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"content": "\u003cp>More than 100 Oakland residents and organizers gathered at Taylor Memorial United Methodist Church in West Oakland Saturday to discuss exactly how the Oakland Athletics can help Bay Area residents that might be displaced by the team’s proposed 34,000-seat waterfront ballpark at Howard Terminal near Jack London Square.\u003c/p>\n\u003cp>The new stadium could affect residents and workers of West Oakland and Oakland’s Chinatown.\u003c/p>\n\u003cp>Speaking to a packed house, Jahmese Myres, deputy director of the East Bay Alliance for a Sustainable Economy — part of the Oakland United Coalition — explained the permitting timeline and the coalition’s demands. \u003c/p>\n\u003cp>They include living-wage jobs for local residents, affordable housing and displacement protections, investment in youth programming and a commitment to addressing environmental impact in districts that are \u003ca href=\"https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-30\" rel=\"noopener\" target=\"_blank\">already among the most negatively impacted within the Bay Area\u003c/a>.\u003c/p>\n\u003cp>“It’s absolutely about the A’s. We love our team. We want them to stay. We’re proud that they’re rooted in Oakland,” Myres told the crowd. “And we want them also to be rooted in community.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Myres said the coalition formed approximately five years ago when talk of the Oakland Raiders and A’s were considering new stadiums in Oakland started going around.\u003c/p>\n\u003cp>Making an appearance, former mayoral candidate Cat Brooks told of being asked about the stadium on the campaign trail and the need for a community benefits agreement regardless of the complex’s location.\u003c/p>\n\u003cfigure id=\"attachment_11778491\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/Myers-1920-800x600.jpg\" alt=\"EBASE's Jahmese Myers addresses a crowd on Oct. 5, 2019 at a town hall regarding desired community benefits from the new Oakland A's stadium. Former mayoral candidate Kat Brooks prepares to speak. \" width=\"800\" height=\"600\" class=\"size-medium wp-image-11778491\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1200x900.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1832x1374.jpg 1832w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1376x1032.jpg 1376w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1044x783.jpg 1044w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-632x474.jpg 632w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">EBASE’s Jahmese Myres addresses a crowd on Oct. 5, 2019 at a town hall regarding desired community benefits from the new Oakland A’s stadium. Former mayoral candidate Cat Brooks prepares to speak. \u003ccite>(Amy Mostafa/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alma Blackwell, an Oakland born and raised organizer summarized the sentiment of the meeting when she said: “Oakland is working hard to keep the A’s in Oakland, but how hard are they working to keep us in Oakland?”\u003c/p>\n\u003cp>Blackwell cited the significant displacement of Oakland’s black residents over the past two decades. \u003c/p>\n\u003cp>[aside postID='news_11742341,news_11697296' label='Related Coverage']\u003c/p>\n\u003cp>Outside the town hall, Myres emphasized the need to speed along plans.\u003c/p>\n\u003cp>“This project is moving very quickly. The A’s have a very ambitious timeline, and so we need those guarantees in writing right away,” Myres said.\u003c/p>\n\u003cp>An A’s spokesperson said the team has already committed to addressing community requests in an agreement with the Port of Oakland. \u003c/p>\n\u003cp>But Myres said the agreement is not specific or legally binding to actionable items. She said the coalition had been in direct contact with the team regarding community benefits back in March but are now continuing discussion with the city as mediator. \u003c/p>\n\u003cp>The town hall was held as plans for the new stadium continue to advance between the baseball team and state and city officials. \u003c/p>\n\u003cp>At the same time, the \u003ca href=\"https://www.kqed.org/news/11742341/alameda-county-oks-plan-to-sell-its-share-of-oakland-coliseum-complex-to-as\" rel=\"noopener\" target=\"_blank\">A’s plans to purchase Alameda County’s share\u003c/a> of the 155-acre property encompassing the Coliseum and Oracle Arena for $85 million was \u003ca href=\"https://www.sfgate.com/athletics/article/city-oakland-alameda-county-as-baseball-coliseum-14484237.php\" rel=\"noopener\" target=\"_blank\">stalled by a lawsuit\u003c/a> filed on behalf of the Oakland City Council last week. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The team hopes construction on the new ballpark will begin in 2021.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than 100 Oakland residents and organizers gathered at Taylor Memorial United Methodist Church in West Oakland Saturday to discuss exactly how the Oakland Athletics can help Bay Area residents that might be displaced by the team’s proposed 34,000-seat waterfront ballpark at Howard Terminal near Jack London Square.\u003c/p>\n\u003cp>The new stadium could affect residents and workers of West Oakland and Oakland’s Chinatown.\u003c/p>\n\u003cp>Speaking to a packed house, Jahmese Myres, deputy director of the East Bay Alliance for a Sustainable Economy — part of the Oakland United Coalition — explained the permitting timeline and the coalition’s demands. \u003c/p>\n\u003cp>They include living-wage jobs for local residents, affordable housing and displacement protections, investment in youth programming and a commitment to addressing environmental impact in districts that are \u003ca href=\"https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-30\" rel=\"noopener\" target=\"_blank\">already among the most negatively impacted within the Bay Area\u003c/a>.\u003c/p>\n\u003cp>“It’s absolutely about the A’s. We love our team. We want them to stay. We’re proud that they’re rooted in Oakland,” Myres told the crowd. “And we want them also to be rooted in community.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Myres said the coalition formed approximately five years ago when talk of the Oakland Raiders and A’s were considering new stadiums in Oakland started going around.\u003c/p>\n\u003cp>Making an appearance, former mayoral candidate Cat Brooks told of being asked about the stadium on the campaign trail and the need for a community benefits agreement regardless of the complex’s location.\u003c/p>\n\u003cfigure id=\"attachment_11778491\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/Myers-1920-800x600.jpg\" alt=\"EBASE's Jahmese Myers addresses a crowd on Oct. 5, 2019 at a town hall regarding desired community benefits from the new Oakland A's stadium. Former mayoral candidate Kat Brooks prepares to speak. \" width=\"800\" height=\"600\" class=\"size-medium wp-image-11778491\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1200x900.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1832x1374.jpg 1832w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1376x1032.jpg 1376w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-1044x783.jpg 1044w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-632x474.jpg 632w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/Myers-1920-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">EBASE’s Jahmese Myres addresses a crowd on Oct. 5, 2019 at a town hall regarding desired community benefits from the new Oakland A’s stadium. Former mayoral candidate Cat Brooks prepares to speak. \u003ccite>(Amy Mostafa/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alma Blackwell, an Oakland born and raised organizer summarized the sentiment of the meeting when she said: “Oakland is working hard to keep the A’s in Oakland, but how hard are they working to keep us in Oakland?”\u003c/p>\n\u003cp>Blackwell cited the significant displacement of Oakland’s black residents over the past two decades. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Outside the town hall, Myres emphasized the need to speed along plans.\u003c/p>\n\u003cp>“This project is moving very quickly. The A’s have a very ambitious timeline, and so we need those guarantees in writing right away,” Myres said.\u003c/p>\n\u003cp>An A’s spokesperson said the team has already committed to addressing community requests in an agreement with the Port of Oakland. \u003c/p>\n\u003cp>But Myres said the agreement is not specific or legally binding to actionable items. She said the coalition had been in direct contact with the team regarding community benefits back in March but are now continuing discussion with the city as mediator. \u003c/p>\n\u003cp>The town hall was held as plans for the new stadium continue to advance between the baseball team and state and city officials. \u003c/p>\n\u003cp>At the same time, the \u003ca href=\"https://www.kqed.org/news/11742341/alameda-county-oks-plan-to-sell-its-share-of-oakland-coliseum-complex-to-as\" rel=\"noopener\" target=\"_blank\">A’s plans to purchase Alameda County’s share\u003c/a> of the 155-acre property encompassing the Coliseum and Oracle Arena for $85 million was \u003ca href=\"https://www.sfgate.com/athletics/article/city-oakland-alameda-county-as-baseball-coliseum-14484237.php\" rel=\"noopener\" target=\"_blank\">stalled by a lawsuit\u003c/a> filed on behalf of the Oakland City Council last week. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The team hopes construction on the new ballpark will begin in 2021.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A new feature for Tesla cars that allows drivers to remotely summon their parked autos is drawing scrutiny from government regulators after reports of malfunctioning software.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, in a statement issued Wednesday, said that is aware of the reports that “Smart Summon” does not always work as promised and is in ongoing contact with the company.\u003c/p>\n\u003cp>But the agency did not open a formal investigation.\u003c/p>\n\u003cp>“The agency will not hesitate to act if it finds evidence of a safety-related defect,” the statement read as \u003ca href=\"https://www.reuters.com/article/us-tesla-safety-nhtsa/troubles-with-teslas-automated-parking-feature-summon-safety-regulators-idUSKBN1WH280\" target=\"_blank\" rel=\"noopener\">quoted\u003c/a> by Reuters.\u003c/p>\n\u003cp>The Smart Summon feature was part of a \u003ca href=\"https://www.tesla.com/blog/introducing-software-version-10-0\" target=\"_blank\" rel=\"noopener\">software update\u003c/a> released last week by Tesla which said that customers “can enable their car to navigate a parking lot and come to them or their destination of choice, as long as their car is within their line of sight.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A driver using a smartphone app can summon the car from 200 feet away. The car will stop when the app’s button is released.\u003c/p>\n\u003cp>The company said that drivers “must remain responsible for the car and monitor it and its surroundings at all times.”\u003c/p>\n\u003cp>The promotional video on the company’s website shows a driverless car seemingly headed the wrong way in a parking lot. Videos spread on social media suggested other problems.\u003c/p>\n\u003cp>One “driver” using Smart Summon \u003ca href=\"https://twitter.com/eiddor/status/1177749574976462848\">tweeted video\u003c/a> of his Tesla nearly colliding with another car in a parking lot. \u003ca href=\"https://twitter.com/guy_frugal/status/1178500371464908800\" target=\"_blank\" rel=\"noopener\">Another \u003c/a>showed the car not noticing a curb.\u003c/p>\n\u003cp>[aside tag='tesla' label='Related Coverage']\u003c/p>\n\u003cp>The new software also has its \u003ca href=\"https://cleantechnica.com/2019/09/30/early-tesla-smart-summon-tests-show-oodles-of-laughter-10-videos/\" target=\"_blank\" rel=\"noopener\">supporters\u003c/a> who love the new feature.\u003c/p>\n\u003cp>No injuries related to Smart Summon have been reported and no jurisdiction has barred its use, \u003ca href=\"https://www.latimes.com/business/story/2019-10-04/tesla-puts-driverless-cars-on-public-byways-controlled-by-humans-with-smartphones-abuse-is-rsafety-regulators-shrug\" target=\"_blank\" rel=\"noopener\">according\u003c/a> to the\u003cem> Los Angeles Times\u003c/em>. The paper also reports that the California Department of Motor Vehicles has determined that Smart Summon and Tesla’s robot systems do not amount to “autonomous technology” because the car is still being controlled by the operator holding the smartphone.\u003c/p>\n\u003cp>Neither the NHTSA nor Tesla responded to emailed requests for comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Copyright 2019 \u003ca href=\"http://www.npr.org\" rel=\"noopener\" target=\"_blank\">NPR\u003c/a>.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new feature for Tesla cars that allows drivers to remotely summon their parked autos is drawing scrutiny from government regulators after reports of malfunctioning software.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, in a statement issued Wednesday, said that is aware of the reports that “Smart Summon” does not always work as promised and is in ongoing contact with the company.\u003c/p>\n\u003cp>But the agency did not open a formal investigation.\u003c/p>\n\u003cp>“The agency will not hesitate to act if it finds evidence of a safety-related defect,” the statement read as \u003ca href=\"https://www.reuters.com/article/us-tesla-safety-nhtsa/troubles-with-teslas-automated-parking-feature-summon-safety-regulators-idUSKBN1WH280\" target=\"_blank\" rel=\"noopener\">quoted\u003c/a> by Reuters.\u003c/p>\n\u003cp>The Smart Summon feature was part of a \u003ca href=\"https://www.tesla.com/blog/introducing-software-version-10-0\" target=\"_blank\" rel=\"noopener\">software update\u003c/a> released last week by Tesla which said that customers “can enable their car to navigate a parking lot and come to them or their destination of choice, as long as their car is within their line of sight.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The new software also has its \u003ca href=\"https://cleantechnica.com/2019/09/30/early-tesla-smart-summon-tests-show-oodles-of-laughter-10-videos/\" target=\"_blank\" rel=\"noopener\">supporters\u003c/a> who love the new feature.\u003c/p>\n\u003cp>No injuries related to Smart Summon have been reported and no jurisdiction has barred its use, \u003ca href=\"https://www.latimes.com/business/story/2019-10-04/tesla-puts-driverless-cars-on-public-byways-controlled-by-humans-with-smartphones-abuse-is-rsafety-regulators-shrug\" target=\"_blank\" rel=\"noopener\">according\u003c/a> to the\u003cem> Los Angeles Times\u003c/em>. The paper also reports that the California Department of Motor Vehicles has determined that Smart Summon and Tesla’s robot systems do not amount to “autonomous technology” because the car is still being controlled by the operator holding the smartphone.\u003c/p>\n\u003cp>Neither the NHTSA nor Tesla responded to emailed requests for comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Copyright 2019 \u003ca href=\"http://www.npr.org\" rel=\"noopener\" target=\"_blank\">NPR\u003c/a>.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After traveling more than 31,000 miles through more than 50 countries in every type of weather imaginable, a global relay of female motorcyclists is finally rolling through California. Over 40 women on bikes got a warm welcome from San Francisco’s local women’s riding group, \u003ca href=\"https://www.facebook.com/groups/DAMESDONTCARE/\" target=\"_blank\" rel=\"noopener\">Dames Don’t Care Motorcycle Collective\u003c/a>, and from the \u003ca href=\"http://www.sf-mc.org/\" target=\"_blank\" rel=\"noopener\">San Francisco Motorcycle Club\u003c/a> on Treasure Island on Friday.\u003c/p>\n\u003cfigure id=\"attachment_11778375\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778375\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-800x534.jpg\" alt=\"Hayley Bell stands in front of her motorcycle, wearing a black denim jacket.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Hayley Bell from Warrington, England, founder of WRWR, stands with her bike in front of Moto Guild on Oct. 4, 2019. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://womenridersworldrelay.com/\" target=\"_blank\" rel=\"noopener\">Women Riders World Relay\u003c/a> is the brainchild of British motorcyclist Hayley Bell, who said she came up with the idea when she just wanted to be able to go on more rides with women.\u003c/p>\n\u003cp>“What we want to do, rather than focus on the negatives [of riding as a woman], we want to focus on the positives,” said Bell. “So we want to see new riders; we want to see women getting better at riding; we want to encourage the sense of community that comes with cycling and support that. We really take pride in shining a light on the positive.”\u003c/p>\n\u003cp>On a lark last year, Bell said she put out a social media call on Facebook to see if any female bikers would be interested in an around-the-world ride. When over 14,000 women from 90 countries responded, she knew she was on to something. Now the mission of the ride is to unite women and show the motorcycle industry that women bikers are a force to be reckoned with.\u003c/p>\n\u003cfigure id=\"attachment_11778378\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778378\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-800x534.jpg\" alt=\"Photo of Monica Blalock's back, she's wearing a leather jacket that says "Harley Davidson" and she is signing a document. The baton is next to the document. \" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Monica Blalock of Bremerton, Washington signs the relay baton at Moto Guild on Treasure Island. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The relay officially began in John-O-Groats, Scotland in February with Bell and a handful of other riders. From there, Bell passed on a GPS baton that all riders who participate in at least one leg of the world relay can sign. The instrument has touched the hands of thousands of other women motorcyclists and crossed borders and oceans.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The group rolled into the United States in late September. Women motorcyclists \u003ca href=\"https://www.cbc.ca/news/canada/new-brunswick/women-riders-world-relay-motorcycle-st-stephen-nb-1.5295098\">rode in from Canada\u003c/a> and handed off the baton in Calais, Maine. Bell flew out from the U.K. to join the cross-country U.S. ride.\u003c/p>\n\u003cp>Monica Blalock of Bremerton, Washington, who signed the relay baton, said she rode down and met the riders in Reno but will not continue on the trip due to bike issues. She’s been riding for four years and said that most of the time “there’s no one I can ride with except a couple of guys so it was great to ride with a bunch of women for the first time.”\u003c/p>\n\u003cp>Members of the San Francisco Motorcycle Club, second oldest in the world, escorted the relay from the Golden Gate Bridge to Treasure Island to help block traffic.\u003c/p>\n\u003cfigure id=\"attachment_11778384\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778384\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-800x534.jpg\" alt=\"Photo of the three women sitting on red metal chairs.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Colleen Duncan (left) from Folsom, California, Jillean Frakes from Arizona and Deb Davis (right) from Ketchikan, Alaska sit on a couch at Moto Guild. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Colleen Duncan from Folsom, California, Jillean Frakes from Arizona and Deb Davis from Ketchikan, Alaska rode together through San Francisco during the event.\u003c/p>\n\u003cp>Duncan, who is a new rider, trailered her bike up to Reno to begin the relay and will ride down to Los Angeles — which will be only her third ride ever. She said “today was my first time riding in the dark, but I felt safe with the escorts.”\u003c/p>\n\u003cp>Davis, who rode from her home in Alaska, will continue her journey down to Mexico. She said she will leave her motorcycle with a friend in Texas and fly back to Alaska. “I’ll come back and ride it home when it’s not winter,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11778372\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778372\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-800x534.jpg\" alt=\"Tamar V. Jeffery talks to another woman next to a motorcycle.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tamar V. Jeffery, from Detroit, Michigan joined the group in Columbus, Ohio and rode with them until Laredo, Texas. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tamar V. Jeffery, from Detroit, Michigan joined the group in Columbus, Ohio and rode with them until they hit Laredo, Texas. She’s been riding for four years and currently owns a 2019 Harley-Davidson Sport Glide. “I’m ‘Detroit strong.’ That’s why I gotta do the route all the way to Texas,” she said about her motivation to do the relay.\u003c/p>\n\u003cfigure id=\"attachment_11778387\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778387\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-800x534.jpg\" alt=\"Heather Haggard sits on her bike, her two dogs are in a bag behind her back.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Heather Haggard, a veteran from Post Falls, Idaho rides away after the San Francisco leg of the relay. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Dogs went along for the ride too. \u003cspan style=\"font-weight: 400\">Heather Haggard, a veteran from Post Falls, Idaho, is riding to the Mexico border with her two dogs, Kuzwekan Chloe and Justin Case, in a carrier on her bike. Chloe has cruised over 40,000 miles with Heather but this is Justin Case’s first ride. “The women on this trip have been wonderful. They help with the dogs, taking them to the bathroom,” she said. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Haggard said t\u003c/span>\u003cspan style=\"font-weight: 400\">he cross-country trip is a big deal for her as she usually spends most of her time alone. “You have all your different personalities and all your different stuff, but in general we’re here to ride and we’re here for a purpose and we’re doing it,” she said about relay.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The women have already clocked more than 2,000 miles across North America and there’s still more to go. After riding down California’s scenic Highway 1 to Los Angeles, they’ll circle back east towards Nevada, head up to Colorado and finish the U.S. legs in Texas. Then it’s on to Central America.\u003c/p>\n\n",
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"excerpt": "An international relay made up of thousands of women motorcyclists is making it's way through California.",
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"title": "San Francisco Welcomes Global Women's Motorcycle Relay | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After traveling more than 31,000 miles through more than 50 countries in every type of weather imaginable, a global relay of female motorcyclists is finally rolling through California. Over 40 women on bikes got a warm welcome from San Francisco’s local women’s riding group, \u003ca href=\"https://www.facebook.com/groups/DAMESDONTCARE/\" target=\"_blank\" rel=\"noopener\">Dames Don’t Care Motorcycle Collective\u003c/a>, and from the \u003ca href=\"http://www.sf-mc.org/\" target=\"_blank\" rel=\"noopener\">San Francisco Motorcycle Club\u003c/a> on Treasure Island on Friday.\u003c/p>\n\u003cfigure id=\"attachment_11778375\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778375\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-800x534.jpg\" alt=\"Hayley Bell stands in front of her motorcycle, wearing a black denim jacket.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39452__DSC4103-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Hayley Bell from Warrington, England, founder of WRWR, stands with her bike in front of Moto Guild on Oct. 4, 2019. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"https://womenridersworldrelay.com/\" target=\"_blank\" rel=\"noopener\">Women Riders World Relay\u003c/a> is the brainchild of British motorcyclist Hayley Bell, who said she came up with the idea when she just wanted to be able to go on more rides with women.\u003c/p>\n\u003cp>“What we want to do, rather than focus on the negatives [of riding as a woman], we want to focus on the positives,” said Bell. “So we want to see new riders; we want to see women getting better at riding; we want to encourage the sense of community that comes with cycling and support that. We really take pride in shining a light on the positive.”\u003c/p>\n\u003cp>On a lark last year, Bell said she put out a social media call on Facebook to see if any female bikers would be interested in an around-the-world ride. When over 14,000 women from 90 countries responded, she knew she was on to something. Now the mission of the ride is to unite women and show the motorcycle industry that women bikers are a force to be reckoned with.\u003c/p>\n\u003cfigure id=\"attachment_11778378\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778378\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-800x534.jpg\" alt=\"Photo of Monica Blalock's back, she's wearing a leather jacket that says "Harley Davidson" and she is signing a document. The baton is next to the document. \" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39438__DSC4053-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Monica Blalock of Bremerton, Washington signs the relay baton at Moto Guild on Treasure Island. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The relay officially began in John-O-Groats, Scotland in February with Bell and a handful of other riders. From there, Bell passed on a GPS baton that all riders who participate in at least one leg of the world relay can sign. The instrument has touched the hands of thousands of other women motorcyclists and crossed borders and oceans.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The group rolled into the United States in late September. Women motorcyclists \u003ca href=\"https://www.cbc.ca/news/canada/new-brunswick/women-riders-world-relay-motorcycle-st-stephen-nb-1.5295098\">rode in from Canada\u003c/a> and handed off the baton in Calais, Maine. Bell flew out from the U.K. to join the cross-country U.S. ride.\u003c/p>\n\u003cp>Monica Blalock of Bremerton, Washington, who signed the relay baton, said she rode down and met the riders in Reno but will not continue on the trip due to bike issues. She’s been riding for four years and said that most of the time “there’s no one I can ride with except a couple of guys so it was great to ride with a bunch of women for the first time.”\u003c/p>\n\u003cp>Members of the San Francisco Motorcycle Club, second oldest in the world, escorted the relay from the Golden Gate Bridge to Treasure Island to help block traffic.\u003c/p>\n\u003cfigure id=\"attachment_11778384\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778384\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-800x534.jpg\" alt=\"Photo of the three women sitting on red metal chairs.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39440__DSC4063-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Colleen Duncan (left) from Folsom, California, Jillean Frakes from Arizona and Deb Davis (right) from Ketchikan, Alaska sit on a couch at Moto Guild. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Colleen Duncan from Folsom, California, Jillean Frakes from Arizona and Deb Davis from Ketchikan, Alaska rode together through San Francisco during the event.\u003c/p>\n\u003cp>Duncan, who is a new rider, trailered her bike up to Reno to begin the relay and will ride down to Los Angeles — which will be only her third ride ever. She said “today was my first time riding in the dark, but I felt safe with the escorts.”\u003c/p>\n\u003cp>Davis, who rode from her home in Alaska, will continue her journey down to Mexico. She said she will leave her motorcycle with a friend in Texas and fly back to Alaska. “I’ll come back and ride it home when it’s not winter,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11778372\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778372\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-800x534.jpg\" alt=\"Tamar V. Jeffery talks to another woman next to a motorcycle.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39436__DSC4031-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Tamar V. Jeffery, from Detroit, Michigan joined the group in Columbus, Ohio and rode with them until Laredo, Texas. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tamar V. Jeffery, from Detroit, Michigan joined the group in Columbus, Ohio and rode with them until they hit Laredo, Texas. She’s been riding for four years and currently owns a 2019 Harley-Davidson Sport Glide. “I’m ‘Detroit strong.’ That’s why I gotta do the route all the way to Texas,” she said about her motivation to do the relay.\u003c/p>\n\u003cfigure id=\"attachment_11778387\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11778387\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-800x534.jpg\" alt=\"Heather Haggard sits on her bike, her two dogs are in a bag behind her back.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut-1200x801.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/RS39444__DSC4083-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Heather Haggard, a veteran from Post Falls, Idaho rides away after the San Francisco leg of the relay. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Dogs went along for the ride too. \u003cspan style=\"font-weight: 400\">Heather Haggard, a veteran from Post Falls, Idaho, is riding to the Mexico border with her two dogs, Kuzwekan Chloe and Justin Case, in a carrier on her bike. Chloe has cruised over 40,000 miles with Heather but this is Justin Case’s first ride. “The women on this trip have been wonderful. They help with the dogs, taking them to the bathroom,” she said. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Haggard said t\u003c/span>\u003cspan style=\"font-weight: 400\">he cross-country trip is a big deal for her as she usually spends most of her time alone. “You have all your different personalities and all your different stuff, but in general we’re here to ride and we’re here for a purpose and we’re doing it,” she said about relay.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The women have already clocked more than 2,000 miles across North America and there’s still more to go. After riding down California’s scenic Highway 1 to Los Angeles, they’ll circle back east towards Nevada, head up to Colorado and finish the U.S. legs in Texas. Then it’s on to Central America.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The United Auto Workers (\u003ca href=\"https://uaw.org/\" target=\"_blank\" rel=\"noopener\">UAW\u003c/a>) announced that a nationwide strike will begin just before midnight on Sunday. The move comes after failing to agree to a new contract with General Motors over wages, health care and profit-sharing.\u003c/p>\n\u003cp>Production across the U.S. is expected to be halted, affecting nearly 50,000 workers, which is anticipated to idle U.S. production until both sides agree to a new contract.\u003c/p>\n\u003cp>“At midnight tonight, the picket lines will go up,” said the UAW’s Brian Rothenberg at a news conference in Detroit on Sunday. “But basically, when the morning shift would have reported for work, they won’t be there. The picket lines are being set up.”\u003c/p>\n\u003cp>On Saturday, union officials allowed their contract to lapse just before midnight. GM leadership has sought to slash the company’s health care costs, but union leadership said workers refuse to agree to a contract that makes health care more expensive.\u003c/p>\n\u003cp>“While we are fighting for better wages, affordable quality health care, and job security, GM refuses to put hard working Americans ahead of their record profits,” UAW Vice President Terry Dittes said in a statement. “We don’t take this lightly.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Kristin Dziczek, vice president of the Center for Automotive Research, an independent research organization, said both sides are looking at the prospect of a weakening economy.\u003c/p>\n\u003cp>“The company and the union look at the very same set of economic fundamentals and see the same writing on the wall and have different motivations,” said Dziczek.\u003c/p>\n\u003cp>“The company looks at that and says, ‘Well, if we hit a downturn, we want to be able to have contingent compensation, so we don’t get locked into paying higher costs if the market softens.’ That same set of economic facts drives the union to want more guaranteed and certain compensation: base wage increases,” she said.\u003c/p>\n\u003cp>Some of the major sticking points include the cost of health insurance and pay raises demanded by workers. GM made $8.1 billion in \u003ca href=\"https://www.detroitnews.com/story/business/autos/general-motors/2019/02/06/gm-reports-annual-quarterly-profit/2782281002/\" target=\"_blank\" rel=\"noopener\">profits\u003c/a> last year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The move to strike comes as legal troubles follow the union. A federal corruption scandal has led to guilty pleas by five people in the UAW. The FBI has raided the home of Gary Jones, the union’s current president. Some workers have called on Jones to step down amid the probe, which has accused some union officials of hiding bribes and embezzling money from the union.\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2019 NPR. To see more, visit \u003ca href=\"http://www.npr.org\" target=\"_blank\" rel=\"noopener\">www.npr.org\u003c/a>.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=UAW+Votes+For+Nationwide+Strike+To+Begin+Before+Midnight+Sunday+&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\n",
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"excerpt": "The move comes after failing to agree to a new contract with General Motors over wages, health care and profit-sharing. Nearly 50,000 workers will be affected when production halts.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The United Auto Workers (\u003ca href=\"https://uaw.org/\" target=\"_blank\" rel=\"noopener\">UAW\u003c/a>) announced that a nationwide strike will begin just before midnight on Sunday. The move comes after failing to agree to a new contract with General Motors over wages, health care and profit-sharing.\u003c/p>\n\u003cp>Production across the U.S. is expected to be halted, affecting nearly 50,000 workers, which is anticipated to idle U.S. production until both sides agree to a new contract.\u003c/p>\n\u003cp>“At midnight tonight, the picket lines will go up,” said the UAW’s Brian Rothenberg at a news conference in Detroit on Sunday. “But basically, when the morning shift would have reported for work, they won’t be there. The picket lines are being set up.”\u003c/p>\n\u003cp>On Saturday, union officials allowed their contract to lapse just before midnight. GM leadership has sought to slash the company’s health care costs, but union leadership said workers refuse to agree to a contract that makes health care more expensive.\u003c/p>\n\u003cp>“While we are fighting for better wages, affordable quality health care, and job security, GM refuses to put hard working Americans ahead of their record profits,” UAW Vice President Terry Dittes said in a statement. “We don’t take this lightly.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Kristin Dziczek, vice president of the Center for Automotive Research, an independent research organization, said both sides are looking at the prospect of a weakening economy.\u003c/p>\n\u003cp>“The company and the union look at the very same set of economic fundamentals and see the same writing on the wall and have different motivations,” said Dziczek.\u003c/p>\n\u003cp>“The company looks at that and says, ‘Well, if we hit a downturn, we want to be able to have contingent compensation, so we don’t get locked into paying higher costs if the market softens.’ That same set of economic facts drives the union to want more guaranteed and certain compensation: base wage increases,” she said.\u003c/p>\n\u003cp>Some of the major sticking points include the cost of health insurance and pay raises demanded by workers. GM made $8.1 billion in \u003ca href=\"https://www.detroitnews.com/story/business/autos/general-motors/2019/02/06/gm-reports-annual-quarterly-profit/2782281002/\" target=\"_blank\" rel=\"noopener\">profits\u003c/a> last year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The move to strike comes as legal troubles follow the union. A federal corruption scandal has led to guilty pleas by five people in the UAW. The FBI has raided the home of Gary Jones, the union’s current president. Some workers have called on Jones to step down amid the probe, which has accused some union officials of hiding bribes and embezzling money from the union.\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2019 NPR. To see more, visit \u003ca href=\"http://www.npr.org\" target=\"_blank\" rel=\"noopener\">www.npr.org\u003c/a>.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=UAW+Votes+For+Nationwide+Strike+To+Begin+Before+Midnight+Sunday+&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\n\u003c/div>\u003c/p>",
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"title": "Safety Board Says CHP, Caltrans Lapses Played Part in Delayed Repairs Before Fatal Tesla Crash",
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"content": "\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Hackers like to say internet-connected cars are like smartphones on wheels. These days, some of them even update software “over the air,” like your phones do. But phones don’t weigh thousands of pounds or travel at potentially lethal speeds on the regular. By 2022, it’s estimated that two-thirds of all new cars will feature such connected systems.\u003c/p>\n\u003cp>Already, a cottage industry has sprung up to meet burgeoning demand for white hat hackers — game for a price — to help automakers identify vulnerabilities before black hats do.\u003c/p>\n\u003cp>“A very good defense is a good offense, right?” asked David Baker, chief security officer and VP of operations for \u003ca href=\"https://www.bugcrowd.com\" target=\"_blank\" rel=\"noopener\">Bugcrowd\u003c/a> in San Francisco. Like the name suggests, Bugcrowd helps curate auto industry crowdsource solutions from a relatively small number of hackers who know how to help.\u003c/p>\n\u003cp>Automakers cover the cost of Bugcrowd’s listing management as well as the rewards for identifying bugs. Payouts range from $5,000 for identifying a relatively minor bug to many multiples of that for something critical.\u003c/p>\n\u003cp>It might give you some comfort to know Baker says car hacking is relatively complicated and expensive compared to other forms of hacking, because it involves access to and familiarity with car parts.\u003c/p>\n\u003cp>“That’s a little bit more of an attack surface than typically you would have just from electronic or wireless access. We have researchers that have the dashboard of a Tesla sitting in their living room,” he says.\u003c/p>\n\u003cfigure id=\"attachment_11772286\" class=\"wp-caption aligncenter\" style=\"max-width: 1536px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11772286 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg\" alt=\"Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019.\" width=\"1536\" height=\"2048\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1920x2560.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1122x1496.jpg 1122w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-840x1120.jpg 840w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-687x916.jpg 687w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-414x552.jpg 414w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-354x472.jpg 354w\" sizes=\"(max-width: 1536px) 100vw, 1536px\">\u003cfigcaption class=\"wp-caption-text\">Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019. \u003ccite>(Courtesy of Bugcrowd)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it doesn’t take a paranoid person to imagine it’s just a matter of time before cheat sheets are available for sale on the dark web.\u003c/p>\n\u003cp>At a press conference ahead of several major cybersecurity confabs this past summer, Jamie Court with the Los Angeles-based \u003ca href=\"https://www.consumerwatchdog.org/privacy-technology/report-finds-hacking-internet-connected-cars-big-national-security-threat\" target=\"_blank\" rel=\"noopener\">Consumer Watchdog\u003c/a> warned, “Hackers tell us it’s just a matter of money. It could be hundreds of thousands of dollars. It could be millions. But you know what? A hostile government has that kind of money.”\u003c/p>\n\u003cp>[youtube https://www.youtube.com/watch?v=6sWmEasw18o]In an effort to force a more public conversation about automotive cybersecurity, the non-profit released a report called “\u003ca href=\"https://www.consumerwatchdog.org/sites/default/files/2019-07/KILL%20SWITCH%20%207-29-19_0.pdf\" target=\"_blank\" rel=\"noopener\">Kill Switch: Why Connected Cars Can Be Killing Machines and How to Turn Them Off\u003c/a>.”\u003c/p>\n\u003cp>“Car companies are selling connected cars on the basis that you can turn your car on with your cellphone and get the air conditioning running on a hot day. Well, if you can turn your car on and get the air conditioning running with your smartphone, someone else can access your smartphone and shut your car down in the middle of the highway at rush hour,” Court said.\u003c/p>\n\u003cp>Nothing like that has happened (that we know of), but since \u003ca href=\"https://www.wired.com/2015/07/hackers-remotely-kill-jeep-highway/\" target=\"_blank\" rel=\"noopener\">Wired\u003c/a> magazine first detailed a spine-tingling Jeep hack in 2015, killing the engine while the reporter was in the vehicle on a freeway, there has been a steady dribble of similar headlines showing the progress hackers are making.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"cybersecurity\"]Just a few days ago, Wired published an article about another exploit: \u003ca href=\"https://www.wired.com/story/hackers-steal-tesla-model-s-key-fob-encryption/\" target=\"_blank\" rel=\"noopener\">Hackers Could Steal a Tesla Model S by Cloning Its Key Fob—Again\u003c/a>. Tesla quickly fixed the problem with an over-the-air software update. Techno cognoscenti point out that’s faster and cheaper than a recall involving a physical trip to your local dealership. But they add the phone/car comparison has its limits.\u003c/p>\n\u003cp>“In a smartphone, we have maybe two, three, four CPUs. In a vehicle, we have 100 different electronic control units manufactured by dozens of manufacturers,” said Assaf Harel, chief scientist at \u003ca href=\"https://www.karambasecurity.com\" target=\"_blank\" rel=\"noopener\">Karamba Security\u003c/a>, an Israeli company with offices in Germany and the U.S.\u003c/p>\n\u003cp>“It’s like the Babylon Tower, with different vendor competitors,” Harel added, referring to the Bible story in the book of Genesis that functions as an origin myth explaining why the world’s people speak different languages, unable to understand each other.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The \u003ca href=\"https://autoalliance.org\" target=\"_blank\" rel=\"noopener\">Alliance of Automobile Manufacturers\u003c/a>, which represents 12 of the majors worldwide, says the companies are all partnering with public and private researchers to share tips and codify standards. Regardless of whether and how \u003ca href=\"https://www.nhtsa.gov/technology-innovation/vehicle-cybersecurity\" target=\"_blank\" rel=\"noopener\">regulators\u003c/a> step in to direct that conversation, Harel said automakers have simply joined a growing number of industries forced to see up-to-the-minute cybersecurity as the cost of doing business.\u003c/p>\n\u003cp>“That will elevate the level of cybersecurity in the vehicles, in airplanes, in medical devices, in many other deployments, to a state where it just doesn’t make sense for cybercriminals to look that way,” Harel said. “They have much easier low hanging fruits to tackle.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Hackers like to say internet-connected cars are like smartphones on wheels. These days, some of them even update software “over the air,” like your phones do. But phones don’t weigh thousands of pounds or travel at potentially lethal speeds on the regular. By 2022, it’s estimated that two-thirds of all new cars will feature such connected systems.\u003c/p>\n\u003cp>Already, a cottage industry has sprung up to meet burgeoning demand for white hat hackers — game for a price — to help automakers identify vulnerabilities before black hats do.\u003c/p>\n\u003cp>“A very good defense is a good offense, right?” asked David Baker, chief security officer and VP of operations for \u003ca href=\"https://www.bugcrowd.com\" target=\"_blank\" rel=\"noopener\">Bugcrowd\u003c/a> in San Francisco. Like the name suggests, Bugcrowd helps curate auto industry crowdsource solutions from a relatively small number of hackers who know how to help.\u003c/p>\n\u003cp>Automakers cover the cost of Bugcrowd’s listing management as well as the rewards for identifying bugs. Payouts range from $5,000 for identifying a relatively minor bug to many multiples of that for something critical.\u003c/p>\n\u003cp>It might give you some comfort to know Baker says car hacking is relatively complicated and expensive compared to other forms of hacking, because it involves access to and familiarity with car parts.\u003c/p>\n\u003cp>“That’s a little bit more of an attack surface than typically you would have just from electronic or wireless access. We have researchers that have the dashboard of a Tesla sitting in their living room,” he says.\u003c/p>\n\u003cfigure id=\"attachment_11772286\" class=\"wp-caption aligncenter\" style=\"max-width: 1536px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11772286 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg\" alt=\"Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019.\" width=\"1536\" height=\"2048\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1920x2560.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1122x1496.jpg 1122w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-840x1120.jpg 840w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-687x916.jpg 687w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-414x552.jpg 414w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-354x472.jpg 354w\" sizes=\"(max-width: 1536px) 100vw, 1536px\">\u003cfigcaption class=\"wp-caption-text\">Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019. \u003ccite>(Courtesy of Bugcrowd)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it doesn’t take a paranoid person to imagine it’s just a matter of time before cheat sheets are available for sale on the dark web.\u003c/p>\n\u003cp>At a press conference ahead of several major cybersecurity confabs this past summer, Jamie Court with the Los Angeles-based \u003ca href=\"https://www.consumerwatchdog.org/privacy-technology/report-finds-hacking-internet-connected-cars-big-national-security-threat\" target=\"_blank\" rel=\"noopener\">Consumer Watchdog\u003c/a> warned, “Hackers tell us it’s just a matter of money. It could be hundreds of thousands of dollars. It could be millions. But you know what? A hostile government has that kind of money.”\u003c/p>\n\u003cp>\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/6sWmEasw18o'\n title='//www.youtube.com/embed/6sWmEasw18o'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>In an effort to force a more public conversation about automotive cybersecurity, the non-profit released a report called “\u003ca href=\"https://www.consumerwatchdog.org/sites/default/files/2019-07/KILL%20SWITCH%20%207-29-19_0.pdf\" target=\"_blank\" rel=\"noopener\">Kill Switch: Why Connected Cars Can Be Killing Machines and How to Turn Them Off\u003c/a>.”\u003c/p>\n\u003cp>“Car companies are selling connected cars on the basis that you can turn your car on with your cellphone and get the air conditioning running on a hot day. Well, if you can turn your car on and get the air conditioning running with your smartphone, someone else can access your smartphone and shut your car down in the middle of the highway at rush hour,” Court said.\u003c/p>\n\u003cp>Nothing like that has happened (that we know of), but since \u003ca href=\"https://www.wired.com/2015/07/hackers-remotely-kill-jeep-highway/\" target=\"_blank\" rel=\"noopener\">Wired\u003c/a> magazine first detailed a spine-tingling Jeep hack in 2015, killing the engine while the reporter was in the vehicle on a freeway, there has been a steady dribble of similar headlines showing the progress hackers are making.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Just a few days ago, Wired published an article about another exploit: \u003ca href=\"https://www.wired.com/story/hackers-steal-tesla-model-s-key-fob-encryption/\" target=\"_blank\" rel=\"noopener\">Hackers Could Steal a Tesla Model S by Cloning Its Key Fob—Again\u003c/a>. Tesla quickly fixed the problem with an over-the-air software update. Techno cognoscenti point out that’s faster and cheaper than a recall involving a physical trip to your local dealership. But they add the phone/car comparison has its limits.\u003c/p>\n\u003cp>“In a smartphone, we have maybe two, three, four CPUs. In a vehicle, we have 100 different electronic control units manufactured by dozens of manufacturers,” said Assaf Harel, chief scientist at \u003ca href=\"https://www.karambasecurity.com\" target=\"_blank\" rel=\"noopener\">Karamba Security\u003c/a>, an Israeli company with offices in Germany and the U.S.\u003c/p>\n\u003cp>“It’s like the Babylon Tower, with different vendor competitors,” Harel added, referring to the Bible story in the book of Genesis that functions as an origin myth explaining why the world’s people speak different languages, unable to understand each other.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"https://autoalliance.org\" target=\"_blank\" rel=\"noopener\">Alliance of Automobile Manufacturers\u003c/a>, which represents 12 of the majors worldwide, says the companies are all partnering with public and private researchers to share tips and codify standards. Regardless of whether and how \u003ca href=\"https://www.nhtsa.gov/technology-innovation/vehicle-cybersecurity\" target=\"_blank\" rel=\"noopener\">regulators\u003c/a> step in to direct that conversation, Harel said automakers have simply joined a growing number of industries forced to see up-to-the-minute cybersecurity as the cost of doing business.\u003c/p>\n\u003cp>“That will elevate the level of cybersecurity in the vehicles, in airplanes, in medical devices, in many other deployments, to a state where it just doesn’t make sense for cybercriminals to look that way,” Harel said. “They have much easier low hanging fruits to tackle.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>There is a person out there with a sly sense of humor, a way with words, a working knowledge of Berkeley history and a desire to impart pithy observations.\u003c/p>\n\u003cp>He or she or they has been going around town the past few months affixing round metal medallions with clever sayings to sidewalks around central Berkeley.\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Karen Flynn, Berkeley business owner\"]‘At first I thought it was something serious but then I read it and thought ‘that’s funny.’ ‘[/pullquote]\u003c/p>\n\u003cp>“Welcome to Berkeley. Now stop doing that,” reads one medallion nailed into the sidewalk near the Berkeley/Oakland border. The other half of the medallion says: “Welcome to Oakland. We missed you.”\u003c/p>\n\u003cp>Another states: “On this spot, ….David Kravitz finally thought of a witty rejoinder after that dreadful dinner party a week earlier. Mr. Kravitz had wished to say at the time, ‘Some suffer in silence, but others make everyone suffer each time they open their mouth’ to that loudmouthed Mrs. Pearlman.”\u003c/p>\n\u003cp>A third located at Delaware and Sacramento streets says, “On this spot, you are directly here. You could have been anywhere else at this moment, rendering this plaque irrelevant, but you’re not.”\u003c/p>\n\u003cfigure id=\"attachment_11771313\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771313\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Berk_medallions_complete-stop-800x624.jpg\" alt=\"Medallion left at Cedar and Milvia streets.\" width=\"800\" height=\"624\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallions_complete-stop-800x624.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallions_complete-stop-160x125.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallions_complete-stop.jpg 1010w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Medallion left at Cedar and Milvia streets. \u003ccite>( Leslie Cain via @becauseberkeley)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>No one seems to know the creator’s identity, even though the question has been posed on Facebook and Twitter and even on Tom Dalzell’s \u003ca href=\"http://quirkyberkeley.com/\" target=\"_blank\" rel=\"noopener\">Quirky Berkeley\u003c/a> website.\u003c/p>\n\u003cp>“These days, just everybody – tout le monde – is talking about the mysterious medallions that are appearing in Berkeley’s sidewalks,” \u003ca href=\"http://quirkyberkeley.com/mysterious-medallions/\" target=\"_blank\" rel=\"noopener\">Dalzell wrote\u003c/a>. “You read about them in Berkeleyside, you see them on Twitter, your hip friends are talking about them. ‘Plaque’ might be a better word for what these are, but medallion gives us alliteration with mysterious.”\u003c/p>\n\u003cp>The person has followers, people who appreciate their use of words and phrases, their deadpan delivery and the unexpectedness of the medallions.\u003c/p>\n\u003cfigure id=\"attachment_11771314\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771314\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Berk_medallion_Lesprit-de-lescalier-800x795.jpg\" alt=\"L’esprit de l’escalier medallion on Euclid Avenue.\" width=\"800\" height=\"795\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallion_Lesprit-de-lescalier-800x795.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallion_Lesprit-de-lescalier-160x159.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallion_Lesprit-de-lescalier.jpg 986w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">L’esprit de l’escalier medallion on Euclid Avenue. \u003ccite>(Natasha Beery)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This miniature plaque is embedded at a bus stop near the Rose Garden,” Natasha Beery posted on Facebook on Aug. 8 with a picture of the medallion. “It is one of a series of mysterious markers turning up around town. Have you seen others?”\u003c/p>\n\u003cp>Doug Sovern, a political reporter for KCBS Radio, first spotted the Oakland/Berkeley medallion in April. \u003c/p>\n\u003cp>Colleen Neff, who contributes photos to Berkeleyside and Quirky Berkeley, reported that she first saw one in May. (She noted that the creator misspelled Shattuck Avenue as “Shattack.”)\u003c/p>\n\u003cp>Karen Flynn, the owner of The Optician on Allston Way just east of Shattuck Avenue, first spotted one of the mysterious medallions in July.\u003c/p>\n\u003cfigure id=\"attachment_11771315\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771315\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-800x600.jpg\" alt=\"The medallions reveal a knowledge of Berkeley's geography, as seen in this medallion's description of Strawberry Creek.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-1044x783.jpg 1044w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-632x474.jpg 632w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The medallions reveal a knowledge of Berkeley’s geography, as seen in this medallion’s description of Strawberry Creek. \u003ccite>(Frances Dinkelspiel)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I was out cleaning the windows and I looked down,” she said. “At first I thought it was something serious but then I read it and thought ‘that’s funny.’”\u003c/p>\n\u003cp>[aside postID=news_11655269 label='Berkeley Medallions, Oakland Gnomes']\u003c/p>\n\u003cp>The medallion by her store is titled “Strawberry Creek,” and it indicates that the creator is familiar with Berkeley geography. It reads: “On this spot, the Strawberry Creek flows deeply buried below this sidewalk … no longer posing a threat to surface dwellers.” (\u003ca href=\"https://strawberrycreek.berkeley.edu/content/strawberry-creek\" rel=\"noopener\" target=\"_blank\">Strawberry Creek\u003c/a> runs freely through the UC Berkeley campus but is undergrounded when it hits downtown.)\u003c/p>\n\u003cp>Another medallion at 1900 Fourth St. — a parking lot across from the now-shuttered Spenger’s restaurant — refers to one of the most contested pieces of land in Berkeley. The property is owned by the Spenger family and Ruegg & Ellsworth, who have sought to build housing there. (\u003ca href=\"https://www.berkeleyside.com/tag/1900-fourth-st\" target=\"_blank\" rel=\"noopener\">Read more on the intricacies.\u003c/a>)\u003c/p>\n\u003cfigure id=\"attachment_11771316\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771316\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Berk_Medallions_1900-Fourth-St.-800x769.jpg\" alt=\"A medallion left at 1900 Fourth St.\" width=\"800\" height=\"769\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_1900-Fourth-St.-800x769.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_1900-Fourth-St.-160x154.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_1900-Fourth-St..jpg 944w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A medallion left at 1900 Fourth St. \u003ccite>(KL Baxter via @becauseberkeley)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Native Americans in the area have protested, as they say the land is sacred to them. One developer tried to get it fast-tracked, evoking California’s SB 35, but the city rebuked the effort. The matter is now in in court.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Is the creator hammering the metal medallions into the sidewalks under the cover of night? During rush hour when people’s attentions are distracted? Why has no one spotted him/her/they in action? #mysteriousmedallions\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Welcome to Berkeley. Now stop doing that,” reads one medallion nailed into the sidewalk near the Berkeley/Oakland border. The other half of the medallion says: “Welcome to Oakland. We missed you.”\u003c/p>\n\u003cp>Another states: “On this spot, ….David Kravitz finally thought of a witty rejoinder after that dreadful dinner party a week earlier. Mr. Kravitz had wished to say at the time, ‘Some suffer in silence, but others make everyone suffer each time they open their mouth’ to that loudmouthed Mrs. Pearlman.”\u003c/p>\n\u003cp>A third located at Delaware and Sacramento streets says, “On this spot, you are directly here. You could have been anywhere else at this moment, rendering this plaque irrelevant, but you’re not.”\u003c/p>\n\u003cfigure id=\"attachment_11771313\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771313\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Berk_medallions_complete-stop-800x624.jpg\" alt=\"Medallion left at Cedar and Milvia streets.\" width=\"800\" height=\"624\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallions_complete-stop-800x624.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallions_complete-stop-160x125.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallions_complete-stop.jpg 1010w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Medallion left at Cedar and Milvia streets. \u003ccite>( Leslie Cain via @becauseberkeley)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>No one seems to know the creator’s identity, even though the question has been posed on Facebook and Twitter and even on Tom Dalzell’s \u003ca href=\"http://quirkyberkeley.com/\" target=\"_blank\" rel=\"noopener\">Quirky Berkeley\u003c/a> website.\u003c/p>\n\u003cp>“These days, just everybody – tout le monde – is talking about the mysterious medallions that are appearing in Berkeley’s sidewalks,” \u003ca href=\"http://quirkyberkeley.com/mysterious-medallions/\" target=\"_blank\" rel=\"noopener\">Dalzell wrote\u003c/a>. “You read about them in Berkeleyside, you see them on Twitter, your hip friends are talking about them. ‘Plaque’ might be a better word for what these are, but medallion gives us alliteration with mysterious.”\u003c/p>\n\u003cp>The person has followers, people who appreciate their use of words and phrases, their deadpan delivery and the unexpectedness of the medallions.\u003c/p>\n\u003cfigure id=\"attachment_11771314\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771314\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Berk_medallion_Lesprit-de-lescalier-800x795.jpg\" alt=\"L’esprit de l’escalier medallion on Euclid Avenue.\" width=\"800\" height=\"795\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallion_Lesprit-de-lescalier-800x795.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallion_Lesprit-de-lescalier-160x159.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_medallion_Lesprit-de-lescalier.jpg 986w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">L’esprit de l’escalier medallion on Euclid Avenue. \u003ccite>(Natasha Beery)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This miniature plaque is embedded at a bus stop near the Rose Garden,” Natasha Beery posted on Facebook on Aug. 8 with a picture of the medallion. “It is one of a series of mysterious markers turning up around town. Have you seen others?”\u003c/p>\n\u003cp>Doug Sovern, a political reporter for KCBS Radio, first spotted the Oakland/Berkeley medallion in April. \u003c/p>\n\u003cp>Colleen Neff, who contributes photos to Berkeleyside and Quirky Berkeley, reported that she first saw one in May. (She noted that the creator misspelled Shattuck Avenue as “Shattack.”)\u003c/p>\n\u003cp>Karen Flynn, the owner of The Optician on Allston Way just east of Shattuck Avenue, first spotted one of the mysterious medallions in July.\u003c/p>\n\u003cfigure id=\"attachment_11771315\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771315\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-800x600.jpg\" alt=\"The medallions reveal a knowledge of Berkeley's geography, as seen in this medallion's description of Strawberry Creek.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-1044x783.jpg 1044w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-632x474.jpg 632w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_Strawberry-Creek-medallion-e1566946998413-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The medallions reveal a knowledge of Berkeley’s geography, as seen in this medallion’s description of Strawberry Creek. \u003ccite>(Frances Dinkelspiel)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I was out cleaning the windows and I looked down,” she said. “At first I thought it was something serious but then I read it and thought ‘that’s funny.’”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The medallion by her store is titled “Strawberry Creek,” and it indicates that the creator is familiar with Berkeley geography. It reads: “On this spot, the Strawberry Creek flows deeply buried below this sidewalk … no longer posing a threat to surface dwellers.” (\u003ca href=\"https://strawberrycreek.berkeley.edu/content/strawberry-creek\" rel=\"noopener\" target=\"_blank\">Strawberry Creek\u003c/a> runs freely through the UC Berkeley campus but is undergrounded when it hits downtown.)\u003c/p>\n\u003cp>Another medallion at 1900 Fourth St. — a parking lot across from the now-shuttered Spenger’s restaurant — refers to one of the most contested pieces of land in Berkeley. The property is owned by the Spenger family and Ruegg & Ellsworth, who have sought to build housing there. (\u003ca href=\"https://www.berkeleyside.com/tag/1900-fourth-st\" target=\"_blank\" rel=\"noopener\">Read more on the intricacies.\u003c/a>)\u003c/p>\n\u003cfigure id=\"attachment_11771316\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11771316\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Berk_Medallions_1900-Fourth-St.-800x769.jpg\" alt=\"A medallion left at 1900 Fourth St.\" width=\"800\" height=\"769\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_1900-Fourth-St.-800x769.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_1900-Fourth-St.-160x154.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/Berk_Medallions_1900-Fourth-St..jpg 944w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A medallion left at 1900 Fourth St. \u003ccite>(KL Baxter via @becauseberkeley)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Native Americans in the area have protested, as they say the land is sacred to them. One developer tried to get it fast-tracked, evoking California’s SB 35, but the city rebuked the effort. The matter is now in in court.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The pilot who was forced to \u003ca href=\"https://twitter.com/i/status/1164023164428439552\" target=\"_blank\" rel=\"noopener\">ditch\u003c/a> his newly purchased aircraft in the ocean off the coast of Half Moon Bay on Tuesday said he believes bad gasoline caused the plane to malfunction.\u003c/p>\n\u003cp>The Federal Aviation Administration and the National Transportation Safety Board are investigating. FAA spokesman Ian Gregor said investigators had not yet spoken to pilot David Lesh.\u003c/p>\n\u003cp>Lesh told The Associated Press he had siphoned particulate matter out of the gasoline but doesn’t think he got all of it. “This definitely was more stuff than I was used to seeing,” he said.\u003c/p>\n\u003cp>Lesh, 34, said he had taken his single-engine Beechcraft Bonanza propeller plane out Tuesday for an aerial photo shoot over Half Moon Bay, south of San Francisco, when the plane lost power.\u003c/p>\n\u003cp>“I just did everything I could to get the motor going again,” Lesh said. “Nothing was working.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>https://twitter.com/AmandaABC7/status/1164023164428439552\u003c/p>\n\u003cp>Lesh eased the plane into the water and he and his passenger, a friend, grabbed anything they could to float.\u003c/p>\n\u003cp>“We skipped along the water for a few hundred feet,” he said. “There wasn’t much of an impact.”\u003c/p>\n\u003cp>A second plane, piloted by Owen Leipelt, had been taking photos of his friend’s aircraft when it went down.\u003c/p>\n\u003cp>“David radios to me that he’s lost engine power,” Leipelt said. “When you hear that, you think ‘Woah, woah woah, what did I just hear, say that again.’ ”\u003c/p>\n\u003cp>Leipelt, 20, of San Jose, called air traffic control for a “mayday” response and circled over the duo. Meanwhile, Lesh \u003ca href=\"https://twitter.com/i/status/1164057367354281985\">filmed\u003c/a> himself and his friend on his water-resistant cellphone as their plane quickly sank.\u003c/p>\n\u003cp>“We got lucky with the conditions,” he said. “The seas were very calm, it was daytime.”\u003c/p>\n\u003cp>The Coast Guard dispatched two aircraft, a cutter and a patrol boat, and hoisted Lesh and his friend out of the chilly waters by helicopter.\u003c/p>\n\u003cp>“The second pilot’s quick response to report the downed plane and remain on scene greatly aided the Coast Guard’s prompt response and ability to save two lives,” Lt. Cmdr. Joshua Murphy, the helicopter pilot, said in a statement.\u003c/p>\n\u003cp>Lesh, founder of Denver-based outerwear company Virtika, said he bought the plane nearly three months ago for more than $200,000 and spent about $40,000 for upgrades. He said Tuesday’s flight was its first real voyage.\u003c/p>\n\u003cp>Addressing online speculation that he had staged the water landing, Lesh said anyone who believed he would spend about a quarter-million dollars on a plane only to sink it has “lost their mind.”\u003c/p>\n\u003cp>Lesh said he plans to leave Friday on a cross-country flight to deliver his other plane to a buyer on the East Coast and is not worried about the trip.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I’ll always fly,” he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The pilot who was forced to \u003ca href=\"https://twitter.com/i/status/1164023164428439552\" target=\"_blank\" rel=\"noopener\">ditch\u003c/a> his newly purchased aircraft in the ocean off the coast of Half Moon Bay on Tuesday said he believes bad gasoline caused the plane to malfunction.\u003c/p>\n\u003cp>The Federal Aviation Administration and the National Transportation Safety Board are investigating. FAA spokesman Ian Gregor said investigators had not yet spoken to pilot David Lesh.\u003c/p>\n\u003cp>Lesh told The Associated Press he had siphoned particulate matter out of the gasoline but doesn’t think he got all of it. “This definitely was more stuff than I was used to seeing,” he said.\u003c/p>\n\u003cp>Lesh, 34, said he had taken his single-engine Beechcraft Bonanza propeller plane out Tuesday for an aerial photo shoot over Half Moon Bay, south of San Francisco, when the plane lost power.\u003c/p>\n\u003cp>“I just did everything I could to get the motor going again,” Lesh said. “Nothing was working.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The Metropolitan Transportation Commission is hitting Lyft with a penalty of nearly $200,000 for failing to keep an agreed-upon number of bicycles on the streets as part of its Bay Wheels bike-share program.\u003c/p>\n\u003cp>The penalty is mostly the result of Lyft’s decision in April to take electric-assist bikes out of service following reports of braking problems. The company made a similar move last week, when it withdrew a brand-new fleet of e-bikes after battery packs on four of the cycles caught fire.\u003c/p>\n\u003cp>Removing the bikes this spring meant the company was unable to deliver on its contractual obligation to provide a minimum number of bikes for riders in the five cities served by Bay Wheels, formerly called Ford GoBike: San Francisco, San Jose, Oakland, Berkeley and Emeryville.\u003c/p>\n\u003cp>In San Francisco, for instance, Lyft is obligated under a series of \u003ca href=\"https://assets.documentcloud.org/documents/6247994/Lyft-Bay-Wheels-Key-Performance-Indicators.pdf\" rel=\"noopener\" target=\"_blank\">key performance indicators\u003c/a> to continually provide about 1,800 bikes for shared use — 90 percent of its total city fleet of 2,000 or so two-wheelers.\u003c/p>\n\u003cp>To guarantee flexibility for riders, Lyft is also required under its MTC contract to ensure that both bicycles and dock space remain available throughout the bike-share network from 6 a.m. to 10 p.m. every day\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>When the braking issue emerged in April, Lyft removed about 1,000 e-bikes from service in San Francisco, cutting its fleet in the city by nearly half. The \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Where-are-the-bikes-As-Lyft-and-SF-spar-in-14060137.php\" target=\"_blank\" rel=\"noopener\">widely remarked upon\u003c/a> result: a dramatic increase in the number of empty bike docking stations around the city.\u003c/p>\n\u003cp>The MTC says that for the three months between April 1 and June 30, bicycle availability in the Lyft/Bay Wheels network fell to 60 percent — far below the 90 percent requirement. The agency also recorded 2,632 instances, or about 30 a day on average, when Lyft violated the requirement to have bikes or docking space available in each cluster of stations throughout its service area.\u003c/p>\n\u003cp>Under its contract with the MTC, Lyft is liable for damages when it misses those targets or others, including ensuring that docking stations remain free from graffiti and responding promptly to phone and email queries.\u003c/p>\n\u003cp>The MTC says Lyft’s penalty for missing the bike availability targets totals $195,540. Violations of other key performance indicators — including $9,600 for 128 instances in which the company didn’t clean or remove litter from its docking stations as required — brought the total damages for the April-June quarter to $209,106.\u003c/p>\n\u003cp>In a statement Tuesday, Lyft acknowledged the penalty and said the violations grew out of a concern for customers who might have been endangered by its bikes’ braking problems.\u003c/p>\n\u003cp>“Putting rider safety first has reduced our bike availability, and we’ll certainly have to pay penalties for it — but we know it was the right thing to do,” the statement said.\u003c/p>\n\u003cp>The MTC’s calculations aside, it’s nearly certain that Lyft will pay just a fraction of the assessed damages. That’s because the penalty is capped at 4% of Bay Wheels membership revenue.\u003c/p>\n\u003cp>In 2018, the MTC assessed $356,732 in damages against the bike-share network, mostly for violations involving station cleaning, graffiti removal and bike availability.\u003c/p>\n\u003cp>But with the 4% revenue cap in place, the amount actually paid was $122,839, or a little less than one-third of the total penalty amount. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC distributed the fines to the five bike-share cities based on the number of violations that occurred in each. Oakland received $54,807, followed by San Francisco with $32,921; San Jose with $27,857; Berkeley, $6,339; and Emeryville, $915.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Metropolitan Transportation Commission is hitting Lyft with a penalty of nearly $200,000 for failing to keep an agreed-upon number of bicycles on the streets as part of its Bay Wheels bike-share program.\u003c/p>\n\u003cp>The penalty is mostly the result of Lyft’s decision in April to take electric-assist bikes out of service following reports of braking problems. The company made a similar move last week, when it withdrew a brand-new fleet of e-bikes after battery packs on four of the cycles caught fire.\u003c/p>\n\u003cp>Removing the bikes this spring meant the company was unable to deliver on its contractual obligation to provide a minimum number of bikes for riders in the five cities served by Bay Wheels, formerly called Ford GoBike: San Francisco, San Jose, Oakland, Berkeley and Emeryville.\u003c/p>\n\u003cp>In San Francisco, for instance, Lyft is obligated under a series of \u003ca href=\"https://assets.documentcloud.org/documents/6247994/Lyft-Bay-Wheels-Key-Performance-Indicators.pdf\" rel=\"noopener\" target=\"_blank\">key performance indicators\u003c/a> to continually provide about 1,800 bikes for shared use — 90 percent of its total city fleet of 2,000 or so two-wheelers.\u003c/p>\n\u003cp>To guarantee flexibility for riders, Lyft is also required under its MTC contract to ensure that both bicycles and dock space remain available throughout the bike-share network from 6 a.m. to 10 p.m. every day\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When the braking issue emerged in April, Lyft removed about 1,000 e-bikes from service in San Francisco, cutting its fleet in the city by nearly half. The \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Where-are-the-bikes-As-Lyft-and-SF-spar-in-14060137.php\" target=\"_blank\" rel=\"noopener\">widely remarked upon\u003c/a> result: a dramatic increase in the number of empty bike docking stations around the city.\u003c/p>\n\u003cp>The MTC says that for the three months between April 1 and June 30, bicycle availability in the Lyft/Bay Wheels network fell to 60 percent — far below the 90 percent requirement. The agency also recorded 2,632 instances, or about 30 a day on average, when Lyft violated the requirement to have bikes or docking space available in each cluster of stations throughout its service area.\u003c/p>\n\u003cp>Under its contract with the MTC, Lyft is liable for damages when it misses those targets or others, including ensuring that docking stations remain free from graffiti and responding promptly to phone and email queries.\u003c/p>\n\u003cp>The MTC says Lyft’s penalty for missing the bike availability targets totals $195,540. Violations of other key performance indicators — including $9,600 for 128 instances in which the company didn’t clean or remove litter from its docking stations as required — brought the total damages for the April-June quarter to $209,106.\u003c/p>\n\u003cp>In a statement Tuesday, Lyft acknowledged the penalty and said the violations grew out of a concern for customers who might have been endangered by its bikes’ braking problems.\u003c/p>\n\u003cp>“Putting rider safety first has reduced our bike availability, and we’ll certainly have to pay penalties for it — but we know it was the right thing to do,” the statement said.\u003c/p>\n\u003cp>The MTC’s calculations aside, it’s nearly certain that Lyft will pay just a fraction of the assessed damages. That’s because the penalty is capped at 4% of Bay Wheels membership revenue.\u003c/p>\n\u003cp>In 2018, the MTC assessed $356,732 in damages against the bike-share network, mostly for violations involving station cleaning, graffiti removal and bike availability.\u003c/p>\n\u003cp>But with the 4% revenue cap in place, the amount actually paid was $122,839, or a little less than one-third of the total penalty amount. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC distributed the fines to the five bike-share cities based on the number of violations that occurred in each. Oakland received $54,807, followed by San Francisco with $32,921; San Jose with $27,857; Berkeley, $6,339; and Emeryville, $915.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Long commutes, traffic woes and calls for more mass transit solutions. As the Bay Area gets bigger, the transportation problems \u003ca href=\"https://www.kqed.org/news/11735138/silicon-valley-leadership-group-polls-housing-traffic-taxes\" target=\"_blank\" rel=\"noopener\">seem to be getting worse\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/author/danbrekke\" target=\"_blank\" rel=\"noopener\">Dan Brekke\u003c/a>, KQED’s resident and self-proclaimed transportation nerd, participated in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas/?sort=new\" target=\"_blank\" rel=\"noopener\">Reddit AMA\u003c/a> Thursday to answer all of your burning transportation questions, from what the worst commutes are, to the future of public transit in the Bay Area.\u003c/p>\n\u003cp>Below are some highlights from the AMA, which have been edited and condensed for length and clarity.\u003c/p>\n\u003ch2>What is the worst commute you know about?\u003c/h2>\n\u003cp>Aren’t they all pretty bad? I mean, just about every bridge approach is stacked up well before dawn, and they often stay that way most of the day.\u003c/p>\n\u003cp>That said, my idea of the number one grimmest commute is the westbound trip from San Joaquin County (Stockton, Tracy, Patterson, etc.) across the Altamont Pass on I-580. It’s a long, long journey — a genuine supercommute in Census Bureau lingo — and if you listen to the morning traffic reports, it seems to slow to a crawl by 5 or 5:30 a.m. every day. The trip back east in the evening is epic, too, and many drivers figure they’re going to outsmart the crowd and take to some of the back roads — Tesla/Corral Hollow and Patterson Pass — to get back to the San Joaquin Valley. Problem is those roads are narrow and full of twists and turns, but people are driving them pretty hard anyway.\u003c/p>\n\u003cp>If you want a more objective answer to the question, the Metropolitan Transportation Commission ranks the \u003ca href=\"https://mtc.ca.gov/sites/default/files/top_10_congestion_locations-2017.pdf\" target=\"_blank\" rel=\"noopener\">top 10\u003c/a> and top 50 most congested locations in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_11765036\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765036\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg\" alt='\"Is it ever going to get better?\" Dan Brekke tackled questions about Bay Area traffic during his Reddit AMA. ' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“Is it ever going to get better?” Dan Brekke tackled your burning questions about Bay Area traffic during his Reddit AMA. \u003ccite>(Deborah Svoboda)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>What are the biggest blockers to getting out of this traffic situation?\u003c/h2>\n\u003cp>The first thing that comes to mind is the fact we have so many different transit agencies — more than two dozen — and so many different government entities to coordinate. It has never really gone well, and the agency that manages federal and state funding for our regional projects — the Metropolitan Transportation Commission — must balance the scores (or hundreds) of local interests that compete for transportation cash.\u003c/p>\n\u003cp>Funding is always an issue, too, although Bay Area voters have proved pretty willing to get on board with sales taxes, parcel taxes, higher bridge tolls and other levies to help solve the many challenges we’re facing.\u003c/p>\n\u003cp>Then there’s the time it takes to get stuff built and online: There’s a consensus that the multiple levels of environmental and other regulatory approvals that are typically needed to build a project take a lot of time and extend the time it takes to build projects and adds to their expense.\u003c/p>\n\u003cp>That’s not always the case, though — the current Caltrain electrification project is an example of a project that secured funding and began work relatively quickly.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>Is it ever going to get better?\u003c/h2>\n\u003cp>It will. But don’t ask me when, exactly.\u003c/p>\n\u003cp>I’m sure we’ve all had the experience of being stuck in freeway traffic for no perceptible reason. But the reason is riding right there in the car with us — especially if you’re a solo driver. This is an incredibly attractive place to live still, even with all the seemingly intractable problems (housing costs, housing availability, homelessness, environmental decline) we face, and the reason we’re stuck in traffic is there are simply too many people just like us who want to be here.\u003c/p>\n\u003cp>Not to sermonize too much, things will get better when we all look at what we can do to improve the situation and act on it.\u003c/p>\n\u003cfigure id=\"attachment_11765042\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765042\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS6029_bartnostrike20130804-800x536.jpg\" alt=\"KQED's resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them including questions about the future of BART and potential expansions.\" width=\"800\" height=\"536\">\u003cfigcaption class=\"wp-caption-text\">KQED’s resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them were questions about the future of BART and potential expansions. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>How optimistic does it look to get more BART coverage in our lifetime? Like more places in the East Bay or San Francisco, or through the Peninsula to San Jose?\u003c/h2>\n\u003cp>That all depends on your life expectancy.\u003c/p>\n\u003cp>I doubt we’ll see BART going all the way down the Peninsula in the next decade or so. \u003c/p>\n\u003cp>One of the main reasons you’re unlikely to see BART extended down the Peninsula to San Jose is that for the time being at least, the agency seems to be more interested in investing in its core system rather than taking on new extensions. The most recent evidence of that change in thinking is the board’s decision to scrap a plan to build an expensive new extension to Livermore. Also, there’s an issue of redundancy — Caltrain is already in the corridor and in the process of beefing up its service.\u003c/p>\n\u003cp>Over the longer term, maybe the story will be different in the East Bay. As part of the planning for a second transbay crossing — likely a second rail tube — some planners have been sketching out new BART lines that would parallel and supplement the existing service.\u003c/p>\n\u003cp>Of course, you’re not going to wake up tomorrow morning, or probably any morning for years to come, before plans like that become reality.\u003c/p>\n\u003ch2>What is the very best cheese?\u003c/h2>\n\u003cp>Point Reyes Blue. Spread onto Acme’s cranberry walnut bread.\u003c/p>\n\u003cp>\u003cem>Dan Brekke answered many, many more of your transit questions, and you can \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas\" target=\"_blank\" rel=\"noopener\">read all the answers here\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Long commutes, traffic woes and calls for more mass transit solutions. As the Bay Area gets bigger, the transportation problems \u003ca href=\"https://www.kqed.org/news/11735138/silicon-valley-leadership-group-polls-housing-traffic-taxes\" target=\"_blank\" rel=\"noopener\">seem to be getting worse\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/author/danbrekke\" target=\"_blank\" rel=\"noopener\">Dan Brekke\u003c/a>, KQED’s resident and self-proclaimed transportation nerd, participated in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas/?sort=new\" target=\"_blank\" rel=\"noopener\">Reddit AMA\u003c/a> Thursday to answer all of your burning transportation questions, from what the worst commutes are, to the future of public transit in the Bay Area.\u003c/p>\n\u003cp>Below are some highlights from the AMA, which have been edited and condensed for length and clarity.\u003c/p>\n\u003ch2>What is the worst commute you know about?\u003c/h2>\n\u003cp>Aren’t they all pretty bad? I mean, just about every bridge approach is stacked up well before dawn, and they often stay that way most of the day.\u003c/p>\n\u003cp>That said, my idea of the number one grimmest commute is the westbound trip from San Joaquin County (Stockton, Tracy, Patterson, etc.) across the Altamont Pass on I-580. It’s a long, long journey — a genuine supercommute in Census Bureau lingo — and if you listen to the morning traffic reports, it seems to slow to a crawl by 5 or 5:30 a.m. every day. The trip back east in the evening is epic, too, and many drivers figure they’re going to outsmart the crowd and take to some of the back roads — Tesla/Corral Hollow and Patterson Pass — to get back to the San Joaquin Valley. Problem is those roads are narrow and full of twists and turns, but people are driving them pretty hard anyway.\u003c/p>\n\u003cp>If you want a more objective answer to the question, the Metropolitan Transportation Commission ranks the \u003ca href=\"https://mtc.ca.gov/sites/default/files/top_10_congestion_locations-2017.pdf\" target=\"_blank\" rel=\"noopener\">top 10\u003c/a> and top 50 most congested locations in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_11765036\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765036\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg\" alt='\"Is it ever going to get better?\" Dan Brekke tackled questions about Bay Area traffic during his Reddit AMA. ' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“Is it ever going to get better?” Dan Brekke tackled your burning questions about Bay Area traffic during his Reddit AMA. \u003ccite>(Deborah Svoboda)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>What are the biggest blockers to getting out of this traffic situation?\u003c/h2>\n\u003cp>The first thing that comes to mind is the fact we have so many different transit agencies — more than two dozen — and so many different government entities to coordinate. It has never really gone well, and the agency that manages federal and state funding for our regional projects — the Metropolitan Transportation Commission — must balance the scores (or hundreds) of local interests that compete for transportation cash.\u003c/p>\n\u003cp>Funding is always an issue, too, although Bay Area voters have proved pretty willing to get on board with sales taxes, parcel taxes, higher bridge tolls and other levies to help solve the many challenges we’re facing.\u003c/p>\n\u003cp>Then there’s the time it takes to get stuff built and online: There’s a consensus that the multiple levels of environmental and other regulatory approvals that are typically needed to build a project take a lot of time and extend the time it takes to build projects and adds to their expense.\u003c/p>\n\u003cp>That’s not always the case, though — the current Caltrain electrification project is an example of a project that secured funding and began work relatively quickly.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>Is it ever going to get better?\u003c/h2>\n\u003cp>It will. But don’t ask me when, exactly.\u003c/p>\n\u003cp>I’m sure we’ve all had the experience of being stuck in freeway traffic for no perceptible reason. But the reason is riding right there in the car with us — especially if you’re a solo driver. This is an incredibly attractive place to live still, even with all the seemingly intractable problems (housing costs, housing availability, homelessness, environmental decline) we face, and the reason we’re stuck in traffic is there are simply too many people just like us who want to be here.\u003c/p>\n\u003cp>Not to sermonize too much, things will get better when we all look at what we can do to improve the situation and act on it.\u003c/p>\n\u003cfigure id=\"attachment_11765042\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765042\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS6029_bartnostrike20130804-800x536.jpg\" alt=\"KQED's resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them including questions about the future of BART and potential expansions.\" width=\"800\" height=\"536\">\u003cfigcaption class=\"wp-caption-text\">KQED’s resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them were questions about the future of BART and potential expansions. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>How optimistic does it look to get more BART coverage in our lifetime? Like more places in the East Bay or San Francisco, or through the Peninsula to San Jose?\u003c/h2>\n\u003cp>That all depends on your life expectancy.\u003c/p>\n\u003cp>I doubt we’ll see BART going all the way down the Peninsula in the next decade or so. \u003c/p>\n\u003cp>One of the main reasons you’re unlikely to see BART extended down the Peninsula to San Jose is that for the time being at least, the agency seems to be more interested in investing in its core system rather than taking on new extensions. The most recent evidence of that change in thinking is the board’s decision to scrap a plan to build an expensive new extension to Livermore. Also, there’s an issue of redundancy — Caltrain is already in the corridor and in the process of beefing up its service.\u003c/p>\n\u003cp>Over the longer term, maybe the story will be different in the East Bay. As part of the planning for a second transbay crossing — likely a second rail tube — some planners have been sketching out new BART lines that would parallel and supplement the existing service.\u003c/p>\n\u003cp>Of course, you’re not going to wake up tomorrow morning, or probably any morning for years to come, before plans like that become reality.\u003c/p>\n\u003ch2>What is the very best cheese?\u003c/h2>\n\u003cp>Point Reyes Blue. Spread onto Acme’s cranberry walnut bread.\u003c/p>\n\u003cp>\u003cem>Dan Brekke answered many, many more of your transit questions, and you can \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas\" target=\"_blank\" rel=\"noopener\">read all the answers here\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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