the family raise money for the funeral\u003c/a>.\u003c/p>\n\u003cp>A few months ago, Alikhani said he found another driver dead in a cab. He had apparently been waiting for a fare and had had a heart attack. Alikhani said he can still see his colleague’s face, laying dead in the taxi.\u003c/p>\n\u003cfigure id=\"attachment_11799434\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799434\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg\" alt=\"Taxi driver Ejaz Ahmed shows his medallion.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ejaz Ahmed shows his medallion. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco has made tweaks to the medallion program, but it is not offering to buy them back. New York City, on the other hand, is working on a debt relief program for their drivers.\u003c/p>\n\u003cp>Alikhani said he hopes San Francisco will do something similar.\u003c/p>\n\u003cp>“The only thing I am asking is that the city of San Francisco pay me off and buy me out, that’s it,” Alikhani said.\u003c/p>\n\u003cp>The groundwork for the medallion crisis was laid in 2010, when a budget deficit followed on the heels of a financial recession. Then-Mayor Gavin Newsom directed the city to start selling taxi medallions. Before then, medallions were awarded on a seniority system, and drivers would wait years to get one.\u003c/p>\n\u003cfigure id=\"attachment_11799437\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799437\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg\" alt=\"Ejaz Ahmed waits in the short term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ejaz Ahmed waits in the short-term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco turned to a local credit union to finance the medallion sales. The city encouraged the San Francisco Federal Credit Union to issue subprime loans to drivers, many of whom had bad or no credit.\u003c/p>\n\u003cp>Jon Cohen, a lawyer for the credit union, said it only agreed at the time because the city promised to maintain a viable market for medallions.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"taxis\"]“By basically allowing the medallion market to die on the vine along with most of the cab market as well, they breached that obligation,” Cohen said. “It’s our position that there were lots of things the city could have and may have done too late or chosen not to do at all that led to the demise of the taxi market as a whole.”\u003c/p>\n\u003cp>Cohen says the city could have decided to regulate Lyft and Uber locally instead of abdicating responsibility to the state. For example, he said, San Francisco could have made the ride-hailing platforms to play by the same rules as existing cabs and acquire medallions to operate their businesses.\u003c/p>\n\u003cp>When Ed Lee was mayor, he embraced Lyft and Uber, and even held an official “Lyft Day” at City Hall to celebrate the company.\u003c/p>\n\u003cp>Mayor London Breed’s office did not respond to a request for comment.\u003c/p>\n\u003cp>The credit union is now suing the city for failing to maintain a market for medallions, as it believes the medallion laws and lending agreement with the city guarantee. But even if the credit union wins, it’s not clear that the drivers will get back the money they’ve poured into their medallions. That would mean $200,000 lost for driver Ejaz Ahmed — his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799436\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799436\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg\" alt=\"Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed hopes that people in San Francisco will put pressure on the supervisors and mayor to refund the medallion money, citing the city’s progressive politics and culture that enticed him to move here.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I do not have any hope on the board of supervisors,” Ahmed said. “I do have a belief in the people of San Francisco, that they will step in and they will force [the city] to refund the taxi drivers’ money back.”\u003c/p>\n\n",
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"excerpt": "As they struggle to pay off hefty loans on their medallions amid dwindling fares, many San Francisco cab drivers say they're succumbing to stress-related illnesses.",
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"title": "SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>There are often hundreds of drivers gathered in the taxi lot at San Francisco International Airport, in the back of the lower level of the garage.\u003c/p>\n\u003cp>When I arrived around 10 a.m. on a recent day, one driver was vacuuming his cab. Nearby, a pair of drivers were playing cards on the hood of a taxi. Others huddled around a bench, smoking cigarettes and chatting.\u003c/p>\n\u003cp>For most of these drivers, there’s a lot of waiting these days.\u003c/p>\n\u003cfigure id=\"attachment_11799433\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799433\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg\" alt=\"Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Namdev Sharma has been here for three hours, and he’s still waiting for the first fare of the day.\u003c/p>\n\u003cp>“I have no time for my children,” Sharma said. “It’s not a life to sit here and wait and wait, and then to get ready for the next day to do the same thing.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sharma is one of more than 700 drivers in San Francisco who took out large loans to buy medallions, the licenses to operate a cab. But now that Lyft and Uber have decimated the taxi industry, drivers aren’t making nearly enough to cover their loan payments.\u003c/p>\n\u003cp>Sharma has paid $80,000 toward his medallion, nearly a third of the total cost. If he were to default now on the loan, he would lose all of the money he paid in, which would be a devastating blow for him and his family. It’s his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799435\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799435\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg\" alt=\"Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A decade ago, San Francisco made tens of millions of dollars selling taxi medallions to drivers for $250,000 a piece. But now the medallion market is frozen — no one has bought one in almost four years.\u003c/p>\n\u003cp>Because there are no buyers for medallions, those who have one are stuck with it, and they are shackled to the loan payments. So even though there are often so few fares that drivers struggle to make even minimum wage, their only option is to keep driving and driving.\u003c/p>\n\u003cfigure id=\"attachment_11799432\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799432\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg\" alt=\"A taxi meter at the San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A taxi meter at the San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Berth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearly everyone at the SFO taxi lot had a story of loss and suffering. Some, like Sharma, lost their homes and are renting now.\u003c/p>\n\u003cp>When Sameh Alshriedeh lost his home, he didn’t have enough money for rent and said he was forced to take his family to a homeless shelter.\u003c/p>\n\u003cp>For the past three years, Ali Alikhani said he’s been using his Social Security money to pay off the medallion loan every month.\u003c/p>\n\u003cp>The pain can also be physical. Abdelellah Alhimsi said he ground his teeth so hard that he broke the night guard he wore to protect them. He couldn’t afford the $500 to replace it, and after breaking the guard, broke five of his teeth, he said.\u003c/p>\n\u003cp>Another driver, Ali Asghar, said he’s been suffering anxiety attacks at night.\u003c/p>\n\u003cp>“Sometimes I get up early, like nighttime when I’m sleeping, and I am freaked out and all sweaty,” Asghar said. “Then I put my kids in front of me. I say we’re living in America, my kids are suffering. How will be their future?”\u003c/p>\n\u003cp>Several drivers have died from illnesses commonly related to stress. \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED reported on the story of Edward Agababian\u003c/a> who died in his cab at age 59 from a torn aorta. Three weeks ago, Muhamed Tokmic-Muha passed away at his home — he was only 51 years old. Fellow drivers are now \u003ca href=\"https://www.gofundme.com/f/final-expenses-for-muhamed-tokmic-muha?utm_source=twitter&utm_medium=social&utm_campaign=p_cp+share-sheet\">trying to help the family raise money for the funeral\u003c/a>.\u003c/p>\n\u003cp>A few months ago, Alikhani said he found another driver dead in a cab. He had apparently been waiting for a fare and had had a heart attack. Alikhani said he can still see his colleague’s face, laying dead in the taxi.\u003c/p>\n\u003cfigure id=\"attachment_11799434\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799434\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg\" alt=\"Taxi driver Ejaz Ahmed shows his medallion.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ejaz Ahmed shows his medallion. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco has made tweaks to the medallion program, but it is not offering to buy them back. New York City, on the other hand, is working on a debt relief program for their drivers.\u003c/p>\n\u003cp>Alikhani said he hopes San Francisco will do something similar.\u003c/p>\n\u003cp>“The only thing I am asking is that the city of San Francisco pay me off and buy me out, that’s it,” Alikhani said.\u003c/p>\n\u003cp>The groundwork for the medallion crisis was laid in 2010, when a budget deficit followed on the heels of a financial recession. Then-Mayor Gavin Newsom directed the city to start selling taxi medallions. Before then, medallions were awarded on a seniority system, and drivers would wait years to get one.\u003c/p>\n\u003cfigure id=\"attachment_11799437\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799437\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg\" alt=\"Ejaz Ahmed waits in the short term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ejaz Ahmed waits in the short-term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco turned to a local credit union to finance the medallion sales. The city encouraged the San Francisco Federal Credit Union to issue subprime loans to drivers, many of whom had bad or no credit.\u003c/p>\n\u003cp>Jon Cohen, a lawyer for the credit union, said it only agreed at the time because the city promised to maintain a viable market for medallions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“By basically allowing the medallion market to die on the vine along with most of the cab market as well, they breached that obligation,” Cohen said. “It’s our position that there were lots of things the city could have and may have done too late or chosen not to do at all that led to the demise of the taxi market as a whole.”\u003c/p>\n\u003cp>Cohen says the city could have decided to regulate Lyft and Uber locally instead of abdicating responsibility to the state. For example, he said, San Francisco could have made the ride-hailing platforms to play by the same rules as existing cabs and acquire medallions to operate their businesses.\u003c/p>\n\u003cp>When Ed Lee was mayor, he embraced Lyft and Uber, and even held an official “Lyft Day” at City Hall to celebrate the company.\u003c/p>\n\u003cp>Mayor London Breed’s office did not respond to a request for comment.\u003c/p>\n\u003cp>The credit union is now suing the city for failing to maintain a market for medallions, as it believes the medallion laws and lending agreement with the city guarantee. But even if the credit union wins, it’s not clear that the drivers will get back the money they’ve poured into their medallions. That would mean $200,000 lost for driver Ejaz Ahmed — his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799436\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799436\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg\" alt=\"Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed hopes that people in San Francisco will put pressure on the supervisors and mayor to refund the medallion money, citing the city’s progressive politics and culture that enticed him to move here.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I do not have any hope on the board of supervisors,” Ahmed said. “I do have a belief in the people of San Francisco, that they will step in and they will force [the city] to refund the taxi drivers’ money back.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After months of planning, and with some fanfare, San Francisco’s Market Street finally \u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\">went car free Wednesday \u003c/a> — a large stretch of it, at least.\u003c/p>\n\u003cp>As part of the city’s Better Market Street initiative, private vehicles are no longer permitted to travel along the busiest stretch of Market Street, from just east of Van Ness Avenue to the Embarcadero. Muni buses and streetcars, paratransit vehicles, city-regulated taxis, commercial vehicles like delivery trucks and emergency vehicles are all still permitted.\u003c/p>\n\u003cp>https://twitter.com/sfmta_muni/status/1222610762977251328\u003c/p>\n\u003cp>KQED transportation editor Dan Brekke answered your questions about San Francisco’s move to take Market Street car free in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">AMA (“Ask Me Anything”) Q&A on Reddit\u003c/a> Wednesday. From scooters to how much this is a glimpse of the future, here’s a selection of his answers on how Market Street’s new transit-friendly system will work.\u003c/p>\n\u003cp>(Some questions and answers have been edited for length and clarity: original Q&A is available \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">here\u003c/a>.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>What traffic situation on surrounding streets do you foresee? I live in a part of the city that’s very underserved by Muni and drive to work. Biking isn’t an option.\u003c/strong>\u003c/p>\n\u003cp>“Generally, it seems predictable that there will be more congestion in the downtown/Financial District in the short term. Longer term, as people get used to the restrictions and more choose other alternatives to travel into the heart of the city, I think it’s likewise predictable that things will ease. How much is hard to say — but Muni and other agencies are monitoring the changes carefully.\u003c/p>\n\u003cp>“It’s also worth keeping in mind that other strong disincentives to driving into this area could be coming in the next few years. The main thing I’m thinking about there is the possibility of some sort of congestion pricing (in effect, tolls) being imposed downtown/South of Market.”\u003c/p>\n\u003cp>https://twitter.com/KQED/status/1222625093244739584\u003c/p>\n\u003cp>\u003cstrong>Can I still ride a Vespa down this stretch of Market Street to the office?\u003c/strong>\u003c/p>\n\u003cp>“Confirmed by SFTMA: Vespas not permitted. No private motorcycles either.”\u003c/p>\n\u003cp>\u003cstrong>Do you see places like Oakland adopting this?\u003c/strong>\u003c/p>\n\u003cp>“We’ll see. Downtown San Jose is in for big changes in the next decade as Phase II of the BART Silicon Valley extension gets under way. Ditto for Oakland, which will see an ambitious bus rapid transit project go into operation and has already started reconfiguring streets. Berkeley’s doing a bunch of downtown street re-dos, too, on a slightly smaller scale. One thing for sure — a lot of cities here and elsewhere will be watching San Francisco’s experiment to see how it works.”\u003c/p>\n\u003cfigure id=\"attachment_11798879\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/signs.jpg\" alt=\"\" width=\"1920\" height=\"1401\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-800x584.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-1020x744.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The arrival of Market Street’s new car-free zones was met with people holding signs praising the initiative Wednesday morning. \u003ccite>(Tara Siler/KQED News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What’s the penalty for driving in the banned area? And can cars still cross the road at least?\u003c/strong>\u003c/p>\n\u003cp>“The penalty for being caught in the act of driving your new Tesla or old beater on the the car-free section of Market (between 10th Street and Steuart Street) is a $238 citation and a point on your driver’s license. But yes: You will still be able to cross Market with no problem other than the masses of other vehicles on nearly all the side streets.”\u003c/p>\n\u003cp>[aside postID=news_11797096,news_11794871,news_11795480 label=\"More: The Bay's Car-Free Future?\"]\u003c/p>\n\u003cp>\u003cstrong>From what I have seen, this is only the first step in the process as shown in concept drawings of different street configurations. What are some of the next changes we will see on Market Street?\u003c/strong>\u003c/p>\n\u003cp>“You’re correct that this is just the beginning of something much bigger. So yes, there will be a complete reconfiguration of Market Street from Octavia Boulevard east to Embarcadero Plaza. \u003c/p>\n\u003cp>“Everything’s going to change — lane configurations, transit loading zones, new bike infrastructure, revamped street crossings for pedestrians, new traffic signals, new overhead Muni electrical systems, plus replacement of old water mains and sewer lines. The first major construction on the project will cover the area from Fifth Street to Eighth Street and is expected to break ground next year.”\u003c/p>\n\u003cp>\u003cstrong>Will bicycle activists be content with a car-free Market Street, or is this only the first in a long list of streets they want to ban cars from?\u003c/strong>\u003c/p>\n\u003cp>“First, let me say that the Market Street changes are not solely or even primarily driven by ‘bicycle activists.’ The SFMTA has a whole list of reasons for the project aside from making the streets safer for alternate modes of transit. Pedestrian safety is a big one, as half a million people a day walk on this part of the street. But transit performance is a big consideration, too — to get more people on buses and trains, and to pave the way for more service, Muni must operate better on Market Street.\u003c/p>\n\u003cp>https://twitter.com/jeffreytumlin/status/1222560120212557825?s=21\u003c/p>\n\u003cp>“So: other streets? Already people are talking about a similar private vehicle ban on Valencia, in the Mission. Personally, I think we’re more likely to see something like this happen first on JFK Drive in Golden Gate Park. But beyond car bans, SFMTA and Public Works have done or will be doing a lot of work to provide protected infrastructure — on Folsom and Howard streets, Fifth Street, Seventh Street, and coming soon, The Embarcadero, among others. You can count on seeing more of those types of projects.”\u003c/p>\n\u003cfigure id=\"attachment_11798882\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798882\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg\" alt=\"\" width=\"1440\" height=\"961\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-1020x681.jpg 1020w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides down a Market Street bike lane, before these new restrictions went into effect. \u003ccite>(San Francisco Bicycle Coalition/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>I wanted to ask about your thoughts on the long-term feasibility of car-alternative transportation in the Bay Area … From what you know about the public’s reception of a car-free Market Street, do you think the public now would be receptive of more aggressive BART expansion? Is there any existing county legislation in the Bay Area preventing this type of expansion?\u003c/strong>\u003c/p>\n\u003cp>“Wouldn’t it be cool if we had one big happy unified regional rail agency with trains and service that people really loved and wanted to ride? One can always dream. \u003c/p>\n\u003cp>“You know, BART is a heavy lift — it’s a very expensive system to build and operate, and the only constant in its history is that it always takes longer to finish stuff than we have been promised. That said, yes, eventually we’ll see more and better BART — the work is ongoing. And if efforts like Seamless Bay Area bear fruit, one day we’ll have a much better integrated regional system of trains, light rail and buses.\u003c/p>\n\u003cp>“We will actually get a serious test of people’s appetite for all this, maybe as early as this November. That’s when we may see a nine-county tax measure on the ballot that would aim to raise $100 billion for big-time transit/transportation improvements. That vote will tell us a lot about where people are on this.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Got more ideas for topics and issues you’d like us to tackle in a Reddit AMA? Message \u003ca href=\"http://reddit.com/u/kqed\">u/kqed\u003c/a> on Reddit, or tweet \u003ca href=\"https://twitter.com/KQED\">@kqed\u003c/a>.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>KQED transportation editor Dan Brekke answered your questions about San Francisco’s move to take Market Street car free in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">AMA (“Ask Me Anything”) Q&A on Reddit\u003c/a> Wednesday. From scooters to how much this is a glimpse of the future, here’s a selection of his answers on how Market Street’s new transit-friendly system will work.\u003c/p>\n\u003cp>(Some questions and answers have been edited for length and clarity: original Q&A is available \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">here\u003c/a>.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>What traffic situation on surrounding streets do you foresee? I live in a part of the city that’s very underserved by Muni and drive to work. Biking isn’t an option.\u003c/strong>\u003c/p>\n\u003cp>“Generally, it seems predictable that there will be more congestion in the downtown/Financial District in the short term. Longer term, as people get used to the restrictions and more choose other alternatives to travel into the heart of the city, I think it’s likewise predictable that things will ease. How much is hard to say — but Muni and other agencies are monitoring the changes carefully.\u003c/p>\n\u003cp>“It’s also worth keeping in mind that other strong disincentives to driving into this area could be coming in the next few years. The main thing I’m thinking about there is the possibility of some sort of congestion pricing (in effect, tolls) being imposed downtown/South of Market.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003cstrong>Can I still ride a Vespa down this stretch of Market Street to the office?\u003c/strong>\u003c/p>\n\u003cp>“Confirmed by SFTMA: Vespas not permitted. No private motorcycles either.”\u003c/p>\n\u003cp>\u003cstrong>Do you see places like Oakland adopting this?\u003c/strong>\u003c/p>\n\u003cp>“We’ll see. Downtown San Jose is in for big changes in the next decade as Phase II of the BART Silicon Valley extension gets under way. Ditto for Oakland, which will see an ambitious bus rapid transit project go into operation and has already started reconfiguring streets. Berkeley’s doing a bunch of downtown street re-dos, too, on a slightly smaller scale. One thing for sure — a lot of cities here and elsewhere will be watching San Francisco’s experiment to see how it works.”\u003c/p>\n\u003cfigure id=\"attachment_11798879\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/signs.jpg\" alt=\"\" width=\"1920\" height=\"1401\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-800x584.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-1020x744.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The arrival of Market Street’s new car-free zones was met with people holding signs praising the initiative Wednesday morning. \u003ccite>(Tara Siler/KQED News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What’s the penalty for driving in the banned area? And can cars still cross the road at least?\u003c/strong>\u003c/p>\n\u003cp>“The penalty for being caught in the act of driving your new Tesla or old beater on the the car-free section of Market (between 10th Street and Steuart Street) is a $238 citation and a point on your driver’s license. But yes: You will still be able to cross Market with no problem other than the masses of other vehicles on nearly all the side streets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>From what I have seen, this is only the first step in the process as shown in concept drawings of different street configurations. What are some of the next changes we will see on Market Street?\u003c/strong>\u003c/p>\n\u003cp>“You’re correct that this is just the beginning of something much bigger. So yes, there will be a complete reconfiguration of Market Street from Octavia Boulevard east to Embarcadero Plaza. \u003c/p>\n\u003cp>“Everything’s going to change — lane configurations, transit loading zones, new bike infrastructure, revamped street crossings for pedestrians, new traffic signals, new overhead Muni electrical systems, plus replacement of old water mains and sewer lines. The first major construction on the project will cover the area from Fifth Street to Eighth Street and is expected to break ground next year.”\u003c/p>\n\u003cp>\u003cstrong>Will bicycle activists be content with a car-free Market Street, or is this only the first in a long list of streets they want to ban cars from?\u003c/strong>\u003c/p>\n\u003cp>“First, let me say that the Market Street changes are not solely or even primarily driven by ‘bicycle activists.’ The SFMTA has a whole list of reasons for the project aside from making the streets safer for alternate modes of transit. Pedestrian safety is a big one, as half a million people a day walk on this part of the street. But transit performance is a big consideration, too — to get more people on buses and trains, and to pave the way for more service, Muni must operate better on Market Street.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>“So: other streets? Already people are talking about a similar private vehicle ban on Valencia, in the Mission. Personally, I think we’re more likely to see something like this happen first on JFK Drive in Golden Gate Park. But beyond car bans, SFMTA and Public Works have done or will be doing a lot of work to provide protected infrastructure — on Folsom and Howard streets, Fifth Street, Seventh Street, and coming soon, The Embarcadero, among others. You can count on seeing more of those types of projects.”\u003c/p>\n\u003cfigure id=\"attachment_11798882\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798882\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg\" alt=\"\" width=\"1440\" height=\"961\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-1020x681.jpg 1020w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides down a Market Street bike lane, before these new restrictions went into effect. \u003ccite>(San Francisco Bicycle Coalition/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>I wanted to ask about your thoughts on the long-term feasibility of car-alternative transportation in the Bay Area … From what you know about the public’s reception of a car-free Market Street, do you think the public now would be receptive of more aggressive BART expansion? Is there any existing county legislation in the Bay Area preventing this type of expansion?\u003c/strong>\u003c/p>\n\u003cp>“Wouldn’t it be cool if we had one big happy unified regional rail agency with trains and service that people really loved and wanted to ride? One can always dream. \u003c/p>\n\u003cp>“You know, BART is a heavy lift — it’s a very expensive system to build and operate, and the only constant in its history is that it always takes longer to finish stuff than we have been promised. That said, yes, eventually we’ll see more and better BART — the work is ongoing. And if efforts like Seamless Bay Area bear fruit, one day we’ll have a much better integrated regional system of trains, light rail and buses.\u003c/p>\n\u003cp>“We will actually get a serious test of people’s appetite for all this, maybe as early as this November. That’s when we may see a nine-county tax measure on the ballot that would aim to raise $100 billion for big-time transit/transportation improvements. That vote will tell us a lot about where people are on this.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Got more ideas for topics and issues you’d like us to tackle in a Reddit AMA? Message \u003ca href=\"http://reddit.com/u/kqed\">u/kqed\u003c/a> on Reddit, or tweet \u003ca href=\"https://twitter.com/KQED\">@kqed\u003c/a>.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>With new signage for a “\u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\" target=\"_blank\" rel=\"noopener noreferrer\">car-free Market Street\u003c/a>” and a director at the center of a corruption scandal, it’s been a busy couple of days for \u003ca href=\"http://bit.ly/fiorecarfreesign\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Public Works\u003c/a>.\u003c/p>\n\u003cp>Public Works Director Mohammed Nuru was \u003ca href=\"https://www.kqed.org/news/11798634/nuru-might-need-to-change-his-twitter-handle\" target=\"_blank\" rel=\"noopener noreferrer\">arrested on Monday\u003c/a> for a wide variety of alleged schemes ranging from attempting to bribe a San Francisco International Airport official to getting city contractors to work on his vacation home for free.\u003c/p>\n\u003cp>Meanwhile, Public Works is at the forefront of a very ambitious effort to boot private automobiles from a large section of Market Street while encouraging bike, bus and pedestrian bliss.\u003c/p>\n\u003cp>And, yes, FBI vehicles will still be allowed on the car-free portion of Market Street.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With new signage for a “\u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\" target=\"_blank\" rel=\"noopener noreferrer\">car-free Market Street\u003c/a>” and a director at the center of a corruption scandal, it’s been a busy couple of days for \u003ca href=\"http://bit.ly/fiorecarfreesign\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Public Works\u003c/a>.\u003c/p>\n\u003cp>Public Works Director Mohammed Nuru was \u003ca href=\"https://www.kqed.org/news/11798634/nuru-might-need-to-change-his-twitter-handle\" target=\"_blank\" rel=\"noopener noreferrer\">arrested on Monday\u003c/a> for a wide variety of alleged schemes ranging from attempting to bribe a San Francisco International Airport official to getting city contractors to work on his vacation home for free.\u003c/p>\n\u003cp>Meanwhile, Public Works is at the forefront of a very ambitious effort to boot private automobiles from a large section of Market Street while encouraging bike, bus and pedestrian bliss.\u003c/p>\n\u003cp>And, yes, FBI vehicles will still be allowed on the car-free portion of Market Street.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "SFO and LAX to Screen Some Passengers From China for New Strain of Coronavirus",
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"content": "\u003cp>A new strain of coronavirus — named \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">2019-nCoV\u003c/a> — has been discovered in China. \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">Health officials\u003c/a> say it’s the culprit in a pneumonia outbreak in the central city of Wuhan, where more than \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">40 people\u003c/a> have been diagnosed with mysterious viral lung infections since early December. Two cases have been identified in \u003ca href=\"https://www.who.int/news-room/detail/13-01-2020-who-statement-on-novel-coronavirus-in-thailand\" target=\"_blank\" rel=\"noopener noreferrer\">Thailand\u003c/a>, and one in \u003ca href=\"https://www.reuters.com/article/us-china-health-pneumonia-japan/japan-confirms-case-of-new-chinese-virus-spread-is-concerning-idUSKBN1ZF02Z\" target=\"_blank\" rel=\"noopener noreferrer\">Japan\u003c/a>, from travelers who had recently come from Wuhan. \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">Two deaths\u003c/a> have been reported in Wuhan.\u003c/p>\n\u003cp>Chinese researchers say they sequenced the new coronavirus’s genome from one patient’s samples and matched it to others in the outbreak.\u003c/p>\n\u003cp>Concern about the potential for spread has prompted a number of international airports to begin screening passengers from Wuhan. On Friday, the Centers for Disease Control and Prevention announced that three U.S. airports — JFK in New York, SFO in San Francisco and LAX in Los Angeles — will screen for symptoms.\u003c/p>\n\u003cp>The CDC will begin screening the first passengers arriving at SFO from Wuhan on Saturday morning.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Vineet Menachery, a virologist at the University of Texas Medical Branch at Galveston\"]‘Viruses that emerge from animals need some time to become an epidemic strain. The faster you find them, the faster you limit the spread.’[/pullquote]\u003c/p>\n\u003cp>The New York and San Francisco airports each receive three direct flights from Wuhan each week, said Dr. Martin Cetron. Los Angeles International gets significant numbers of passengers who start their journeys in Wuhan but change planes in Beijing.\u003c/p>\n\u003cp>Some, but not all, of the cases appear to be linked to a large seafood market in the city, which also sells live animals for meat. Experts think the infection probably came from people touching or eating animals that carry the virus. These individuals then developed viral\u003ca href=\"https://www.who.int/csr/don/05-january-2020-pneumonia-of-unkown-cause-china/en/\" target=\"_blank\" rel=\"noopener noreferrer\"> symptoms\u003c/a> including fever, breathing issues and lesions on their lungs.\u003c/p>\n\u003cp>The coronavirus family includes six other strains known to infect humans. All share a signature look under a strong microscope: a circle with spikes coming off the surface, ending with small blobs — hence the “corona.”\u003c/p>\n\u003cp>“Kind of looks like the peaks of a crown,” says \u003ca href=\"https://cellbio.jhmi.edu/people/faculty/carolyn-machamer-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Carolyn Machamer\u003c/a>, a virologist and cell biologist at the Johns Hopkins University School of Medicine.\u003c/p>\n\u003cp>Four of those strains cause common colds, and two — SARS and MERS — have caused major pandemics. So how concerned should you be about this new disease?\u003c/p>\n\u003cp>Virologists watching the outbreak are asking three main questions to assess the severity of this coronavirus, on the scale of sniffles to severe threat:\u003c/p>\n\u003ch3>\u003cstrong>1. Is it Contagious? \u003c/strong>\u003c/h3>\n\u003cp>Chinese authorities \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">say\u003c/a> the virus does not transmit easily between people.\u003c/p>\n\u003cp>Since health workers treating patients don’t seem to have fallen sick, it’s reasonable to believe that the virus doesn’t spread efficiently, says \u003ca href=\"https://microbiology.utmb.edu/faculty/vineet-d-menachery-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Vineet Menachery\u003c/a>, a virologist at the University of Texas Medical Branch at Galveston.\u003c/p>\n\u003cp>The ease of person-to-person spread rests on several factors, including how well the virus replicates in a person and where in the body the infection is located.\u003c/p>\n\u003cp>“If it’s in the nose or the upper airways, it potentially could be breathed or coughed out easier” compared with a deeper lung infection, says \u003ca href=\"https://www.medschool.umaryland.edu/profiles/Frieman-Matthew/\" target=\"_blank\" rel=\"noopener noreferrer\">Matthew Frieman\u003c/a>, a virologist at the University of Maryland School of Medicine.\u003c/p>\n\u003cp>The SARS virus spread readily through close person-to-person contact. The SARS pandemic originated in southern China in 2002, infected more than 8,000 people globally and caused some 800 deaths before the outbreak ended the following year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.who.int/emergencies/mers-cov/en/\">MERS\u003c/a>, which emerged in 2012 in Saudi Arabia, appears to spread less easily between people but to be more lethal. To date, it has infected around 2,500 people and caused around 850 deaths.\u003c/p>\n\u003ch3>\u003cstrong>2. Is it Lethal?\u003c/strong>\u003c/h3>\n\u003cp>Chinese health authorities have reported \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">two deaths\u003c/a> from the virus in Wuhan: a 61-year-old man, described as a frequent visitor to the market, died last week, and a 69-year-old man, who became ill on New Year’s Eve, died Wednesday.\u003c/p>\n\u003cp>About half-a-dozen patients were in critical condition. Other patients have been treated and discharged.\u003c/p>\n\u003cp>The fact that people seem able to fight off the infection and recover is a good sign, says Machamer of Johns Hopkins.\u003c/p>\n\u003cp>“It’s a serious-enough infection, but not like SARS or MERS,” she says.\u003c/p>\n\u003cp>Health authorities are monitoring the patients in Wuhan and their close contacts to help manage the outbreak.\u003c/p>\n\u003ch3>\u003cstrong>3. Is it Contained? \u003c/strong>\u003c/h3>\n\u003cp>So far, three cases of coronavirus have been confirmed outside of China, in travelers from Wuhan.\u003ca href=\"https://www.who.int/thailand/news/detail/13-01-2020-thailand-responding-to-the-novel-coronavirus\"> Two Chinese tourists\u003c/a> in Thailand and a Japanese man who returned from a trip to Wuhan were all confirmed to have the coronavirus. The World Health Organization says it’s “\u003ca href=\"https://www.who.int/health-topics/coronavirus\" target=\"_blank\" rel=\"noopener noreferrer\">not unexpected\u003c/a>” for cases to be found elsewhere and called on other countries to monitor for signs.\u003cbr>\n[aside tag=\"infectious-disease\" label=\"Related coverage\"]\u003cbr>\nEarlier this month, authorities\u003ca href=\"https://www.chinadaily.com.cn/a/202001/01/WS5e0c6a49a310cf3e35581e30.html\" target=\"_blank\" rel=\"noopener noreferrer\"> closed\u003c/a> the seafood and live animal market linked to the pneumonia cases for cleaning and investigations. It’s a step from the post-SARS playbook on containing outbreaks.\u003c/p>\n\u003cp>“Viruses that emerge from animals need some time to become an epidemic strain,” says Menachery. “The faster you find them, the faster you limit the spread.”\u003c/p>\n\u003cp>He says that closing live animal markets in China and implementing strict quarantine procedures helped end the SARS outbreak globally.\u003c/p>\n\u003cp>CDC will add about 100 staff to the three U.S. airports where screening will take place at its quarantine stations.\u003c/p>\n\u003cp>People with symptoms who seem like they might be infected will undergo testing for flu or other possible causes. Specimens can be sent to CDC for specialized testing for the new virus, though it can take a day for those results to come back, CDC officials said.\u003c/p>\n\u003cp>As more information about the virus comes to light, CDC says it will “reassess entry screening measures and could scale activities up or down accordingly.”\u003c/p>\n\u003cp>On the “scared or not scared” scale, Frieman says his concern level for this outbreak is 4 out of 10. Signs point to an infection that’s not very lethal and doesn’t spread easily between people.\u003c/p>\n\u003cp>But until the source of the infection is found, there’s no guarantee that the problem has been contained.\u003c/p>\n\u003cp>Several of the cases appear to be in people who did not visit the market that was closed, suggesting that animals from the same infected population may have been sold at other live markets or that, in some cases, it can spread between people.\u003c/p>\n\u003cp>If the number of cases increase, or more people start dying, he’ll worry more. And if the virus shows signs of mutating and becomes easily transmitted between people, he says virologists will become very concerned — that’s a historic warning sign for pandemics.\u003c/p>\n\u003cp>\u003cem>The Associated Press contributed to this report.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2020 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=CDC+To+Screen+For+New+Strain+Of+Coronavirus+At+3+U.S.+Airports&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\u003cdiv>[ad fullwidth]\u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The strain, discovered in China, has been reported in the city of Wuhan and in two other countries. On Saturday morning, the CDC will begin screening the first passengers arriving at San Francisco National Airport from Wuhan.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new strain of coronavirus — named \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">2019-nCoV\u003c/a> — has been discovered in China. \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">Health officials\u003c/a> say it’s the culprit in a pneumonia outbreak in the central city of Wuhan, where more than \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">40 people\u003c/a> have been diagnosed with mysterious viral lung infections since early December. Two cases have been identified in \u003ca href=\"https://www.who.int/news-room/detail/13-01-2020-who-statement-on-novel-coronavirus-in-thailand\" target=\"_blank\" rel=\"noopener noreferrer\">Thailand\u003c/a>, and one in \u003ca href=\"https://www.reuters.com/article/us-china-health-pneumonia-japan/japan-confirms-case-of-new-chinese-virus-spread-is-concerning-idUSKBN1ZF02Z\" target=\"_blank\" rel=\"noopener noreferrer\">Japan\u003c/a>, from travelers who had recently come from Wuhan. \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">Two deaths\u003c/a> have been reported in Wuhan.\u003c/p>\n\u003cp>Chinese researchers say they sequenced the new coronavirus’s genome from one patient’s samples and matched it to others in the outbreak.\u003c/p>\n\u003cp>Concern about the potential for spread has prompted a number of international airports to begin screening passengers from Wuhan. On Friday, the Centers for Disease Control and Prevention announced that three U.S. airports — JFK in New York, SFO in San Francisco and LAX in Los Angeles — will screen for symptoms.\u003c/p>\n\u003cp>The CDC will begin screening the first passengers arriving at SFO from Wuhan on Saturday morning.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘Viruses that emerge from animals need some time to become an epidemic strain. The faster you find them, the faster you limit the spread.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The New York and San Francisco airports each receive three direct flights from Wuhan each week, said Dr. Martin Cetron. Los Angeles International gets significant numbers of passengers who start their journeys in Wuhan but change planes in Beijing.\u003c/p>\n\u003cp>Some, but not all, of the cases appear to be linked to a large seafood market in the city, which also sells live animals for meat. Experts think the infection probably came from people touching or eating animals that carry the virus. These individuals then developed viral\u003ca href=\"https://www.who.int/csr/don/05-january-2020-pneumonia-of-unkown-cause-china/en/\" target=\"_blank\" rel=\"noopener noreferrer\"> symptoms\u003c/a> including fever, breathing issues and lesions on their lungs.\u003c/p>\n\u003cp>The coronavirus family includes six other strains known to infect humans. All share a signature look under a strong microscope: a circle with spikes coming off the surface, ending with small blobs — hence the “corona.”\u003c/p>\n\u003cp>“Kind of looks like the peaks of a crown,” says \u003ca href=\"https://cellbio.jhmi.edu/people/faculty/carolyn-machamer-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Carolyn Machamer\u003c/a>, a virologist and cell biologist at the Johns Hopkins University School of Medicine.\u003c/p>\n\u003cp>Four of those strains cause common colds, and two — SARS and MERS — have caused major pandemics. So how concerned should you be about this new disease?\u003c/p>\n\u003cp>Virologists watching the outbreak are asking three main questions to assess the severity of this coronavirus, on the scale of sniffles to severe threat:\u003c/p>\n\u003ch3>\u003cstrong>1. Is it Contagious? \u003c/strong>\u003c/h3>\n\u003cp>Chinese authorities \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">say\u003c/a> the virus does not transmit easily between people.\u003c/p>\n\u003cp>Since health workers treating patients don’t seem to have fallen sick, it’s reasonable to believe that the virus doesn’t spread efficiently, says \u003ca href=\"https://microbiology.utmb.edu/faculty/vineet-d-menachery-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Vineet Menachery\u003c/a>, a virologist at the University of Texas Medical Branch at Galveston.\u003c/p>\n\u003cp>The ease of person-to-person spread rests on several factors, including how well the virus replicates in a person and where in the body the infection is located.\u003c/p>\n\u003cp>“If it’s in the nose or the upper airways, it potentially could be breathed or coughed out easier” compared with a deeper lung infection, says \u003ca href=\"https://www.medschool.umaryland.edu/profiles/Frieman-Matthew/\" target=\"_blank\" rel=\"noopener noreferrer\">Matthew Frieman\u003c/a>, a virologist at the University of Maryland School of Medicine.\u003c/p>\n\u003cp>The SARS virus spread readily through close person-to-person contact. The SARS pandemic originated in southern China in 2002, infected more than 8,000 people globally and caused some 800 deaths before the outbreak ended the following year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.who.int/emergencies/mers-cov/en/\">MERS\u003c/a>, which emerged in 2012 in Saudi Arabia, appears to spread less easily between people but to be more lethal. To date, it has infected around 2,500 people and caused around 850 deaths.\u003c/p>\n\u003ch3>\u003cstrong>2. Is it Lethal?\u003c/strong>\u003c/h3>\n\u003cp>Chinese health authorities have reported \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">two deaths\u003c/a> from the virus in Wuhan: a 61-year-old man, described as a frequent visitor to the market, died last week, and a 69-year-old man, who became ill on New Year’s Eve, died Wednesday.\u003c/p>\n\u003cp>About half-a-dozen patients were in critical condition. Other patients have been treated and discharged.\u003c/p>\n\u003cp>The fact that people seem able to fight off the infection and recover is a good sign, says Machamer of Johns Hopkins.\u003c/p>\n\u003cp>“It’s a serious-enough infection, but not like SARS or MERS,” she says.\u003c/p>\n\u003cp>Health authorities are monitoring the patients in Wuhan and their close contacts to help manage the outbreak.\u003c/p>\n\u003ch3>\u003cstrong>3. Is it Contained? \u003c/strong>\u003c/h3>\n\u003cp>So far, three cases of coronavirus have been confirmed outside of China, in travelers from Wuhan.\u003ca href=\"https://www.who.int/thailand/news/detail/13-01-2020-thailand-responding-to-the-novel-coronavirus\"> Two Chinese tourists\u003c/a> in Thailand and a Japanese man who returned from a trip to Wuhan were all confirmed to have the coronavirus. The World Health Organization says it’s “\u003ca href=\"https://www.who.int/health-topics/coronavirus\" target=\"_blank\" rel=\"noopener noreferrer\">not unexpected\u003c/a>” for cases to be found elsewhere and called on other countries to monitor for signs.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nEarlier this month, authorities\u003ca href=\"https://www.chinadaily.com.cn/a/202001/01/WS5e0c6a49a310cf3e35581e30.html\" target=\"_blank\" rel=\"noopener noreferrer\"> closed\u003c/a> the seafood and live animal market linked to the pneumonia cases for cleaning and investigations. It’s a step from the post-SARS playbook on containing outbreaks.\u003c/p>\n\u003cp>“Viruses that emerge from animals need some time to become an epidemic strain,” says Menachery. “The faster you find them, the faster you limit the spread.”\u003c/p>\n\u003cp>He says that closing live animal markets in China and implementing strict quarantine procedures helped end the SARS outbreak globally.\u003c/p>\n\u003cp>CDC will add about 100 staff to the three U.S. airports where screening will take place at its quarantine stations.\u003c/p>\n\u003cp>People with symptoms who seem like they might be infected will undergo testing for flu or other possible causes. Specimens can be sent to CDC for specialized testing for the new virus, though it can take a day for those results to come back, CDC officials said.\u003c/p>\n\u003cp>As more information about the virus comes to light, CDC says it will “reassess entry screening measures and could scale activities up or down accordingly.”\u003c/p>\n\u003cp>On the “scared or not scared” scale, Frieman says his concern level for this outbreak is 4 out of 10. Signs point to an infection that’s not very lethal and doesn’t spread easily between people.\u003c/p>\n\u003cp>But until the source of the infection is found, there’s no guarantee that the problem has been contained.\u003c/p>\n\u003cp>Several of the cases appear to be in people who did not visit the market that was closed, suggesting that animals from the same infected population may have been sold at other live markets or that, in some cases, it can spread between people.\u003c/p>\n\u003cp>If the number of cases increase, or more people start dying, he’ll worry more. And if the virus shows signs of mutating and becomes easily transmitted between people, he says virologists will become very concerned — that’s a historic warning sign for pandemics.\u003c/p>\n\u003cp>\u003cem>The Associated Press contributed to this report.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2020 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=CDC+To+Screen+For+New+Strain+Of+Coronavirus+At+3+U.S.+Airports&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\u003cdiv>\u003c/p>\u003c/div>",
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"headTitle": "Why Do Some Crosswalks Make a Machine Gun Sound? | KQED",
"content": "\u003cp>Whether you realize it or not, you’ve almost certainly interacted with an accessible pedestrian signal, or APS. These are the crosswalk systems designed with sonic and tactile cues to help blind and visually impaired pedestrians know when they can cross the street. The sounds and buttons tell them when the “walk” sign is lit up. You’ll find these APS systems installed at hundreds of intersections around San Francisco, and thousands more across the country. In San Francisco, most are framed in a yellow casing and have a raised arrow on the pedestrian crossing button.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>One \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious \u003c/a>listener had some questions about why they sound the way they do and how they work. Here’s what we found.\u003c/p>\n\u003ch3>Why does San Francisco’s crosswalk system make a machine gun sound?\u003c/h3>\n\u003cp>That sound has an official name: the rapid tick. It’s the sound currently \u003ca href=\"https://acb.org/content/accessible-pedestrian-signals-aps\">recommended by federal and state guidelines.\u003c/a>\u003c/p>\n\u003cp>In the 1980s and ’90s, research was done on which APS signals were most effective. The overhead cuckoo-chirp signals, which are installed in many parts of the U.S., did not fare particularly well.\u003c/p>\n\u003cp>“People got confused and felt they needed to know the orientation of a cuckoo or chirp,” says Gene Lozano, a retired rehabilitation counselor from California State University, Sacramento, whose been involved in transportation accessibility for decades.\u003c/p>\n\u003cp>“Cuckoos” sounded for the north-south direction of travel. And the “chirp-chirp” was for east-west.\u003c/p>\n\u003cp>“People who were blind or had low vision felt they had to know the compass direction of an intersection, and people got intimidated by that,” Lozano says.\u003c/p>\n\u003cp>And there was another problem with the bird sounds.\u003c/p>\n\u003cp>“In some parts of the country there were reports that some birds, like mockingbirds, were able to replicate that sound,” he says.\u003c/p>\n\u003cp>The study found the rapid tick sound, instead, helped pedestrians make faster, more accurate decisions when at a crosswalk. It is now the recommended sound, except in certain cases. When the crosswalk heads are less than 10 feet apart — for example when the buttons for intersecting streets are mounted on a single pole — a verbal announcement is preferred to help people differentiate which street’s “walk” sign is lit. While the verbal announcement seems like it would be a superior option in all cases, it requires the pedestrian to speak the language in which the message is delivered.\u003c/p>\n\u003cp>If you come across an intersection with the cuckoos and chirps, it’s likely an older system that hasn’t been updated.\u003c/p>\n\u003ch3>What other features are built into San Francisco’s accessible pedestrian systems?\u003c/h3>\n\u003cp>To learn the ins and outs of how the system is used, we got a demonstration from Frank Welte, a senior braille and accessible media specialist at the\u003ca href=\"https://lighthouse-sf.org/\"> LightHouse for the Blind and Visually Impaired\u003c/a> in San Francisco.\u003c/p>\n\u003cp>We met outside a Civic Center BART entrance, on the south side of Market Street, between 7th and 8th streets.\u003c/p>\n\u003cp>“I’m walking up to the crosswalk here, and you’ll hear the locator tone,” Welte said as he approached the street pole where the crosswalk system was mounted. It was emitting a beeping sound about once per second.\u003c/p>\n\u003cp>“And I’m positioning myself so the signal is to my right,” he says, as he presses the crosswalk button. “On the button is a little arrow that points in the way that you’re supposed to cross. It’s a tactile arrow you can feel. When the signal goes off that tactile arrow starts to vibrate. So if I were deaf-blind or hard of hearing, by holding the tactile button I know when the signal goes off. I often do that anyway just because it’s a confirmation on a noisy day like today that I’m reading the signal correctly.”\u003c/p>\n\u003cp>The signal changes to “walk,” and the rapid tick sound plays. Welte walks through the intersection, listening for the speaker on the opposite side of the street to help guide him to where the curb is cut. In a matter of seconds, we’re across the street and in UN Plaza.\u003c/p>\n\u003cp>One final tip Welte shows me: If you press the crosswalk button for a few seconds, an announcement plays telling you what street you are set up to cross or the intersection you’re standing at.\u003c/p>\n\u003ch3>How do blind people cross the street without audible signals?\u003c/h3>\n\u003cp>“We follow the traffic patterns,” Welte says. “When one set of traffic goes, I go, and when that traffic isn’t going, I stay still. So when you come to a traffic light, that’s one more reason you don’t want to run a red light. It’s because I am assuming that if you’re not moving, the light is doing a certain thing.”\u003c/p>\n\u003cp>Still, Welte prefers the confirmation that an accessible pedestrian signal provides.\u003c/p>\n\u003cp>“When you have complicated intersections, for example all these angled streets we have coming into Market Street, that can make the pattern more complicated and harder to read. So having that accessible signal is a huge help.”\u003c/p>\n\u003cp>According to the \u003ca href=\"https://www.sfmta.com/getting-around/walk/accessible-pedestrian-signals\">San Francisco Municipal Transportation Agency website\u003c/a>, there are 283 APS intersections in San Francisco and 85 more that have been requested.\u003c/p>\n\u003cp>Further reading:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://files.eric.ed.gov/fulltext/EJ720653.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">Crossroads: Modern Interactive Intersections and Accessible Pedestrian Signals\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11771686/california-sounds-an-architect-who-listens-to-buildings\" target=\"_blank\" rel=\"noopener noreferrer\">An Architect Who Listens to Buildings\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Annika Cline contributed to this story.\u003c/em>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Whether you realize it or not, you’ve almost certainly interacted with an accessible pedestrian signal, or APS. These are the crosswalk systems designed with sonic and tactile cues to help blind and visually impaired pedestrians know when they can cross the street. The sounds and buttons tell them when the “walk” sign is lit up. You’ll find these APS systems installed at hundreds of intersections around San Francisco, and thousands more across the country. In San Francisco, most are framed in a yellow casing and have a raised arrow on the pedestrian crossing button.\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>One \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious \u003c/a>listener had some questions about why they sound the way they do and how they work. Here’s what we found.\u003c/p>\n\u003ch3>Why does San Francisco’s crosswalk system make a machine gun sound?\u003c/h3>\n\u003cp>That sound has an official name: the rapid tick. It’s the sound currently \u003ca href=\"https://acb.org/content/accessible-pedestrian-signals-aps\">recommended by federal and state guidelines.\u003c/a>\u003c/p>\n\u003cp>In the 1980s and ’90s, research was done on which APS signals were most effective. The overhead cuckoo-chirp signals, which are installed in many parts of the U.S., did not fare particularly well.\u003c/p>\n\u003cp>“People got confused and felt they needed to know the orientation of a cuckoo or chirp,” says Gene Lozano, a retired rehabilitation counselor from California State University, Sacramento, whose been involved in transportation accessibility for decades.\u003c/p>\n\u003cp>“Cuckoos” sounded for the north-south direction of travel. And the “chirp-chirp” was for east-west.\u003c/p>\n\u003cp>“People who were blind or had low vision felt they had to know the compass direction of an intersection, and people got intimidated by that,” Lozano says.\u003c/p>\n\u003cp>And there was another problem with the bird sounds.\u003c/p>\n\u003cp>“In some parts of the country there were reports that some birds, like mockingbirds, were able to replicate that sound,” he says.\u003c/p>\n\u003cp>The study found the rapid tick sound, instead, helped pedestrians make faster, more accurate decisions when at a crosswalk. It is now the recommended sound, except in certain cases. When the crosswalk heads are less than 10 feet apart — for example when the buttons for intersecting streets are mounted on a single pole — a verbal announcement is preferred to help people differentiate which street’s “walk” sign is lit. While the verbal announcement seems like it would be a superior option in all cases, it requires the pedestrian to speak the language in which the message is delivered.\u003c/p>\n\u003cp>If you come across an intersection with the cuckoos and chirps, it’s likely an older system that hasn’t been updated.\u003c/p>\n\u003ch3>What other features are built into San Francisco’s accessible pedestrian systems?\u003c/h3>\n\u003cp>To learn the ins and outs of how the system is used, we got a demonstration from Frank Welte, a senior braille and accessible media specialist at the\u003ca href=\"https://lighthouse-sf.org/\"> LightHouse for the Blind and Visually Impaired\u003c/a> in San Francisco.\u003c/p>\n\u003cp>We met outside a Civic Center BART entrance, on the south side of Market Street, between 7th and 8th streets.\u003c/p>\n\u003cp>“I’m walking up to the crosswalk here, and you’ll hear the locator tone,” Welte said as he approached the street pole where the crosswalk system was mounted. It was emitting a beeping sound about once per second.\u003c/p>\n\u003cp>“And I’m positioning myself so the signal is to my right,” he says, as he presses the crosswalk button. “On the button is a little arrow that points in the way that you’re supposed to cross. It’s a tactile arrow you can feel. When the signal goes off that tactile arrow starts to vibrate. So if I were deaf-blind or hard of hearing, by holding the tactile button I know when the signal goes off. I often do that anyway just because it’s a confirmation on a noisy day like today that I’m reading the signal correctly.”\u003c/p>\n\u003cp>The signal changes to “walk,” and the rapid tick sound plays. Welte walks through the intersection, listening for the speaker on the opposite side of the street to help guide him to where the curb is cut. In a matter of seconds, we’re across the street and in UN Plaza.\u003c/p>\n\u003cp>One final tip Welte shows me: If you press the crosswalk button for a few seconds, an announcement plays telling you what street you are set up to cross or the intersection you’re standing at.\u003c/p>\n\u003ch3>How do blind people cross the street without audible signals?\u003c/h3>\n\u003cp>“We follow the traffic patterns,” Welte says. “When one set of traffic goes, I go, and when that traffic isn’t going, I stay still. So when you come to a traffic light, that’s one more reason you don’t want to run a red light. It’s because I am assuming that if you’re not moving, the light is doing a certain thing.”\u003c/p>\n\u003cp>Still, Welte prefers the confirmation that an accessible pedestrian signal provides.\u003c/p>\n\u003cp>“When you have complicated intersections, for example all these angled streets we have coming into Market Street, that can make the pattern more complicated and harder to read. So having that accessible signal is a huge help.”\u003c/p>\n\u003cp>According to the \u003ca href=\"https://www.sfmta.com/getting-around/walk/accessible-pedestrian-signals\">San Francisco Municipal Transportation Agency website\u003c/a>, there are 283 APS intersections in San Francisco and 85 more that have been requested.\u003c/p>\n\u003cp>Further reading:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://files.eric.ed.gov/fulltext/EJ720653.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">Crossroads: Modern Interactive Intersections and Accessible Pedestrian Signals\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11771686/california-sounds-an-architect-who-listens-to-buildings\" target=\"_blank\" rel=\"noopener noreferrer\">An Architect Who Listens to Buildings\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Annika Cline contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The Rise of the E-Scooter has been well chronicled: In the Bay Area and beyond, scads of electric rental scooters appeared early in 2018 and became simultaneously a sidewalk-blocking nuisance and a popular way of negotiating traffic-choked streets.\u003c/p>\n\u003cp>But \u003ca href=\"https://jamanetwork.com/journals/jamasurgery/article-abstract/2758159\" target=\"_blank\" rel=\"noopener noreferrer\">a new study\u003c/a> from researchers at UCSF shows that the surge in e-scooter popularity has come with a cost: a dramatic increase in the number of injuries attributed to riding the mini-vehicles.\u003c/p>\n\u003cp>The researchers found that from 2017 to 2018 the number of scooter-related injuries nationwide rose from an estimated 8,016 to 14,651, an increase of 82%. The UCSF team’s estimate showed a 152% spike in that same period among injury victims aged 18 through 34 years old.\u003c/p>\n\u003cp>The analysis showed that the nationwide incidence of scooter operator injuries skyrocketed from 6 per 100,000 people in the general population in 2014 to 19 per 100,000 in 2018.\u003c/p>\n\u003cp>The UCSF study team derived its estimates by looking at five years of statistics on scooter-related accidents from \u003ca href=\"https://www.cpsc.gov/Research--Statistics/NEISS-Injury-Data\" target=\"_blank\" rel=\"noopener noreferrer\">a national database\u003c/a> that collects reports from about 100 representative hospital emergency departments.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Beyond the sudden spike in the overall number of riders hurt in scooter mishaps, the study published Wednesday in the January edition of JAMA Surgery noted that 32% of the cases in 2018 involved head injuries. That’s double the rate at which cyclists suffer head injuries in crashes.\u003c/p>\n\u003cp>Dr. Benjamin Breyer, a UCSF urologist and a study co-author, said the rate of head injuries is especially concerning. He and his fellow researchers said in their analysis that e-scooter firms “should facilitate and encourage helmet use by increasing helmet access.”\u003c/p>\n\u003cp>The UCSF statistics align roughly with earlier research that has shown high rates of head injuries and very low helmet use among scooter riders.\u003c/p>\n\u003cp>The analysis notes, in passing, two prior studies — \u003ca href=\"https://jamanetwork.com/journals/jamanetworkopen/fullarticle/2722574?guestAccessKey=c8d43986-1131-4af7-b3bc-a9f9415cd3b3\" target=\"_blank\" rel=\"noopener noreferrer\">the first\u003c/a> from Southern California, \u003ca href=\"https://tsaco.bmj.com/content/4/1/e000337\" target=\"_blank\" rel=\"noopener noreferrer\">a second\u003c/a> using data from three unidentified trauma centers — that estimated just 2% to 4% of injured scooter riders were wearing helmets when they were hurt.\u003c/p>\n\u003cp>[aside postID=\"news_11794889,news_11778738,news_11752068\" label=\"Related coverage\"]\u003c/p>\n\u003cp>A \u003ca href=\"https://www.austintexas.gov/sites/default/files/files/Health/Epidemiology/APH_Dockless_Electric_Scooter_Study_5-2-19.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">third study\u003c/a> not referenced in the UCSF report reviewed the cases of 190 scooter riders injured in Austin, Texas, during a three-month period in 2018. It found just one of the riders was using a helmet.\u003c/p>\n\u003cp>“There’s a lot of positives about the scooters,” Breyer said in an interview Tuesday. “It promotes active commuting, which is good for your health. It’s good for the environment. It’s good for traffic congestion. But I think helmet distribution and helmet usage needs to be made more convenient. People just need to understand that when trauma happens with scooters, very frequently head trauma is involved, and that can lead to very serious long-term consequences.”\u003c/p>\n\u003cp>The Micromobility Coalition, a trade group founded by Lime and Uber, said in a statement that UCSF’s analysis “is an appreciated addition to the information available.” The statement added that e-scooter firms are “promoting helmet use through their apps, online channels, demonstration events, and helmet distribution.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate statement, Lime noted that it has given away 250,000 helmets and is partnering with helmet makers to offer half-priced safety headgear.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Rise of the E-Scooter has been well chronicled: In the Bay Area and beyond, scads of electric rental scooters appeared early in 2018 and became simultaneously a sidewalk-blocking nuisance and a popular way of negotiating traffic-choked streets.\u003c/p>\n\u003cp>But \u003ca href=\"https://jamanetwork.com/journals/jamasurgery/article-abstract/2758159\" target=\"_blank\" rel=\"noopener noreferrer\">a new study\u003c/a> from researchers at UCSF shows that the surge in e-scooter popularity has come with a cost: a dramatic increase in the number of injuries attributed to riding the mini-vehicles.\u003c/p>\n\u003cp>The researchers found that from 2017 to 2018 the number of scooter-related injuries nationwide rose from an estimated 8,016 to 14,651, an increase of 82%. The UCSF team’s estimate showed a 152% spike in that same period among injury victims aged 18 through 34 years old.\u003c/p>\n\u003cp>The analysis showed that the nationwide incidence of scooter operator injuries skyrocketed from 6 per 100,000 people in the general population in 2014 to 19 per 100,000 in 2018.\u003c/p>\n\u003cp>The UCSF study team derived its estimates by looking at five years of statistics on scooter-related accidents from \u003ca href=\"https://www.cpsc.gov/Research--Statistics/NEISS-Injury-Data\" target=\"_blank\" rel=\"noopener noreferrer\">a national database\u003c/a> that collects reports from about 100 representative hospital emergency departments.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A \u003ca href=\"https://www.austintexas.gov/sites/default/files/files/Health/Epidemiology/APH_Dockless_Electric_Scooter_Study_5-2-19.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">third study\u003c/a> not referenced in the UCSF report reviewed the cases of 190 scooter riders injured in Austin, Texas, during a three-month period in 2018. It found just one of the riders was using a helmet.\u003c/p>\n\u003cp>“There’s a lot of positives about the scooters,” Breyer said in an interview Tuesday. “It promotes active commuting, which is good for your health. It’s good for the environment. It’s good for traffic congestion. But I think helmet distribution and helmet usage needs to be made more convenient. People just need to understand that when trauma happens with scooters, very frequently head trauma is involved, and that can lead to very serious long-term consequences.”\u003c/p>\n\u003cp>The Micromobility Coalition, a trade group founded by Lime and Uber, said in a statement that UCSF’s analysis “is an appreciated addition to the information available.” The statement added that e-scooter firms are “promoting helmet use through their apps, online channels, demonstration events, and helmet distribution.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate statement, Lime noted that it has given away 250,000 helmets and is partnering with helmet makers to offer half-priced safety headgear.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>DETROIT — Three crashes involving Teslas that killed three people in the past month have increased scrutiny of the company’s Autopilot driving system just months before CEO Elon Musk’s planned deployment of fully self-driving cars on the streets.\u003c/p>\n\u003cp>On Sunday, a Tesla Model S sedan left a freeway in the Los Angeles suburb of Gardena at a high speed, ran a red light and struck a Honda Civic, killing two people inside, police said.\u003c/p>\n\u003cp>On the same day, a Tesla Model 3 hit a parked firetruck on an Indiana freeway, killing a passenger in the Tesla.\u003c/p>\n\u003cp>And on Dec. 7, yet another Model 3 struck a police cruiser on a Connecticut highway, though no one was hurt.\u003c/p>\n\u003cp>The special crash investigation unit of the National Highway Traffic Safety Administration is looking into the California crash. The agency hasn’t decided whether its special-crash unit will review the crash that occurred Sunday near Terre Haute, Indiana. In both cases, authorities have yet to determine whether Tesla’s Autopilot system was being used.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>NHTSA also is investigating the Connecticut crash, in which the driver told police that the car was operating on Autopilot, a Tesla system designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot system is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>Even so, experts and safety advocates say a string of Tesla crashes raises serious questions about whether drivers have become too reliant on Tesla’s technology and whether the company does enough to ensure that drivers keep paying attention. Some critics have said it’s past time for NHTSA to stop investigating and to take action, such as forcing Tesla to make sure drivers pay attention when the system is being used.\u003c/p>\n\u003cp>NHTSA has started investigations into 13 Tesla crashes dating to at least 2016 in which the agency believes Autopilot was operating. The agency has yet to issue any regulations, though it is studying how it should evaluate similar “advanced driver assist” systems.\u003c/p>\n\u003cp>“At some point, the question becomes: How much evidence is needed to determine that the way this technology is being used is unsafe?” said Jason Levine, executive director of the nonprofit Center for Auto Safety in Washington. “In this instance, hopefully these tragedies will not be in vain and will lead to something more than an investigation by NHTSA.”\u003c/p>\n\u003cp>Levine and others have called on the agency to require Tesla to limit the use of Autopilot to mainly four-lane divided highways without cross traffic. They also want Tesla to install a better system to monitor drivers to make sure they’re paying attention all the time. Tesla’s system requires drivers to place their hands on the steering wheel. But federal investigators have found that this system lets drivers zone out for too long.\u003c/p>\n\u003cp>Tesla plans to use the same cameras and radar sensors, though with a more powerful computer, in its fully self-driving vehicles. Critics question whether those cars will be able to drive themselves safely without putting other motorists in danger.\u003c/p>\n\u003cp>Doubts about Tesla’s Autopilot system have long persisted. In September, the National Transportation Safety Board, which investigates transportation accidents, issued \u003ca href=\"https://ntsb.gov/investigations/AccidentReports/Reports/HAB1907.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a report\u003c/a> saying that a design flaw in Autopilot and driver inattention combined to cause a Tesla Model S to slam into a firetruck parked along Interstate 405 in Culver City in January 2018. The board determined that the driver was overly reliant on the system and that Autopilot’s design let him disengage from driving for too long.\u003c/p>\n\u003cp>In addition to the deaths on Sunday night, three U.S. fatal crashes since 2016 — two in Florida and \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener noreferrer\" target=\"_blank\">one on U.S. 101 in Mountain View\u003c/a> — involved vehicles using Autopilot.\u003c/p>\n\u003cp>David Friedman, vice president of advocacy for Consumer Reports and a former acting NHTSA administrator, said the agency should have declared Autopilot defective and sought a recall after \u003ca href=\"https://www.theverge.com/2017/2/1/14458662/tesla-autopilot-crash-accident-florida-fatal-highway-patrol-report\" rel=\"noopener noreferrer\" target=\"_blank\">a 2016 crash\u003c/a> in Florida that killed a driver. Neither Tesla’s system nor the driver had braked before the car went underneath a semi-trailer that had turned in front of the car.\u003c/p>\n\u003cp>“We don’t need any more people getting hurt for us to know that there is a problem and that Tesla and NHTSA have failed to address it,” Friedman said.\u003c/p>\n\u003cp>In addition to NHTSA, states can regulate autonomous vehicles, though many have decided they want to encourage testing.\u003c/p>\n\u003cp>In the 2016 crash, NHTSA closed its investigation without seeking a recall. Friedman, who was not at NHTSA at the time, said the agency determined that the problem didn’t happen frequently. But he said that argument has since been debunked.\u003c/p>\n\u003cp>Friedman said it’s foreseeable some drivers will not pay attention to the road while using Autopilot, so the system is defective.\u003c/p>\n\u003cp>“The public is owed some explanation for the lack of action,” he said. “Simply saying they’re continuing to investigate — that line has worn out its usefulness and its credibility.”\u003c/p>\n\u003cp>In a statement, NHTSA said it relies on data to make decisions, and if it finds any vehicle poses an unreasonable safety risk, “the agency will not hesitate to take action.” NHTSA also has said it doesn’t want to stand in the way of technology given its life-saving potential.\u003c/p>\n\u003cp>Messages were left Thursday seeking comment from Tesla.\u003c/p>\n\u003cp>Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University, said it’s likely that the Tesla in Sunday’s California crash was operating on Autopilot, which has become confused in the past by lane lines. He speculated that the lane line was more visible for the exit ramp, so the car took the ramp because it looked like a freeway lane. He also suggested that the driver might not have been paying close attention.\u003c/p>\n\u003cp>“No normal human being would not slow down in an exit lane,” he said.\u003c/p>\n\u003cp>In April, Musk said he expected to start converting the company’s electric cars to fully self-driving vehicles in 2020 to create a network of robotic taxis to compete against Uber and other ride-hailing services.\u003c/p>\n\u003cp>At the time, experts said the technology isn’t ready and that Tesla’s camera and radar sensors weren’t good enough for a self-driving system. Rajkumar and others say additional crashes have proved that to be true.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Many experts say they’re not aware of fatal crashes involving similar driver-assist systems from General Motors, Mercedes and other automakers. GM monitors drivers with cameras and will shut down the driving system if they don’t watch the road.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>DETROIT — Three crashes involving Teslas that killed three people in the past month have increased scrutiny of the company’s Autopilot driving system just months before CEO Elon Musk’s planned deployment of fully self-driving cars on the streets.\u003c/p>\n\u003cp>On Sunday, a Tesla Model S sedan left a freeway in the Los Angeles suburb of Gardena at a high speed, ran a red light and struck a Honda Civic, killing two people inside, police said.\u003c/p>\n\u003cp>On the same day, a Tesla Model 3 hit a parked firetruck on an Indiana freeway, killing a passenger in the Tesla.\u003c/p>\n\u003cp>And on Dec. 7, yet another Model 3 struck a police cruiser on a Connecticut highway, though no one was hurt.\u003c/p>\n\u003cp>The special crash investigation unit of the National Highway Traffic Safety Administration is looking into the California crash. The agency hasn’t decided whether its special-crash unit will review the crash that occurred Sunday near Terre Haute, Indiana. In both cases, authorities have yet to determine whether Tesla’s Autopilot system was being used.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>NHTSA also is investigating the Connecticut crash, in which the driver told police that the car was operating on Autopilot, a Tesla system designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot system is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>Even so, experts and safety advocates say a string of Tesla crashes raises serious questions about whether drivers have become too reliant on Tesla’s technology and whether the company does enough to ensure that drivers keep paying attention. Some critics have said it’s past time for NHTSA to stop investigating and to take action, such as forcing Tesla to make sure drivers pay attention when the system is being used.\u003c/p>\n\u003cp>NHTSA has started investigations into 13 Tesla crashes dating to at least 2016 in which the agency believes Autopilot was operating. The agency has yet to issue any regulations, though it is studying how it should evaluate similar “advanced driver assist” systems.\u003c/p>\n\u003cp>“At some point, the question becomes: How much evidence is needed to determine that the way this technology is being used is unsafe?” said Jason Levine, executive director of the nonprofit Center for Auto Safety in Washington. “In this instance, hopefully these tragedies will not be in vain and will lead to something more than an investigation by NHTSA.”\u003c/p>\n\u003cp>Levine and others have called on the agency to require Tesla to limit the use of Autopilot to mainly four-lane divided highways without cross traffic. They also want Tesla to install a better system to monitor drivers to make sure they’re paying attention all the time. Tesla’s system requires drivers to place their hands on the steering wheel. But federal investigators have found that this system lets drivers zone out for too long.\u003c/p>\n\u003cp>Tesla plans to use the same cameras and radar sensors, though with a more powerful computer, in its fully self-driving vehicles. Critics question whether those cars will be able to drive themselves safely without putting other motorists in danger.\u003c/p>\n\u003cp>Doubts about Tesla’s Autopilot system have long persisted. In September, the National Transportation Safety Board, which investigates transportation accidents, issued \u003ca href=\"https://ntsb.gov/investigations/AccidentReports/Reports/HAB1907.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a report\u003c/a> saying that a design flaw in Autopilot and driver inattention combined to cause a Tesla Model S to slam into a firetruck parked along Interstate 405 in Culver City in January 2018. The board determined that the driver was overly reliant on the system and that Autopilot’s design let him disengage from driving for too long.\u003c/p>\n\u003cp>In addition to the deaths on Sunday night, three U.S. fatal crashes since 2016 — two in Florida and \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener noreferrer\" target=\"_blank\">one on U.S. 101 in Mountain View\u003c/a> — involved vehicles using Autopilot.\u003c/p>\n\u003cp>David Friedman, vice president of advocacy for Consumer Reports and a former acting NHTSA administrator, said the agency should have declared Autopilot defective and sought a recall after \u003ca href=\"https://www.theverge.com/2017/2/1/14458662/tesla-autopilot-crash-accident-florida-fatal-highway-patrol-report\" rel=\"noopener noreferrer\" target=\"_blank\">a 2016 crash\u003c/a> in Florida that killed a driver. Neither Tesla’s system nor the driver had braked before the car went underneath a semi-trailer that had turned in front of the car.\u003c/p>\n\u003cp>“We don’t need any more people getting hurt for us to know that there is a problem and that Tesla and NHTSA have failed to address it,” Friedman said.\u003c/p>\n\u003cp>In addition to NHTSA, states can regulate autonomous vehicles, though many have decided they want to encourage testing.\u003c/p>\n\u003cp>In the 2016 crash, NHTSA closed its investigation without seeking a recall. Friedman, who was not at NHTSA at the time, said the agency determined that the problem didn’t happen frequently. But he said that argument has since been debunked.\u003c/p>\n\u003cp>Friedman said it’s foreseeable some drivers will not pay attention to the road while using Autopilot, so the system is defective.\u003c/p>\n\u003cp>“The public is owed some explanation for the lack of action,” he said. “Simply saying they’re continuing to investigate — that line has worn out its usefulness and its credibility.”\u003c/p>\n\u003cp>In a statement, NHTSA said it relies on data to make decisions, and if it finds any vehicle poses an unreasonable safety risk, “the agency will not hesitate to take action.” NHTSA also has said it doesn’t want to stand in the way of technology given its life-saving potential.\u003c/p>\n\u003cp>Messages were left Thursday seeking comment from Tesla.\u003c/p>\n\u003cp>Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University, said it’s likely that the Tesla in Sunday’s California crash was operating on Autopilot, which has become confused in the past by lane lines. He speculated that the lane line was more visible for the exit ramp, so the car took the ramp because it looked like a freeway lane. He also suggested that the driver might not have been paying close attention.\u003c/p>\n\u003cp>“No normal human being would not slow down in an exit lane,” he said.\u003c/p>\n\u003cp>In April, Musk said he expected to start converting the company’s electric cars to fully self-driving vehicles in 2020 to create a network of robotic taxis to compete against Uber and other ride-hailing services.\u003c/p>\n\u003cp>At the time, experts said the technology isn’t ready and that Tesla’s camera and radar sensors weren’t good enough for a self-driving system. Rajkumar and others say additional crashes have proved that to be true.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A few hundred workers picketed outside SFO and blocked American Airlines’ check-in area on Tuesday to protest working conditions. It was part of a coordinated protest organized by Unite Here at 17 airports across the country on one of the busiest travel days.\u003c/p>\n\u003cp>“The reason we’re here is for health insurance and a pay raise,” said Charles Hannan, who works cleaning planes. “We have to work six days per week, so our bodies are beaten. We’re tired. We need some kind of health care for our families. We had to get a second job because it’s not enough. I mean, American Airlines makes billions of dollars a year in profit. We’re just looking for a little bit to get ahead, so we can take care of our families.”\u003c/p>\n\u003cp>The catering workers are employed by LSG Sky Chefs and Gate Gourmet, which big airlines then subcontract with to provide on-board food and beverages. Although they prepare food for multiple airlines, the group was targeting American Airlines because it’s the biggest airline in the industry. \u003c/p>\n\u003cp>It’s part of a coordinated strategy to pressure the airline to step in and influence contract negotiations. \u003c/p>\n\u003cp>Ted Waechter, a spokesperson for Unite Here Local 2, said there have been instances where the catering companies have said they couldn’t resolve an issue without consulting the airline. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“So we know that American Airlines, as the industry leader, as the biggest airline, can absolutely set the standard to get involved, have the workers’ backs and say, ‘We don’t want the folks who cater our flights to be living in poverty,'” he said.\u003c/p>\n\u003cp>Contract negotiations between the workers and the catering companies have been ongoing for about a year and are currently stalled around issues of pay, safety and rising healthcare costs.\u003c/p>\n\u003cp>Healthcare premiums for company-backed plans, said Waechter, are up to $800/month. But the catering workers at SFO make around $16-18/hour. San Francisco minimum wage is $15.60. In other cities, the minimum wage is less and part of the nationwide demand is for a standard of $15/hour. \u003c/p>\n\u003cp>Many of the workers have to take on second jobs, said Hanna. “We have to work six days a week, find part-time jobs just to pay our rent. We never spend time with our family. It’s very hard,” he said.\u003c/p>\n\u003cp>American Airlines has said it has no say over negotiations between the workers and the catering companies, LSG Sky Chefs and Gate Gourmet. \u003c/p>\n\u003cp>\u003ca href=\"https://www.cnbc.com/2019/11/25/coming-to-airports-this-thanksgiving-catering-worker-protests.html\" rel=\"noopener noreferrer\" target=\"_blank\">According to CNBC\u003c/a>, Gate Gourmet spokeswoman Nancy Jewell said the company has “made significant improvements for our people in wages and benefits across the U.S. and our negotiations with the union to date include additional investments in our people.” They will resume negotiations in December. \u003c/p>\n\u003cp>LSG Sky Chefs said they have been negotiating along with federal mediator since May. Although the workers at 33 airports voted earlier this year to strike, airline workers are regulated by the Railway Labor Act, which requires permission for a strike. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>About 300 workers rotated through the protest at SFO on Tuesday, but delays at the airport were attributed more to the heavy rains that started Tuesday evening. According to Unite Here, 50 of the workers were arrested at SFO. \u003ca href=\"https://www.inquirer.com/business/philadelphia-airport-protest-unite-here-american-airlines-20191127.html\" rel=\"noopener noreferrer\" target=\"_blank\">At the Philadelphia airport\u003c/a>, 39 workers were cited by police for failure to disperse.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A few hundred workers picketed outside SFO and blocked American Airlines’ check-in area on Tuesday to protest working conditions. It was part of a coordinated protest organized by Unite Here at 17 airports across the country on one of the busiest travel days.\u003c/p>\n\u003cp>“The reason we’re here is for health insurance and a pay raise,” said Charles Hannan, who works cleaning planes. “We have to work six days per week, so our bodies are beaten. We’re tired. We need some kind of health care for our families. We had to get a second job because it’s not enough. I mean, American Airlines makes billions of dollars a year in profit. We’re just looking for a little bit to get ahead, so we can take care of our families.”\u003c/p>\n\u003cp>The catering workers are employed by LSG Sky Chefs and Gate Gourmet, which big airlines then subcontract with to provide on-board food and beverages. Although they prepare food for multiple airlines, the group was targeting American Airlines because it’s the biggest airline in the industry. \u003c/p>\n\u003cp>It’s part of a coordinated strategy to pressure the airline to step in and influence contract negotiations. \u003c/p>\n\u003cp>Ted Waechter, a spokesperson for Unite Here Local 2, said there have been instances where the catering companies have said they couldn’t resolve an issue without consulting the airline. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“So we know that American Airlines, as the industry leader, as the biggest airline, can absolutely set the standard to get involved, have the workers’ backs and say, ‘We don’t want the folks who cater our flights to be living in poverty,'” he said.\u003c/p>\n\u003cp>Contract negotiations between the workers and the catering companies have been ongoing for about a year and are currently stalled around issues of pay, safety and rising healthcare costs.\u003c/p>\n\u003cp>Healthcare premiums for company-backed plans, said Waechter, are up to $800/month. But the catering workers at SFO make around $16-18/hour. San Francisco minimum wage is $15.60. In other cities, the minimum wage is less and part of the nationwide demand is for a standard of $15/hour. \u003c/p>\n\u003cp>Many of the workers have to take on second jobs, said Hanna. “We have to work six days a week, find part-time jobs just to pay our rent. We never spend time with our family. It’s very hard,” he said.\u003c/p>\n\u003cp>American Airlines has said it has no say over negotiations between the workers and the catering companies, LSG Sky Chefs and Gate Gourmet. \u003c/p>\n\u003cp>\u003ca href=\"https://www.cnbc.com/2019/11/25/coming-to-airports-this-thanksgiving-catering-worker-protests.html\" rel=\"noopener noreferrer\" target=\"_blank\">According to CNBC\u003c/a>, Gate Gourmet spokeswoman Nancy Jewell said the company has “made significant improvements for our people in wages and benefits across the U.S. and our negotiations with the union to date include additional investments in our people.” They will resume negotiations in December. \u003c/p>\n\u003cp>LSG Sky Chefs said they have been negotiating along with federal mediator since May. Although the workers at 33 airports voted earlier this year to strike, airline workers are regulated by the Railway Labor Act, which requires permission for a strike. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>About 300 workers rotated through the protest at SFO on Tuesday, but delays at the airport were attributed more to the heavy rains that started Tuesday evening. According to Unite Here, 50 of the workers were arrested at SFO. \u003ca href=\"https://www.inquirer.com/business/philadelphia-airport-protest-unite-here-american-airlines-20191127.html\" rel=\"noopener noreferrer\" target=\"_blank\">At the Philadelphia airport\u003c/a>, 39 workers were cited by police for failure to disperse.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Daily commuters may \u003ca href=\"https://www.kqed.org/news/11700881/the-10-best-places-to-watch-the-worst-bay-area-traffic-congestion\">extend their well wishes through gritted teeth\u003c/a>, but congratulations are nonetheless in order: The Bay Bridge was first opened to traffic 83 years ago today.\u003c/p>\n\u003cp>After three years of construction, \u003ca href=\"https://www.baybridgeinfo.org/history\">the Bay Bridge greeted its public on Nov. 12, 1936\u003c/a> — a whole six months before its glitzier sibling, the Golden Gate Bridge, debuted on May 27, 1937.\u003c/p>\n\u003cp>For the next quarter-century, until 1962, trucks and trains traveled in both directions on the lower deck of the Bay Bridge, with cars driving in both directions on the deck above them.\u003c/p>\n\u003cp>https://youtu.be/QO6s0quF0i8\u003c/p>\n\u003cp>To mark the occasion, we reached into our archives to bring you this short video showing what the Bay Bridge (and its traffic) looked like in the 1970s, when the span was merely in its 40s and those trains had been gone a decade or so.\u003c/p>\n\u003cp>The clips are from 1971, 1973 (color) and 1979, so watch and transport yourself back to a time when markedly fewer cars made the bay crossing, and the toll was a whole 75 cents.\u003c/p>\n\u003cp>(We’re always turning up gems like this in the KQED archives, from \u003ca href=\"https://www.kqed.org/arts/13835832/kqed-unearths-rare-video-of-san-francisco-drag-in-the-60s\">rare footage of a 1968 San Francisco drag ball\u003c/a> to \u003ca href=\"https://www.kqed.org/arts/13868380/watch-vintage-kqed-footage-from-the-1970s-castro-district\">glimpses of the Castro District in the 1970s\u003c/a>. Follow KQED on \u003ca href=\"http://www.facebook.com/KQED/\">Facebook\u003c/a>, \u003ca href=\"https://twitter.com/KQED\">Twitter\u003c/a> and \u003ca href=\"https://www.instagram.com/kqed/\">Instagram\u003c/a> to see them first.)\u003c/p>\n\u003cp>If you’re a Bay Bridge fan, take a look at its \u003ca href=\"https://www.kqed.org/news/138692/reliving-the-glory-days-of-the-bay-bridge-through-hollywood-movies\">starring role in Hollywood movies like “The Graduate,\u003c/a>” and the \u003ca href=\"https://www.kqed.org/news/11642644/the-beautiful-bay-bridge-frank-lloyd-wright-never-got-to-build\">prototype for a new Bay Bridge that Frank Lloyd Wright never got to build. \u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Daily commuters may \u003ca href=\"https://www.kqed.org/news/11700881/the-10-best-places-to-watch-the-worst-bay-area-traffic-congestion\">extend their well wishes through gritted teeth\u003c/a>, but congratulations are nonetheless in order: The Bay Bridge was first opened to traffic 83 years ago today.\u003c/p>\n\u003cp>After three years of construction, \u003ca href=\"https://www.baybridgeinfo.org/history\">the Bay Bridge greeted its public on Nov. 12, 1936\u003c/a> — a whole six months before its glitzier sibling, the Golden Gate Bridge, debuted on May 27, 1937.\u003c/p>\n\u003cp>For the next quarter-century, until 1962, trucks and trains traveled in both directions on the lower deck of the Bay Bridge, with cars driving in both directions on the deck above them.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/QO6s0quF0i8'\n title='//www.youtube.com/embed/QO6s0quF0i8'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>To mark the occasion, we reached into our archives to bring you this short video showing what the Bay Bridge (and its traffic) looked like in the 1970s, when the span was merely in its 40s and those trains had been gone a decade or so.\u003c/p>\n\u003cp>The clips are from 1971, 1973 (color) and 1979, so watch and transport yourself back to a time when markedly fewer cars made the bay crossing, and the toll was a whole 75 cents.\u003c/p>\n\u003cp>(We’re always turning up gems like this in the KQED archives, from \u003ca href=\"https://www.kqed.org/arts/13835832/kqed-unearths-rare-video-of-san-francisco-drag-in-the-60s\">rare footage of a 1968 San Francisco drag ball\u003c/a> to \u003ca href=\"https://www.kqed.org/arts/13868380/watch-vintage-kqed-footage-from-the-1970s-castro-district\">glimpses of the Castro District in the 1970s\u003c/a>. Follow KQED on \u003ca href=\"http://www.facebook.com/KQED/\">Facebook\u003c/a>, \u003ca href=\"https://twitter.com/KQED\">Twitter\u003c/a> and \u003ca href=\"https://www.instagram.com/kqed/\">Instagram\u003c/a> to see them first.)\u003c/p>\n\u003cp>If you’re a Bay Bridge fan, take a look at its \u003ca href=\"https://www.kqed.org/news/138692/reliving-the-glory-days-of-the-bay-bridge-through-hollywood-movies\">starring role in Hollywood movies like “The Graduate,\u003c/a>” and the \u003ca href=\"https://www.kqed.org/news/11642644/the-beautiful-bay-bridge-frank-lloyd-wright-never-got-to-build\">prototype for a new Bay Bridge that Frank Lloyd Wright never got to build. \u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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},
"link": "/radio/program/bbc-world-service",
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},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
"link": "/californiareport",
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}
},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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}
},
"closealltabs": {
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"order": 1
},
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"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.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"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.",
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"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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"freakonomics-radio": {
"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",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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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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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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},
"hidden-brain": {
"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": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"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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"order": 15
},
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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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"order": 18
},
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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/",
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
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"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
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},
"on-the-media": {
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"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",
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"info": "One of public radio's most dynamic voices, Sam Sanders helped launch The NPR Politics Podcast and hosted NPR's hit show It's Been A Minute. Now, the award-winning host returns with something brand new, The Sam Sanders Show. Every week, Sam Sanders and friends dig into the culture that shapes our lives: what's driving the biggest trends, how artists really think, and even the memes you can't stop scrolling past. Sam is beloved for his way of unpacking the world and bringing you up close to fresh currents and engaging conversations. The Sam Sanders Show is smart, funny and always a good time.",
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