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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Never have so many waited so breathlessly to get an update on a hole in the ground.\u003c/p>\n\u003cp>But this isn’t just a hole in the ground. It’s Elon Musk’s hole in the ground.\u003c/p>\n\u003cp>Musk is going to make an announcement of some kind Thursday evening about \u003ca href=\"https://www.boringcompany.com/\" target=\"_blank\" rel=\"noopener\">The Boring Company\u003c/a>, the firm he launched in 2016 to develop an underground transportation system, and what it will do next in Los Angeles.\u003c/p>\n\u003cp>What the company has done so far is burrow a 2-mile-long tunnel (see the Instagram video above) under the L.A. suburb of Hawthorne. The bore, which took about 15 months to dig, is a proof of concept for a tunnel network to facilitate ultra-high-speed travel and bypass the metropolis’s infamously congested freeways.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Exactly what that transportation system would look like? That’s anyone’s guess, at this point. Musk has talked about some version of his \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Hyperloop\u003c/a> system — well, not a system yet, because no one’s developed more than a test version yet — that envisions moving people and goods at near supersonic speeds through a network of sealed, near-vacuum tubes.\u003c/p>\n\u003cp>A scaled-down and lower-speed version of the system might involve sleds \u003ca href=\"https://youtu.be/u5V_VzRrSBI\" target=\"_blank\" rel=\"noopener\">that could carry\u003c/a> Musk-built Teslas (and perhaps other makes) through the Musk-bored tunnels at speeds of more than 150 mph.\u003c/p>\n\u003cp>The tunnels could also carry high-speed transit pods like the ones The Boring Company depicts in \u003ca href=\"https://vimeo.com/259707751\" target=\"_blank\" rel=\"noopener\">a video\u003c/a> that looks like an ultrasterilized version of “Blade Runner” L.A. (Musk \u003ca href=\"https://www.wired.com/story/elon-musk-awkward-dislike-mass-transit/\" target=\"_blank\" rel=\"noopener\">isn’t a fan\u003c/a> of the current, nonsterilized version of public transit.)\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://player.vimeo.com/video/259707751\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>As is often the case with Musk’s entrepreneurial visions, however, the tunnels could lend themselves to something much grander — a blindingly fast Hyerloop trip from L.A.’s Skid Row, say, to an offshore spaceport. (What would be flying from the spaceport? Musk-designed and -manufactured \u003ca href=\"http://www.spacex.com/\" target=\"_blank\" rel=\"noopener\">SpaceX\u003c/a> rockets.)\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>In addition to the Los Angeles project, Musk and his boring concern have proposed longer-distance tunnels in Chicago and in the Baltimore-Washington area.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Musk announcement will be at 7 p.m. Thursday evening. Musk has tweeted it will be streamed live somewhere — The Boring Company site, perhaps. We’ll update if we see the details before he goes live.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Thursday is Bike to Work Day, when bicycling advocates around the Bay Area urge people to ride their bikes to work.\u003c/p>\n\u003cp>With bike “energizer stations” giving away drinks, snacks and other goodies, there was a festive atmosphere on some streets as people experienced a climate-friendly, healthful commute.\u003c/p>\n\u003cp>San Francisco Mayor Mark Farrell used Bike to Work Day to \u003ca href=\"https://twitter.com/MarkFarrellSF/status/994605548753465349\">show off a new protected bike lane\u003c/a> on Turk St.\u003c/p>\n\u003cp>Here are a few clip-n-save stickers you can put on your back as you commute by bike — including one confessional sign a certain cartoonist should wear.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11667582\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/biketowork02-800x415.jpg\" alt=\"Bike Battery by Mark Fiore\" width=\"800\" height=\"415\" 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Thursday is Bike to Work Day, when bicycling advocates around the Bay Area urge people to ride their bikes to work.\u003c/p>\n\u003cp>With bike “energizer stations” giving away drinks, snacks and other goodies, there was a festive atmosphere on some streets as people experienced a climate-friendly, healthful commute.\u003c/p>\n\u003cp>San Francisco Mayor Mark Farrell used Bike to Work Day to \u003ca href=\"https://twitter.com/MarkFarrellSF/status/994605548753465349\">show off a new protected bike lane\u003c/a> on Turk St.\u003c/p>\n\u003cp>Here are a few clip-n-save stickers you can put on your back as you commute by bike — including one confessional sign a certain cartoonist should wear.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11667582\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/biketowork02-800x415.jpg\" alt=\"Bike Battery by Mark Fiore\" width=\"800\" height=\"415\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02-800x415.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02-160x83.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02-1020x529.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02-1200x623.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02-1180x612.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02-960x498.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02-240x125.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02-375x195.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/05/biketowork02-520x270.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>[dropcap]H[/dropcap]ere are some basic facts about the new breed of electric stand-up rental scooters in San Francisco, as enunciated during a Board of Supervisors committee hearing Monday:\u003c/p>\n\u003cp>The new electric stand-up rental scooters unleashed last month are a scourge to public safety. After less than a month on the streets, the scooters are already indispensable to getting around a traffic-choked city.\u003c/p>\n\u003cp>The scooter companies should have known better than to launch without city permission. The scooter companies want to do everything they can to work with the city.\u003c/p>\n\u003cp>The scooters are a threat to seniors, the disabled and unwary pedestrians. The scooters are creating job opportunities for city residents who need them most.\u003c/p>\n\u003cp>The scooters represent what the city could and should be — a center of innovation that embraces the novel, helps pioneer solutions for climate change and gets cars off the street. The scooters represent tech industry hubris, entitlement and arrogance.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Beyond those perhaps not-so-self-evident truths — expressed by board members, company representatives and dozens of city residents who shared their thoughts — one incontrovertible fact emerged from the hearing: Regulation is coming, sooner rather than later, for the scooter companies.\u003c/p>\n\u003cp>If you haven’t been hanging on every twist and turn of San Francisco’s #ScooterWars, here’s a recap: \u003c/p>\n\u003cp>Three companies (Spin, LimeBike and Bird) distributed hundreds of their stand-up scooters in the city beginning about a month ago: They didn’t ask permission, because while the city had made it clear it was working on regulations, none were in place. But the companies have become the target of rampant complaints about users riding on the sidewalk (illegal), dumping scooters haphazardly on sidewalks (illegal) and riding without helmets (illegal). The complaints have resulted in city action, with the Public Works agency \u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\" target=\"_blank\" rel=\"noopener\">seizing dozens of scooters\u003c/a> and City Attorney Dennis Herrera sending the firms \u003ca href=\"https://assets.documentcloud.org/documents/4438890/04-16-18-Bird-Rides-Ltr.pdf\" target=\"_blank\" rel=\"noopener\">cease-and-desist letters\u003c/a> on Monday demanding they curb their “unlawful business practices.”\u003c/p>\n\u003cp>So now that we’re caught up: Rules for the three companies already operating in the city, and for other firms that might want to join the fray, are on the way. What will they look like?\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\">S.F. Scooter Battle: City Crews Seize 66 Mini-Vehicles From Sidewalks\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/40665797604_e9dff23717_o-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Monday’s hearing — held by the board’s three-member Land Use and Transportation Committee, which unanimously passed a scooter regulation ordinance from Supervisor Aaron Peskin — yielded a few clues.\u003c/p>\n\u003cp>Jamie Parks, head of the San Francisco Municipal Transportation Agency’s bicycle program, told the hearing the agency has been working on regulations and a permit program since late February.\u003c/p>\n\u003cp>Parks said that draft regulations, including a proposed permit application, will be presented to the agency’s board on May 1. The SFMTA could begin processing applications by mid-May.\u003c/p>\n\u003cp>The regulations will include “really detailed placement guidelines for where you can and cannot park,” Parks said, and will require companies to show they can meet those requirements.\u003c/p>\n\u003cp>But of crucial interest to the scooter companies and the public, it’s still an open question exactly how many companies will be permitted to operate and how many scooters they’ll get to put on the streets.\u003c/p>\n\u003cp>“All the numbers are being worked out,” Parks said. “Probably more than one permit would be issued with a cap on the total number of permits and the total number of scooters.”\u003c/p>\n\u003cp>He added that the regulations will require detailed usage data from permitted companies so the SFMTA can do “a thorough evaluation” of how the scooters are used and whether they are actually replacing car trips in the city.\u003c/p>\n\u003cp>Supervisor Jane Kim, a committee member, asked whether it would be possible to create formal docking areas for the scooters.\u003c/p>\n\u003cp>“I just think they’re so easy to tip over,” Kim said. “That is the part that really gets to me — that they’re just strewn all over the streets. And already in the first week I saw a number of them tipped over.”\u003c/p>\n\u003cp>Parks was noncommittal about what the SFMTA might do about the tipping problem and suggested the answer would come from the scooter firms themselves.\u003c/p>\n\u003cp>“We would put the onus on the companies to come to us with a solution,” Parks said. “… We’re not the experts on that. They need to come up with a way that their operations don’t impact public safety.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Peskin’s scooter ordinance is expected to win quick approval from the full Board of Supervisors. Taking effect in late May, it would make it illegal for any company to distribute scooters without a city permit.\u003c/p>\n\n",
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"excerpt": "It's unclear amid competing claims about the scooters exactly how many companies will be awarded permits to operate in the city. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">H\u003c/span>\u003c/p>\u003cp>ere are some basic facts about the new breed of electric stand-up rental scooters in San Francisco, as enunciated during a Board of Supervisors committee hearing Monday:\u003c/p>\n\u003cp>The new electric stand-up rental scooters unleashed last month are a scourge to public safety. After less than a month on the streets, the scooters are already indispensable to getting around a traffic-choked city.\u003c/p>\n\u003cp>The scooter companies should have known better than to launch without city permission. The scooter companies want to do everything they can to work with the city.\u003c/p>\n\u003cp>The scooters are a threat to seniors, the disabled and unwary pedestrians. The scooters are creating job opportunities for city residents who need them most.\u003c/p>\n\u003cp>The scooters represent what the city could and should be — a center of innovation that embraces the novel, helps pioneer solutions for climate change and gets cars off the street. The scooters represent tech industry hubris, entitlement and arrogance.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Beyond those perhaps not-so-self-evident truths — expressed by board members, company representatives and dozens of city residents who shared their thoughts — one incontrovertible fact emerged from the hearing: Regulation is coming, sooner rather than later, for the scooter companies.\u003c/p>\n\u003cp>If you haven’t been hanging on every twist and turn of San Francisco’s #ScooterWars, here’s a recap: \u003c/p>\n\u003cp>Three companies (Spin, LimeBike and Bird) distributed hundreds of their stand-up scooters in the city beginning about a month ago: They didn’t ask permission, because while the city had made it clear it was working on regulations, none were in place. But the companies have become the target of rampant complaints about users riding on the sidewalk (illegal), dumping scooters haphazardly on sidewalks (illegal) and riding without helmets (illegal). The complaints have resulted in city action, with the Public Works agency \u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\" target=\"_blank\" rel=\"noopener\">seizing dozens of scooters\u003c/a> and City Attorney Dennis Herrera sending the firms \u003ca href=\"https://assets.documentcloud.org/documents/4438890/04-16-18-Bird-Rides-Ltr.pdf\" target=\"_blank\" rel=\"noopener\">cease-and-desist letters\u003c/a> on Monday demanding they curb their “unlawful business practices.”\u003c/p>\n\u003cp>So now that we’re caught up: Rules for the three companies already operating in the city, and for other firms that might want to join the fray, are on the way. What will they look like?\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\">S.F. Scooter Battle: City Crews Seize 66 Mini-Vehicles From Sidewalks\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/40665797604_e9dff23717_o-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Monday’s hearing — held by the board’s three-member Land Use and Transportation Committee, which unanimously passed a scooter regulation ordinance from Supervisor Aaron Peskin — yielded a few clues.\u003c/p>\n\u003cp>Jamie Parks, head of the San Francisco Municipal Transportation Agency’s bicycle program, told the hearing the agency has been working on regulations and a permit program since late February.\u003c/p>\n\u003cp>Parks said that draft regulations, including a proposed permit application, will be presented to the agency’s board on May 1. The SFMTA could begin processing applications by mid-May.\u003c/p>\n\u003cp>The regulations will include “really detailed placement guidelines for where you can and cannot park,” Parks said, and will require companies to show they can meet those requirements.\u003c/p>\n\u003cp>But of crucial interest to the scooter companies and the public, it’s still an open question exactly how many companies will be permitted to operate and how many scooters they’ll get to put on the streets.\u003c/p>\n\u003cp>“All the numbers are being worked out,” Parks said. “Probably more than one permit would be issued with a cap on the total number of permits and the total number of scooters.”\u003c/p>\n\u003cp>He added that the regulations will require detailed usage data from permitted companies so the SFMTA can do “a thorough evaluation” of how the scooters are used and whether they are actually replacing car trips in the city.\u003c/p>\n\u003cp>Supervisor Jane Kim, a committee member, asked whether it would be possible to create formal docking areas for the scooters.\u003c/p>\n\u003cp>“I just think they’re so easy to tip over,” Kim said. “That is the part that really gets to me — that they’re just strewn all over the streets. And already in the first week I saw a number of them tipped over.”\u003c/p>\n\u003cp>Parks was noncommittal about what the SFMTA might do about the tipping problem and suggested the answer would come from the scooter firms themselves.\u003c/p>\n\u003cp>“We would put the onus on the companies to come to us with a solution,” Parks said. “… We’re not the experts on that. They need to come up with a way that their operations don’t impact public safety.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Peskin’s scooter ordinance is expected to win quick approval from the full Board of Supervisors. Taking effect in late May, it would make it illegal for any company to distribute scooters without a city permit.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Feds Will Audit $3.5 Billion in Grants to California Bullet Train",
"title": "Feds Will Audit $3.5 Billion in Grants to California Bullet Train",
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"content": "\u003cp>California's high-speed rail project is facing an audit from the U.S. Department of Transportation as costs continue to climb.\u003c/p>\n\u003cp>The inspector general's audit, announced Thursday, will examine the Federal Railroad Administration's oversight of nearly $3.5 billion in federal grant money awarded to the project.\u003c/p>\n\u003cp>It comes as the plan to bring travelers between Los Angeles and San Francisco in less than three hours faces growing scrutiny.\u003c/p>\n\u003cp>A business plan released in March shows the state does not have the roughly $30 billion needed to complete the first phase of the project between the Central Valley and San Francisco. The entire project, meanwhile, is expected to cost $77 billion. State auditors are also conducting a review.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/forum/2010101863552/audit-on-high-speed-rail-requested-as-costs-soar\">Audit on High Speed Rail Requested as Costs Soar\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/forum/2010101863552/audit-on-high-speed-rail-requested-as-costs-soar\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/43/2016/04/highspeedrail1920-1180x663.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>The authority's new chief executive, Brian Kelly, has pledged more transparency about the project's troubles.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"We will cooperate fully in this and any other audit of our funding or program,\" Kelly said in a statement. \"We look forward to working closely with our federal partners to deliver the nation's first truly high-speed system.\"\u003c/p>\n\u003cp>Republican U.S. Rep. Jeff Denham, a project critic, requested the audit in December, saying taxpayers deserve a \"full and honest review\" of its finances.\u003c/p>\n\u003cp>The inspector general's office did not provide a timeline for when the federal audit will be completed.\u003c/p>\n\u003cp>The federal money awarded to California comes with specific conditions that Kelly has promised to meet. They include completing a 119-mile segment of track now under construction in the Central Valley and finishing environmental reviews for the full line by 2022.\u003c/p>\n\u003cp>The audit will specifically evaluate how the Federal Railroad Administration determines whether California has complied with federal guidelines.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Auditors will release the results publicly along with recommendations to Congress and the U.S. Department of Transportation.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California's high-speed rail project is facing an audit from the U.S. Department of Transportation as costs continue to climb.\u003c/p>\n\u003cp>The inspector general's audit, announced Thursday, will examine the Federal Railroad Administration's oversight of nearly $3.5 billion in federal grant money awarded to the project.\u003c/p>\n\u003cp>It comes as the plan to bring travelers between Los Angeles and San Francisco in less than three hours faces growing scrutiny.\u003c/p>\n\u003cp>A business plan released in March shows the state does not have the roughly $30 billion needed to complete the first phase of the project between the Central Valley and San Francisco. The entire project, meanwhile, is expected to cost $77 billion. State auditors are also conducting a review.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/forum/2010101863552/audit-on-high-speed-rail-requested-as-costs-soar\">Audit on High Speed Rail Requested as Costs Soar\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/forum/2010101863552/audit-on-high-speed-rail-requested-as-costs-soar\">\u003cimg src=\"https://ww2.kqed.org/wp-content/uploads/sites/43/2016/04/highspeedrail1920-1180x663.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>The authority's new chief executive, Brian Kelly, has pledged more transparency about the project's troubles.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We will cooperate fully in this and any other audit of our funding or program,\" Kelly said in a statement. \"We look forward to working closely with our federal partners to deliver the nation's first truly high-speed system.\"\u003c/p>\n\u003cp>Republican U.S. Rep. Jeff Denham, a project critic, requested the audit in December, saying taxpayers deserve a \"full and honest review\" of its finances.\u003c/p>\n\u003cp>The inspector general's office did not provide a timeline for when the federal audit will be completed.\u003c/p>\n\u003cp>The federal money awarded to California comes with specific conditions that Kelly has promised to meet. They include completing a 119-mile segment of track now under construction in the Central Valley and finishing environmental reviews for the full line by 2022.\u003c/p>\n\u003cp>The audit will specifically evaluate how the Federal Railroad Administration determines whether California has complied with federal guidelines.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Auditors will release the results publicly along with recommendations to Congress and the U.S. Department of Transportation.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "S.F. Scooter Battle: City Crews Seize 66 Mini-Vehicles From Sidewalks",
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"content": "\u003cp>\u003cem>Updated 4:40 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>San Francisco Public Works crews, responding to complaints about electric stand-up scooters blocking some city sidewalks, impounded 66 of the mini-vehicles Friday morning.\u003c/p>\n\u003cp>Public Works spokeswoman Rachel Gordon said that the department was responding to “numerous complaints” in launching the enforcement action.\u003c/p>\n\u003cp>Rental scooters from all three companies that distributed hundreds of the motorized machines in the city in late March were seized, Gordon said. The scooters — 29 from Bird, 23 from Spin and 14 from LimeBike — were removed from sidewalks in the city’s Financial District, South of Market neighborhood and the Mission.\u003c/p>\n\u003cp>“If they were in the middle of the sidewalk or somewhere where people would be walking, potentially — in the path of travel — our inspectors went and observed that, documented it through photographs and then picked them up and brought them to storage,” Gordon said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The scooter companies face a minimum fine of $125 for violating a section of the city’s Public Works Code that bars obstructing the public right of way. The penalties can be appealed through an administrative hearing.\u003c/p>\n\u003cp>A representative for Southern California-based Bird said company officials “look forward to engaging with city officials in a fair process to review the reasons for impounding any of our vehicles that have been confiscated.”\u003c/p>\n\u003cp>The Bird spokesman, Kenneth Baer, added in an email: “Bird respects the DPW’s role in enforcing all parking rules, including the thousands of car parking tickets issued each day. We will continue to build upon Bird’s user education efforts so that our growing user base becomes accustomed to considering their fellow San Franciscans and park safely out of the right of way.”\u003c/p>\n\u003cp>LimeBike spokesman Joe Arellano said in an emailed statement that the company views the city as a partner and seeks to work “to craft solutions that meaningfully address safety and right of way issues, so no scooters will need to be impounded in the future.”\u003c/p>\n\u003cp>Spin said it would have preferred to have handled any parking problems itself. \u003c/p>\n\u003cp>“Had we been notified by Public Works, we would have quickly dispatched our operations team, which is something Spin actively does when notified by our government partners across our 50 markets,” Brian Kyuhoon No, the company’s director of public policy, said in an emailed statement. “We take responsibility for our scooters in San Francisco, and users and members of the public are encouraged to reach out to us directly to address any issue or answer any questions.” \u003c/p>\n\u003cp>No said the company wants to gain “more clarity from Public Works on what constitutes obstruction to help minimize these occurrences.”\u003c/p>\n\u003cp>The three companies distributed their scooters in the second half of March, acting after Board of Supervisors member Aaron Peskin introduced legislation directing the San Francisco Municipal Transportation Agency to develop regulations and a permit process for companies operating the devices.\u003c/p>\n\u003cp>The three firms have launched with an identical price structure. Riders use smartphone apps pay $1 to unlock a scooter and 15 cents a minute for their rides. The scooters are equipped with GPS to allow the companies to track them, and they’re dockless, meaning they can be left anywhere. \u003c/p>\n\u003cp>In response to a request for information from the SFMTA on March 28, Spin said it planned to launch its service with 200 scooters in the South of Market area this month and would add more “as our operations capabilities grow.” Bird said it began with 100 machines and planned to add more when usage statistics showed scooters “are being used on average at least three times per vehicle per day.” LimeBike does not appear to have shared information on its fleet size.\u003c/p>\n\u003cp>The Board of Supervisors’ Land Use and Transportation Committee is scheduled to consider Peskin’s regulation measure on Monday. SFMTA spokesman Paul Rose said Thursday that the agency is already working on a scooter permit process and expects to have it in place by May 1.\u003c/p>\n\u003cp>Critics of the scooter companies, with Peskin and city pedestrian advocates at the forefront, have raised concerns not only about sidewalk obstruction but also that most users appear to ignore a prohibition against riding on the sidewalk and don’t wear helmets as required by state law.\u003c/p>\n\u003cp>The companies have responded that they’re trying their best to educate users about legal requirements and scooter etiquette through their apps and other outreach efforts. All three firms have said their scooters have met with an enthusiastic public response and offer a way for the city to reduce traffic congestion and achieve long-term goals for reducing emissions of greenhouse gases.\u003c/p>\n\u003cp>San Francisco Mayor Mark Farrell told KQED Thursday that while he agrees with encouraging different modes of transportation, “We can’t have scooters, bicycles just willy-nilly throughout the city. What we really need is partners in the private sector willing to work with the city. We’ll design a permit system, and we’ll design it so residents have access to these types of transportation modes, but also so that it doesn’t litter the city and we have control over it.”\u003c/p>\n\u003cp>On Thursday, Bird spokesman Baer suggested in an interview that if the city was experiencing problems with misplaced scooters and other infractions, it ought to begin citing violators.\u003c/p>\n\u003cp>On Friday, the city did just that. And Gordon, of DPW, said the enforcement effort will be ongoing.\u003c/p>\n\u003cp>“Today, we went out and hauled a lot of them away,” she said. “Now we’re going to go complaint by complaint to do the confiscation of the scooters. So if someone calls 311 or calls our department and says, ‘There’s a scooter lying on the sidewalk at Mariposa near Bryant Street,’ we will send an inspector to see if it is indeed causing a potential hazard, and then we will take it away.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Updates\u003c/strong>\u003cbr>\n\u003cem>\u003cstrong>4:30 p.m.\u003c/strong> Post updated to include statement from LimeBike.\u003cbr>\n\u003cstrong>4:40 p.m.\u003c/strong> Post updated to include statement from Spin.\u003c/em>\u003c/p>\n\n",
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"title": "S.F. Scooter Battle: City Crews Seize 66 Mini-Vehicles From Sidewalks | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 4:40 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>San Francisco Public Works crews, responding to complaints about electric stand-up scooters blocking some city sidewalks, impounded 66 of the mini-vehicles Friday morning.\u003c/p>\n\u003cp>Public Works spokeswoman Rachel Gordon said that the department was responding to “numerous complaints” in launching the enforcement action.\u003c/p>\n\u003cp>Rental scooters from all three companies that distributed hundreds of the motorized machines in the city in late March were seized, Gordon said. The scooters — 29 from Bird, 23 from Spin and 14 from LimeBike — were removed from sidewalks in the city’s Financial District, South of Market neighborhood and the Mission.\u003c/p>\n\u003cp>“If they were in the middle of the sidewalk or somewhere where people would be walking, potentially — in the path of travel — our inspectors went and observed that, documented it through photographs and then picked them up and brought them to storage,” Gordon said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The scooter companies face a minimum fine of $125 for violating a section of the city’s Public Works Code that bars obstructing the public right of way. The penalties can be appealed through an administrative hearing.\u003c/p>\n\u003cp>A representative for Southern California-based Bird said company officials “look forward to engaging with city officials in a fair process to review the reasons for impounding any of our vehicles that have been confiscated.”\u003c/p>\n\u003cp>The Bird spokesman, Kenneth Baer, added in an email: “Bird respects the DPW’s role in enforcing all parking rules, including the thousands of car parking tickets issued each day. We will continue to build upon Bird’s user education efforts so that our growing user base becomes accustomed to considering their fellow San Franciscans and park safely out of the right of way.”\u003c/p>\n\u003cp>LimeBike spokesman Joe Arellano said in an emailed statement that the company views the city as a partner and seeks to work “to craft solutions that meaningfully address safety and right of way issues, so no scooters will need to be impounded in the future.”\u003c/p>\n\u003cp>Spin said it would have preferred to have handled any parking problems itself. \u003c/p>\n\u003cp>“Had we been notified by Public Works, we would have quickly dispatched our operations team, which is something Spin actively does when notified by our government partners across our 50 markets,” Brian Kyuhoon No, the company’s director of public policy, said in an emailed statement. “We take responsibility for our scooters in San Francisco, and users and members of the public are encouraged to reach out to us directly to address any issue or answer any questions.” \u003c/p>\n\u003cp>No said the company wants to gain “more clarity from Public Works on what constitutes obstruction to help minimize these occurrences.”\u003c/p>\n\u003cp>The three companies distributed their scooters in the second half of March, acting after Board of Supervisors member Aaron Peskin introduced legislation directing the San Francisco Municipal Transportation Agency to develop regulations and a permit process for companies operating the devices.\u003c/p>\n\u003cp>The three firms have launched with an identical price structure. Riders use smartphone apps pay $1 to unlock a scooter and 15 cents a minute for their rides. The scooters are equipped with GPS to allow the companies to track them, and they’re dockless, meaning they can be left anywhere. \u003c/p>\n\u003cp>In response to a request for information from the SFMTA on March 28, Spin said it planned to launch its service with 200 scooters in the South of Market area this month and would add more “as our operations capabilities grow.” Bird said it began with 100 machines and planned to add more when usage statistics showed scooters “are being used on average at least three times per vehicle per day.” LimeBike does not appear to have shared information on its fleet size.\u003c/p>\n\u003cp>The Board of Supervisors’ Land Use and Transportation Committee is scheduled to consider Peskin’s regulation measure on Monday. SFMTA spokesman Paul Rose said Thursday that the agency is already working on a scooter permit process and expects to have it in place by May 1.\u003c/p>\n\u003cp>Critics of the scooter companies, with Peskin and city pedestrian advocates at the forefront, have raised concerns not only about sidewalk obstruction but also that most users appear to ignore a prohibition against riding on the sidewalk and don’t wear helmets as required by state law.\u003c/p>\n\u003cp>The companies have responded that they’re trying their best to educate users about legal requirements and scooter etiquette through their apps and other outreach efforts. All three firms have said their scooters have met with an enthusiastic public response and offer a way for the city to reduce traffic congestion and achieve long-term goals for reducing emissions of greenhouse gases.\u003c/p>\n\u003cp>San Francisco Mayor Mark Farrell told KQED Thursday that while he agrees with encouraging different modes of transportation, “We can’t have scooters, bicycles just willy-nilly throughout the city. What we really need is partners in the private sector willing to work with the city. We’ll design a permit system, and we’ll design it so residents have access to these types of transportation modes, but also so that it doesn’t litter the city and we have control over it.”\u003c/p>\n\u003cp>On Thursday, Bird spokesman Baer suggested in an interview that if the city was experiencing problems with misplaced scooters and other infractions, it ought to begin citing violators.\u003c/p>\n\u003cp>On Friday, the city did just that. And Gordon, of DPW, said the enforcement effort will be ongoing.\u003c/p>\n\u003cp>“Today, we went out and hauled a lot of them away,” she said. “Now we’re going to go complaint by complaint to do the confiscation of the scooters. So if someone calls 311 or calls our department and says, ‘There’s a scooter lying on the sidewalk at Mariposa near Bryant Street,’ we will send an inspector to see if it is indeed causing a potential hazard, and then we will take it away.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Updates\u003c/strong>\u003cbr>\n\u003cem>\u003cstrong>4:30 p.m.\u003c/strong> Post updated to include statement from LimeBike.\u003cbr>\n\u003cstrong>4:40 p.m.\u003c/strong> Post updated to include statement from Spin.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Uber to Up Its Background Checks for Drivers",
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"content": "\u003cp>Uber will start doing annual criminal background checks on U.S. drivers and hire a company that continually monitors criminal arrests as it tries to do a better job of keeping riders safe.\u003c/p>\n\u003cp>The move announced Thursday is one of several actions taken by the ride-hailing company under new CEO Dara Khosrowshahi, who said that the changes aren’t just being done to polish the company’s image, which has been tarnished by driver misbehavior and a long string of other embarrassing failings.\u003c/p>\n\u003cp>“The first thing that we want to do is really change Uber’s substance, and the image may follow,” he said in an interview with The Associated Press. “The announcements that we’re making are just a step along the way of making Uber fundamentally safer for drivers and riders.”\u003c/p>\n\u003cp>Other safety features include buttons in the Uber app that allow riders to call 911 in an emergency, as well as app refinements that make it easier for riders to share their whereabouts with friends or loved ones.\u003c/p>\n\u003cp>Since it began operating in 2009, Uber has been dogged by reports of drivers accosting passengers, including lawsuits alleging sexual assaults. Last year, the company was fined $8.9 million by Colorado for allowing people with serious criminal or motor vehicle offenses to work as drivers. The state’s Public Utilities Commission said it found nearly 60 people were allowed to drive in the state despite having previous felony convictions or major traffic violations, including drunken driving.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Khosrowshahi, formerly CEO of the Expedia travel booking site, replaced hard-charging co-founder Travis Kalanick in August and faced problems almost from the start. Most recently, he has had to grapple with his company’s autonomous vehicle program after one of its SUVs struck and killed a pedestrian last month in Tempe, Arizona.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11651103\">The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11651103\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/02/Mark-1-e1519088151805-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Khosrowshahi said the company’s exponentially fast growth prevented steps like the annual background checks from being done sooner. “I can’t change the past, but I can change the things that we do going forward,” he said.\u003c/p>\n\u003cp>Uber does 15 million trips per day worldwide, and its drivers “reflect the good and the bad and the random events of the world,” Khosrowshahi said.\u003c/p>\n\u003cp>It was bad policy for Uber to do just one background check for drivers and never follow up, said Thomas Mauriello, a senior lecturer of forensic science at the University of Maryland and former Defense Department agent who was involved in background checks. But he sees the changes as positive, potentially catching bad behavior after a driver is hired on.\u003c/p>\n\u003cp>“Any check is better than no check,” he said. “Nobody should think that any check they do is going to be 100 percent foolproof and get all information.”\u003c/p>\n\u003cp>Some governments now require background checks after drivers are hired, but the company’s policy makes it uniform nationwide, Uber said.\u003c/p>\n\u003cp>Uber will conduct its annual background checks through a company called Checkr starting in the next few weeks. It still does not intend to do FBI fingerprint background checks, saying its check of court records and other databases is robust, fair and “stacks up well against the alternatives.”\u003c/p>\n\u003cp>A company, which Uber would not identify, has been hired to continually check arrest data, and that also will begin in a few weeks, Uber said.\u003c/p>\n\u003cp>Most governments do not require annual background checks on taxi drivers, but they continually monitor arrest records and check them against drivers’ names, said John Boit, spokesman for the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>Mauriello says that may be true because the FBI database includes only felonies. Many sex crimes and traffic violations that could disqualify driver candidates are misdemeanors and not in the database, he said.\u003c/p>\n\u003cp>The app changes, which will take several weeks to become active, will roll out first in the U.S. and then move to other countries. Riders will see a shield that they can touch, sending the app to another screen with safety tips, instructions on how to easily share ride information with others, and a button to call 911. When the 911 button is pressed, riders will immediately get their location to relay to dispatchers, helping riders traveling in unfamiliar areas.\u003c/p>\n\u003cp>Uber has been testing its new features with Denver’s 911 system, which automatically sends the rider’s location, as well as driver and car information, to the dispatch center. Uber says location information from smartphones is better than what’s used by 911 centers, which rely on triangulation off multiple cellular telephone towers.\u003c/p>\n\u003cp>Evelyn Bailey, executive director of the National Association of State 911 Administrators, said there’s no proof yet that smartphones provide closer location information than wireless carriers, but it’s under study by the Federal Communications Commission. She said Uber’s two-step calling through the app may not be intuitive for people, and she would prefer they call 911 with the keypad.\u003c/p>\n\u003cp>She also said Uber’s system has great potential, although she would like to see test results before passing judgment. “If in fact it does deliver what it promises, then that could be very beneficial to the calling public,” she said. “But if it doesn’t, then I think that’s a problem.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber says people can always call 911 from the keypad.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber will start doing annual criminal background checks on U.S. drivers and hire a company that continually monitors criminal arrests as it tries to do a better job of keeping riders safe.\u003c/p>\n\u003cp>The move announced Thursday is one of several actions taken by the ride-hailing company under new CEO Dara Khosrowshahi, who said that the changes aren’t just being done to polish the company’s image, which has been tarnished by driver misbehavior and a long string of other embarrassing failings.\u003c/p>\n\u003cp>“The first thing that we want to do is really change Uber’s substance, and the image may follow,” he said in an interview with The Associated Press. “The announcements that we’re making are just a step along the way of making Uber fundamentally safer for drivers and riders.”\u003c/p>\n\u003cp>Other safety features include buttons in the Uber app that allow riders to call 911 in an emergency, as well as app refinements that make it easier for riders to share their whereabouts with friends or loved ones.\u003c/p>\n\u003cp>Since it began operating in 2009, Uber has been dogged by reports of drivers accosting passengers, including lawsuits alleging sexual assaults. Last year, the company was fined $8.9 million by Colorado for allowing people with serious criminal or motor vehicle offenses to work as drivers. The state’s Public Utilities Commission said it found nearly 60 people were allowed to drive in the state despite having previous felony convictions or major traffic violations, including drunken driving.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Khosrowshahi, formerly CEO of the Expedia travel booking site, replaced hard-charging co-founder Travis Kalanick in August and faced problems almost from the start. Most recently, he has had to grapple with his company’s autonomous vehicle program after one of its SUVs struck and killed a pedestrian last month in Tempe, Arizona.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11651103\">The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11651103\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/02/Mark-1-e1519088151805-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Khosrowshahi said the company’s exponentially fast growth prevented steps like the annual background checks from being done sooner. “I can’t change the past, but I can change the things that we do going forward,” he said.\u003c/p>\n\u003cp>Uber does 15 million trips per day worldwide, and its drivers “reflect the good and the bad and the random events of the world,” Khosrowshahi said.\u003c/p>\n\u003cp>It was bad policy for Uber to do just one background check for drivers and never follow up, said Thomas Mauriello, a senior lecturer of forensic science at the University of Maryland and former Defense Department agent who was involved in background checks. But he sees the changes as positive, potentially catching bad behavior after a driver is hired on.\u003c/p>\n\u003cp>“Any check is better than no check,” he said. “Nobody should think that any check they do is going to be 100 percent foolproof and get all information.”\u003c/p>\n\u003cp>Some governments now require background checks after drivers are hired, but the company’s policy makes it uniform nationwide, Uber said.\u003c/p>\n\u003cp>Uber will conduct its annual background checks through a company called Checkr starting in the next few weeks. It still does not intend to do FBI fingerprint background checks, saying its check of court records and other databases is robust, fair and “stacks up well against the alternatives.”\u003c/p>\n\u003cp>A company, which Uber would not identify, has been hired to continually check arrest data, and that also will begin in a few weeks, Uber said.\u003c/p>\n\u003cp>Most governments do not require annual background checks on taxi drivers, but they continually monitor arrest records and check them against drivers’ names, said John Boit, spokesman for the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>Mauriello says that may be true because the FBI database includes only felonies. Many sex crimes and traffic violations that could disqualify driver candidates are misdemeanors and not in the database, he said.\u003c/p>\n\u003cp>The app changes, which will take several weeks to become active, will roll out first in the U.S. and then move to other countries. Riders will see a shield that they can touch, sending the app to another screen with safety tips, instructions on how to easily share ride information with others, and a button to call 911. When the 911 button is pressed, riders will immediately get their location to relay to dispatchers, helping riders traveling in unfamiliar areas.\u003c/p>\n\u003cp>Uber has been testing its new features with Denver’s 911 system, which automatically sends the rider’s location, as well as driver and car information, to the dispatch center. Uber says location information from smartphones is better than what’s used by 911 centers, which rely on triangulation off multiple cellular telephone towers.\u003c/p>\n\u003cp>Evelyn Bailey, executive director of the National Association of State 911 Administrators, said there’s no proof yet that smartphones provide closer location information than wireless carriers, but it’s under study by the Federal Communications Commission. She said Uber’s two-step calling through the app may not be intuitive for people, and she would prefer they call 911 with the keypad.\u003c/p>\n\u003cp>She also said Uber’s system has great potential, although she would like to see test results before passing judgment. “If in fact it does deliver what it promises, then that could be very beneficial to the calling public,” she said. “But if it doesn’t, then I think that’s a problem.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber says people can always call 911 from the keypad.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco officials are weighing steps — including possible legal action — to try to rein in the sudden proliferation of rental electric stand-up scooters on the city’s streets and sidewalks.\u003c/p>\n\u003cp>The scooters began appearing on city streets last month, distributed by a Southern California firm called Bird and two Bay Area dockless bike startups — LimeBike and Spin.\u003c/p>\n\u003cp>City officials voiced disapproval because the companies put the scooters on the street without permits. Numerous reports of people riding the mini-vehicles on sidewalks — and dumping them haphazardly when they’re done riding — has heightened that official displeasure.\u003c/p>\n\u003cp>The result: Board of Supervisors’ legislation that would empower the San Francisco Municipal Transportation Agency to develop and enforce regulations for the scooters. The proposal, by Supervisor Aaron Peskin, is scheduled to be heard next week in the board’s Land Use and Transportation Committee.\u003c/p>\n\u003cp>On another front, City Attorney Dennis Herrera said in a statement Monday his office has received “multiple” complaints about the scooters and is exploring what legal remedies might be used to ensure they don’t interfere with pedestrian safety.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The city’s sidewalks “are not dumping grounds for commercial scooters,” Herrera said. “Kids, parents with strollers, seniors or people in wheelchairs shouldn’t be tripping over scooters or forced into traffic to get around them. San Franciscans’ safety and public resources are not commodities for these companies to monetize. San Francisco has had enough of the mantra ‘move fast and break things.’ We are examining all of our legal options to protect the more than one million people who use San Francisco’s sidewalks every day.”\u003c/p>\n\u003cp>Early last year, Herrera’s office was successful in forcing Bluegogo, a now-defunct China-based dockless bike company, to remove its cycles from the streets. The Bluegogo episode prompted an ordinance by Peskin to require dockless bike companies to obtain SFMTA permits.\u003c/p>\n\u003cp>“Of course, we didn’t anticipate stationless scooters” when the dockless bike ordinance was written, Peskin said in an interview Monday. “I actually introduced legislation before Bird and Lime dumped hundreds of these devices on our sidewalks to give the San Francisco Municipal Transportation Agency the ability to permit these and set reasonable permit conditions. … I suspect these companies knew full well that this legislation was forthcoming and decided that they would rather ask forgiveness than permission.”\u003c/p>\n\u003cp>SFMTA spokesman Paul Rose said in an email Monday that the agency is working with Peskin to develop regulations for “motorized scooter sharing in the public right-of-way.”\u003c/p>\n\u003cp>He noted that while the electric stand-up scooters are not explicitly covered under the city’s transportation code, other legal requirements do apply.\u003c/p>\n\u003cp>“It is illegal to place a scooter (or any other object) in a manner that obstructs the sidewalk or other pedestrian paths of travel,” Rose said. “Also, state law prohibits riding motorized scooters on any sidewalk and requires that scooter riders wear helmets.”\u003c/p>\n\u003cp>He also said the city wants “any potential operators of new transportation services to work closely with us prior to launching a new program. While we welcome improved mobility options, we want to carefully consider the potential benefits and impacts of any new private transportation service to ensure that it serves the public interest.”\u003c/p>\n\u003cp>Bird and LimeBike did not respond immediately to requests for comment. However, San Francisco-based Spin maintained that it has been cooperative with the SFMTA and has taken steps to educate customers about the do’s and don’ts of scooter etiquette.\u003c/p>\n\u003cp>“This is the first time we’re hearing about this statement from the city attorney’s office,” Spin spokeswoman Rachel Starr said in an email Monday. “We have a policy that scooters must be ridden only on roads and bike lanes, and that they must be parked on wide sidewalks in the furniture zone — closer to the curb — so as not to impede pedestrian traffic and ensure public safety.”\u003c/p>\n\u003cp>Starr noted that Spin’s scooter app includes pop-ups informing users that riding on sidewalks is prohibited.\u003c/p>\n\u003cp>“Additionally, our in-house customer support team dispatches our crews whenever we receive a report of an improperly parked scooter that may be obstructing the right of way,” she said. “We’re committed to getting San Franciscans out of cars and using environmentally-friendly transportation options to help mitigate congestion and pollution in our city, but we understand the importance of addressing valuable concerns from the community around safety and appropriate usage of scooters. ”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the three firms, Bird gained early notoriety last fall when it distributed hundreds of its scooters in Santa Monica without informing the city. The city filed criminal charges, alleging that the company had failed to obtain business licenses and vendor permits. The company \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-bird-scooters-20180215-story.html\" target=\"_blank\" rel=\"noopener\">pleaded no contest\u003c/a> in February and agreed to pay $300,000 and get the required licenses to settle the case.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco officials are weighing steps — including possible legal action — to try to rein in the sudden proliferation of rental electric stand-up scooters on the city’s streets and sidewalks.\u003c/p>\n\u003cp>The scooters began appearing on city streets last month, distributed by a Southern California firm called Bird and two Bay Area dockless bike startups — LimeBike and Spin.\u003c/p>\n\u003cp>City officials voiced disapproval because the companies put the scooters on the street without permits. Numerous reports of people riding the mini-vehicles on sidewalks — and dumping them haphazardly when they’re done riding — has heightened that official displeasure.\u003c/p>\n\u003cp>The result: Board of Supervisors’ legislation that would empower the San Francisco Municipal Transportation Agency to develop and enforce regulations for the scooters. The proposal, by Supervisor Aaron Peskin, is scheduled to be heard next week in the board’s Land Use and Transportation Committee.\u003c/p>\n\u003cp>On another front, City Attorney Dennis Herrera said in a statement Monday his office has received “multiple” complaints about the scooters and is exploring what legal remedies might be used to ensure they don’t interfere with pedestrian safety.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The city’s sidewalks “are not dumping grounds for commercial scooters,” Herrera said. “Kids, parents with strollers, seniors or people in wheelchairs shouldn’t be tripping over scooters or forced into traffic to get around them. San Franciscans’ safety and public resources are not commodities for these companies to monetize. San Francisco has had enough of the mantra ‘move fast and break things.’ We are examining all of our legal options to protect the more than one million people who use San Francisco’s sidewalks every day.”\u003c/p>\n\u003cp>Early last year, Herrera’s office was successful in forcing Bluegogo, a now-defunct China-based dockless bike company, to remove its cycles from the streets. The Bluegogo episode prompted an ordinance by Peskin to require dockless bike companies to obtain SFMTA permits.\u003c/p>\n\u003cp>“Of course, we didn’t anticipate stationless scooters” when the dockless bike ordinance was written, Peskin said in an interview Monday. “I actually introduced legislation before Bird and Lime dumped hundreds of these devices on our sidewalks to give the San Francisco Municipal Transportation Agency the ability to permit these and set reasonable permit conditions. … I suspect these companies knew full well that this legislation was forthcoming and decided that they would rather ask forgiveness than permission.”\u003c/p>\n\u003cp>SFMTA spokesman Paul Rose said in an email Monday that the agency is working with Peskin to develop regulations for “motorized scooter sharing in the public right-of-way.”\u003c/p>\n\u003cp>He noted that while the electric stand-up scooters are not explicitly covered under the city’s transportation code, other legal requirements do apply.\u003c/p>\n\u003cp>“It is illegal to place a scooter (or any other object) in a manner that obstructs the sidewalk or other pedestrian paths of travel,” Rose said. “Also, state law prohibits riding motorized scooters on any sidewalk and requires that scooter riders wear helmets.”\u003c/p>\n\u003cp>He also said the city wants “any potential operators of new transportation services to work closely with us prior to launching a new program. While we welcome improved mobility options, we want to carefully consider the potential benefits and impacts of any new private transportation service to ensure that it serves the public interest.”\u003c/p>\n\u003cp>Bird and LimeBike did not respond immediately to requests for comment. However, San Francisco-based Spin maintained that it has been cooperative with the SFMTA and has taken steps to educate customers about the do’s and don’ts of scooter etiquette.\u003c/p>\n\u003cp>“This is the first time we’re hearing about this statement from the city attorney’s office,” Spin spokeswoman Rachel Starr said in an email Monday. “We have a policy that scooters must be ridden only on roads and bike lanes, and that they must be parked on wide sidewalks in the furniture zone — closer to the curb — so as not to impede pedestrian traffic and ensure public safety.”\u003c/p>\n\u003cp>Starr noted that Spin’s scooter app includes pop-ups informing users that riding on sidewalks is prohibited.\u003c/p>\n\u003cp>“Additionally, our in-house customer support team dispatches our crews whenever we receive a report of an improperly parked scooter that may be obstructing the right of way,” she said. “We’re committed to getting San Franciscans out of cars and using environmentally-friendly transportation options to help mitigate congestion and pollution in our city, but we understand the importance of addressing valuable concerns from the community around safety and appropriate usage of scooters. ”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the three firms, Bird gained early notoriety last fall when it distributed hundreds of its scooters in Santa Monica without informing the city. The city filed criminal charges, alleging that the company had failed to obtain business licenses and vendor permits. The company \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-bird-scooters-20180215-story.html\" target=\"_blank\" rel=\"noopener\">pleaded no contest\u003c/a> in February and agreed to pay $300,000 and get the required licenses to settle the case.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "credit-union-is-suing-san-francisco-over-taxi-medallion-meltdown",
"title": "Credit Union Is Suing San Francisco Over Taxi Medallion Meltdown",
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"headTitle": "Credit Union Is Suing San Francisco Over Taxi Medallion Meltdown | KQED",
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"content": "\u003cp>In 2010, San Francisco started selling taxi medallions to cab drivers. The city made millions of dollars. Today, the market for these taxi permits is in a shambles — the drivers who bought them are stuck with toxic assets, and the credit union that the city asked to finance loans for the medallions is suing for its losses.\u003c/p>\n\u003cp>A medallion is a permit to operate a taxi, and for years it was a surefire investment. Medallions were free and were awarded to taxi drivers based on seniority. Drivers would often wait over a decade to get one. And once they had a medallion, they could rent it out to make passive income when they weren’t driving. This was the de facto retirement plan for a cab driver, but it all started to change eight years ago.\u003c/p>\n\u003cp>In 2010, San Francisco was struggling to balance its budget. To make extra revenue, then-Mayor Gavin Newsom took a page from New York City’s playbook. \u003ca href=\"http://sanfrancisco.cbslocal.com/2017/12/18/san-francisco-taxi-medallions-center-financial-meltdown/\">He “monetized” the city’s medallions\u003c/a>. Newsom had the city start selling them for a fixed price of $250,000 apiece. \u003ca href=\"http://sfbgarchive.48hills.org/sfbgarchive/2009/01/16/newsoms-flip-flop-taxis/\">All this went back on a promise Newsom had made to keep the existing taxi medallion system in place.\u003c/a>\u003c/p>\n\u003cp>And $250,000 is a steep price for a cab driver. The city needed a lender to offer loans to drivers who wanted to purchase a medallion. But drivers are often immigrants with no credit history. Major banks weren’t interested in such high-risk lending. So, the city turned to its credit unions.\u003c/p>\n\u003cp>Jonathan Oliver is CEO of the San Francisco Federal Credit Union, one of three credit unions in the city. These credit unions fill a vital niche for the area.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“A lot of the programs we do in the city are things traditional banks won’t do,” Oliver said.\u003c/p>\n\u003cp>The San Francisco Federal Credit Union does things like finance small businesses and affordable housing projects. It also provides banking for minors. The credit union partnered with the city to offer medallion loans to drivers at a much-reduced interest rate: just 5 percent.\u003c/p>\n\u003cp>Oliver said the credit union should have been charging somewhere around 18 percent for these loans. But this was a program sanctioned by the city and intended to help local drivers. Oliver said city officials committed to San Francisco doing anything it could to ensure the medallion market, and by extension the taxi industry, remained viable. Oliver said that is the reason the credit union issued such low-rate loans.\u003c/p>\n\u003cp>At first the medallion market hummed along. The city sold approximately 700, and it made millions. But then San Francisco allowed Lyft and Uber to come operate in the city without medallions.\u003c/p>\n\u003cp>Medallions limit how many cabs can be on the road at one time. Because they weren’t made to abide by the permitting regulations, Lyft and Uber were able to flood the city’s streets with cars. They used their venture capital money to undercut taxi rates and \u003ca href=\"https://www.kqed.org/news/11651798\" target=\"_blank\" rel=\"noopener noreferrer\">eviscerate the industry\u003c/a>.\u003c/p>\n\u003cp>Taxi earnings plunged. Drivers started struggling just to make their loan payments. Around 100 taxi drivers have now defaulted, and the medallion market is totally frozen. Not a single one has sold in almost two years.\u003c/p>\n\u003cp>Oliver said the city has done virtually nothing to keep its promise.\u003c/p>\n\u003cp>“They’ve kinda put their head in the sand and said, ‘OK, well this situation is maybe going to fix itself or is just going to disappear,’ ” Oliver said.\u003c/p>\n\u003cp>So, the credit union is suing.\u003c/p>\n\u003cp>Oliver estimates the credit union’s losses from medallion loan defaults to be $28 million. City officials have told KQED that state law constrained how it could regulate Lyft and Uber. Both the credit union and drivers said the city could have done much more to prevent the taxi industry from being unfairly undercut, and the medallion market from being rapidly destroyed.\u003c/p>\n\u003cp>The drivers who bought medallions are now shackled with these toxic assets — worthless pieces of tin, as many drivers now refer to them. No one is buying the medallions. Even after all the changes in the industry, they are still fixed at $250,000, and drivers are on the hook for the loans.\u003c/p>\n\u003cp>Many of the drivers were counting on these medallions for their retirement. Now they’re driving to make the minimum payments on the loans. Some have taken on additional jobs just to keep from defaulting.\u003c/p>\n\u003cp>It is unclear what will happen for the drivers and their debt as this lawsuit unfolds. Oliver said he hopes that taking legal action will spur a conversation with the city on how to untangle this mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco City Attorney’s Office won’t comment directly on the details of the lawsuit, but says it’s currently reviewing it.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In 2010, San Francisco started selling taxi medallions to cab drivers. The city made millions of dollars. Today, the market for these taxi permits is in a shambles — the drivers who bought them are stuck with toxic assets, and the credit union that the city asked to finance loans for the medallions is suing for its losses.\u003c/p>\n\u003cp>A medallion is a permit to operate a taxi, and for years it was a surefire investment. Medallions were free and were awarded to taxi drivers based on seniority. Drivers would often wait over a decade to get one. And once they had a medallion, they could rent it out to make passive income when they weren’t driving. This was the de facto retirement plan for a cab driver, but it all started to change eight years ago.\u003c/p>\n\u003cp>In 2010, San Francisco was struggling to balance its budget. To make extra revenue, then-Mayor Gavin Newsom took a page from New York City’s playbook. \u003ca href=\"http://sanfrancisco.cbslocal.com/2017/12/18/san-francisco-taxi-medallions-center-financial-meltdown/\">He “monetized” the city’s medallions\u003c/a>. Newsom had the city start selling them for a fixed price of $250,000 apiece. \u003ca href=\"http://sfbgarchive.48hills.org/sfbgarchive/2009/01/16/newsoms-flip-flop-taxis/\">All this went back on a promise Newsom had made to keep the existing taxi medallion system in place.\u003c/a>\u003c/p>\n\u003cp>And $250,000 is a steep price for a cab driver. The city needed a lender to offer loans to drivers who wanted to purchase a medallion. But drivers are often immigrants with no credit history. Major banks weren’t interested in such high-risk lending. So, the city turned to its credit unions.\u003c/p>\n\u003cp>Jonathan Oliver is CEO of the San Francisco Federal Credit Union, one of three credit unions in the city. These credit unions fill a vital niche for the area.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“A lot of the programs we do in the city are things traditional banks won’t do,” Oliver said.\u003c/p>\n\u003cp>The San Francisco Federal Credit Union does things like finance small businesses and affordable housing projects. It also provides banking for minors. The credit union partnered with the city to offer medallion loans to drivers at a much-reduced interest rate: just 5 percent.\u003c/p>\n\u003cp>Oliver said the credit union should have been charging somewhere around 18 percent for these loans. But this was a program sanctioned by the city and intended to help local drivers. Oliver said city officials committed to San Francisco doing anything it could to ensure the medallion market, and by extension the taxi industry, remained viable. Oliver said that is the reason the credit union issued such low-rate loans.\u003c/p>\n\u003cp>At first the medallion market hummed along. The city sold approximately 700, and it made millions. But then San Francisco allowed Lyft and Uber to come operate in the city without medallions.\u003c/p>\n\u003cp>Medallions limit how many cabs can be on the road at one time. Because they weren’t made to abide by the permitting regulations, Lyft and Uber were able to flood the city’s streets with cars. They used their venture capital money to undercut taxi rates and \u003ca href=\"https://www.kqed.org/news/11651798\" target=\"_blank\" rel=\"noopener noreferrer\">eviscerate the industry\u003c/a>.\u003c/p>\n\u003cp>Taxi earnings plunged. Drivers started struggling just to make their loan payments. Around 100 taxi drivers have now defaulted, and the medallion market is totally frozen. Not a single one has sold in almost two years.\u003c/p>\n\u003cp>Oliver said the city has done virtually nothing to keep its promise.\u003c/p>\n\u003cp>“They’ve kinda put their head in the sand and said, ‘OK, well this situation is maybe going to fix itself or is just going to disappear,’ ” Oliver said.\u003c/p>\n\u003cp>So, the credit union is suing.\u003c/p>\n\u003cp>Oliver estimates the credit union’s losses from medallion loan defaults to be $28 million. City officials have told KQED that state law constrained how it could regulate Lyft and Uber. Both the credit union and drivers said the city could have done much more to prevent the taxi industry from being unfairly undercut, and the medallion market from being rapidly destroyed.\u003c/p>\n\u003cp>The drivers who bought medallions are now shackled with these toxic assets — worthless pieces of tin, as many drivers now refer to them. No one is buying the medallions. Even after all the changes in the industry, they are still fixed at $250,000, and drivers are on the hook for the loans.\u003c/p>\n\u003cp>Many of the drivers were counting on these medallions for their retirement. Now they’re driving to make the minimum payments on the loans. Some have taken on additional jobs just to keep from defaulting.\u003c/p>\n\u003cp>It is unclear what will happen for the drivers and their debt as this lawsuit unfolds. Oliver said he hopes that taking legal action will spur a conversation with the city on how to untangle this mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco City Attorney’s Office won’t comment directly on the details of the lawsuit, but says it’s currently reviewing it.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Proud Harley-Davidson owner Dan Bustindy, 65, has been riding this brand of motorcycle for over 20 years in the Bay Area. Bustindy says he just loves the way Harleys make you feel when you ride them.\u003c/p>\n\u003cp>“You get to feel all of your senses, not just your sight and your hearing,” says Bustindy.\u003c/p>\n\u003cp>And if you’ve ever been around a Harley-Davidson, you know that one of its most distinctive qualities is the way it sounds. It’s that unmistakable syncopated engine rumble that some lovingly call the “potato-potato-potato” sound. (Say it out loud, and you’ll understand.)\u003c/p>\n\u003cp>But that distinctive rumble could soon be a thing of the past for Harley-Davidson as the company looks to go electric.\u003c/p>\n\u003cp>In March, Harley-Davidson invested in Alta Motors, a small electric motorcycle company tucked away in Brisbane. Why? Harley wants Alta’s expertise to help them enter the electric motorcycle market and, more importantly, to attract new and younger riders.\u003c/p>\n\u003cfigure id=\"attachment_11659261\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11659261 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-800x800.jpg\" alt=\"\" width=\"800\" height=\"800\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-800x800.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-160x160.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-1020x1020.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-960x960.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-240x240.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-375x375.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-520x520.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-32x32.jpg 32w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-50x50.jpg 50w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-64x64.jpg 64w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-96x96.jpg 96w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-128x128.jpg 128w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-150x150.jpg 150w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut.jpg 1080w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alta Motors’ Redshift SM looks similar to a traditional motorcycle. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is a really typical move in the Bay Area,” says CityBike editor Surj Gish. “You acquire talent by buying a company or investing in a company.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Gish says Harley-Davidson, along with other major motorcycle manufacturers, is behind the curve when it comes to electric vehicle technology, so this is a smart move.\u003c/p>\n\u003cp>But Gish says there’s just one problem that Harley has in particular.\u003c/p>\n\u003cp>“They’ve developed the hell out of their brand,” says Gish.\u003c/p>\n\u003cp>That’s usually a good thing, but Gish says their brand appeals to an older crowd. So some people might think of older gentlemen in leather chaps, or “Sons of Anarchy,” the television show about the outlaw Harley motorcycle gang. But like most of the motorcycle industry, Harley riders are aging out.\u003c/p>\n\u003cp>“Harley has an opportunity that they have to take, which is they have to attract the attention of other purchasers, without losing the old-timers that just want big touring bikes and what-not,” says Gish.\u003c/p>\n\u003cp>That means rebranding and moving away from what some might see as unwieldy and loud motorcycles to quiet and easy-to-ride motorcycles.\u003c/p>\n\u003cp>“Really anybody can throw a leg over one and safely operate it,” says Alta Motors co-founder Marc Fenigstein of the company’s dirt bike, called the Redshift.\u003c/p>\n\u003cfigure id=\"attachment_11659262\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11659262\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alta co-founder Marc Fenigstein says the company strives to make their motorcycles better than gas-powered motorcycles. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fenigstein says electric motorcycles are generally easy to master because they have no gears. It’s just twist and go.\u003c/p>\n\u003cp>And Alta’s bikes are high-powered. In 2016, one of its electric motorcycles beat out its gas-powered counterparts in a supercross race. It was a first in the electric motorcycle world.\u003c/p>\n\u003cp>But the question still lingers: What do Harley’s tried-and-true base think about electric hogs?\u003c/p>\n\u003cp>“It would be great for commuters. It would be great for people who have never ridden a motorcycle before,” says Bustindy. “But I don’t think I would ever own one because I like to tour.”\u003c/p>\n\u003cp>Motorcycle touring, or going on long rides, is not something electric motorcycles can do because they run out of charge quicker than traditional engines run out of gas. At least for now. Currently, Alta’s motorcycles can go up to 50 miles on one charge, and the battery takes about 90 minutes to fully recharge.\u003c/p>\n\u003cfigure id=\"attachment_11659264\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11659264\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">This reporter used about a quarter of the electric motorcycle’s battery life after a 20-minute test ride. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our approach has been to give our customers enough charge to meet their daily needs so that the charge time is less important, and they can charge overnight or while they’re at the office,” says Alta’s Fenigstein.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But this charge issue is not stopping Harley-Davidson. The company has announced it plans to launch a fleet of green electric motorcycles, separately from Alta, next year.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Proud Harley-Davidson owner Dan Bustindy, 65, has been riding this brand of motorcycle for over 20 years in the Bay Area. Bustindy says he just loves the way Harleys make you feel when you ride them.\u003c/p>\n\u003cp>“You get to feel all of your senses, not just your sight and your hearing,” says Bustindy.\u003c/p>\n\u003cp>And if you’ve ever been around a Harley-Davidson, you know that one of its most distinctive qualities is the way it sounds. It’s that unmistakable syncopated engine rumble that some lovingly call the “potato-potato-potato” sound. (Say it out loud, and you’ll understand.)\u003c/p>\n\u003cp>But that distinctive rumble could soon be a thing of the past for Harley-Davidson as the company looks to go electric.\u003c/p>\n\u003cp>In March, Harley-Davidson invested in Alta Motors, a small electric motorcycle company tucked away in Brisbane. Why? Harley wants Alta’s expertise to help them enter the electric motorcycle market and, more importantly, to attract new and younger riders.\u003c/p>\n\u003cfigure id=\"attachment_11659261\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11659261 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-800x800.jpg\" alt=\"\" width=\"800\" height=\"800\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-800x800.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-160x160.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-1020x1020.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-960x960.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-240x240.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-375x375.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-520x520.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-32x32.jpg 32w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-50x50.jpg 50w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-64x64.jpg 64w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-96x96.jpg 96w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-128x128.jpg 128w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut-150x150.jpg 150w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30193_Image-uploaded-from-iOS-3-qut.jpg 1080w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alta Motors’ Redshift SM looks similar to a traditional motorcycle. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is a really typical move in the Bay Area,” says CityBike editor Surj Gish. “You acquire talent by buying a company or investing in a company.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Gish says Harley-Davidson, along with other major motorcycle manufacturers, is behind the curve when it comes to electric vehicle technology, so this is a smart move.\u003c/p>\n\u003cp>But Gish says there’s just one problem that Harley has in particular.\u003c/p>\n\u003cp>“They’ve developed the hell out of their brand,” says Gish.\u003c/p>\n\u003cp>That’s usually a good thing, but Gish says their brand appeals to an older crowd. So some people might think of older gentlemen in leather chaps, or “Sons of Anarchy,” the television show about the outlaw Harley motorcycle gang. But like most of the motorcycle industry, Harley riders are aging out.\u003c/p>\n\u003cp>“Harley has an opportunity that they have to take, which is they have to attract the attention of other purchasers, without losing the old-timers that just want big touring bikes and what-not,” says Gish.\u003c/p>\n\u003cp>That means rebranding and moving away from what some might see as unwieldy and loud motorcycles to quiet and easy-to-ride motorcycles.\u003c/p>\n\u003cp>“Really anybody can throw a leg over one and safely operate it,” says Alta Motors co-founder Marc Fenigstein of the company’s dirt bike, called the Redshift.\u003c/p>\n\u003cfigure id=\"attachment_11659262\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11659262\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30190_Image-uploaded-from-iOS-1-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Alta co-founder Marc Fenigstein says the company strives to make their motorcycles better than gas-powered motorcycles. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fenigstein says electric motorcycles are generally easy to master because they have no gears. It’s just twist and go.\u003c/p>\n\u003cp>And Alta’s bikes are high-powered. In 2016, one of its electric motorcycles beat out its gas-powered counterparts in a supercross race. It was a first in the electric motorcycle world.\u003c/p>\n\u003cp>But the question still lingers: What do Harley’s tried-and-true base think about electric hogs?\u003c/p>\n\u003cp>“It would be great for commuters. It would be great for people who have never ridden a motorcycle before,” says Bustindy. “But I don’t think I would ever own one because I like to tour.”\u003c/p>\n\u003cp>Motorcycle touring, or going on long rides, is not something electric motorcycles can do because they run out of charge quicker than traditional engines run out of gas. At least for now. Currently, Alta’s motorcycles can go up to 50 miles on one charge, and the battery takes about 90 minutes to fully recharge.\u003c/p>\n\u003cfigure id=\"attachment_11659264\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11659264\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/RS30192_Image-uploaded-from-iOS-qut-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">This reporter used about a quarter of the electric motorcycle’s battery life after a 20-minute test ride. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our approach has been to give our customers enough charge to meet their daily needs so that the charge time is less important, and they can charge overnight or while they’re at the office,” says Alta’s Fenigstein.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But this charge issue is not stopping Harley-Davidson. The company has announced it plans to launch a fleet of green electric motorcycles, separately from Alta, next year.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Child Care Concerns Surfaced Before Family Was Killed in Cliff Fall",
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"content": "\u003cp>The bodies of two women and three of their adopted children were found after the family’s SUV plunged over a cliff at a pullout on the Pacific Coast Highway near Westport, California, in Mendocino County.\u003c/p>\n\u003cp>Authorities believe six children were in the vehicle with their parents, though three siblings haven’t been found.\u003c/p>\n\u003cp>Jennifer and Sarah Hart and their six children traveled to festivals and events, offering free hugs and promoting unity, friends said. They raised animals and grew vegetables and last year moved onto a piece of land in rural southwest Washington, a dream of theirs.\u003c/p>\n\u003cp>The Hart Tribe, as they were known, also took spontaneous road trips to hike or camp, and friends believe they may have been on one of those adventures when their vehicle went off a cliff on Monday.\u003c/p>\n\u003cp>“We know that an entire family vanished and perished during this tragedy,” said Mendocino County Sheriff Tom Allman on Wednesday as he appealed for help retracing where the family had been before the vehicle was found Monday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Friends described married couple Jennifer and Sarah Hart as loving, inspiring parents who promoted social justice and exposed their “remarkable children” to art, music and nature. One of the children, Devonte Hart, drew national attention after he was photographed hugging a police officer during a 2014 Ferguson protest in Oregon.\u003c/p>\n\u003cp>But neighbors said they saw signs that caused them to worry about how the home-schooled children were being cared for.\u003c/p>\n\u003cp>Next-door neighbors Bruce and Dana DeKalb said they called child services Friday because they were concerned about Devonte, now 15, who they said had been coming over to their house in the past week asking for food.\u003c/p>\n\u003cp>Dana DeKalb said Devonte told her that his parents “weren’t feeding them” and were “punishing them by withholding food.” He came over almost every day for a week, and asked her to leave food in a box by the fence for him, she said.\u003c/p>\n\u003cp>The California Highway Patrol has not determined why the vehicle went off an ocean overlook on a rugged part of coastline. A specialized team of accident investigators was trying to figure that out, Allman said.\u003c/p>\n\u003cp>“We have no evidence and no reason to believe that this was an intentional act,” he said, adding that the scene was confusing because “there were no skid marks, there were no brake marks” at the roadside turnout where the vehicle went over.\u003c/p>\n\u003cp>The 100-foot (31-meter) drop killed both women, both 39, and their children: Markis Hart, 19; Jeremiah Hart, 14; and Abigail Hart, 14. Hannah Hart, 16, Sierra Hart, 12, and Devonte have not been found.\u003c/p>\n\u003cp>“This is a tragic accident of a magnitude that cannot be measured,” said Zippy Lomax, a photographer who knew the Harts.\u003c/p>\n\u003cp>“They were really radiant, warm, adventurous, inspiring people. They were always on some grand adventure, and the kids were living this life that was kind of like this dream,” Lomax told The Associated Press. “The family was this very self-supporting unit that was impossible to miss. When they showed up to an event, they made an impression. They shattered a lot of norms and they did not shy away from controversy or adversity.”\u003c/p>\n\u003cp>The Harts, who went to events such as rallies for presidential candidate Bernie Sanders, often showed up in matching T-shirts.\u003c/p>\n\u003cp>Devonte was photographed during a 2014 protest in Portland, Oregon, over a grand jury’s decision not to indict a police officer in the shooting of a black man in Ferguson, Missouri. The boy, holding a “Free Hugs” sign, stood crying. A Portland officer saw his sign and asked if he could have a hug, and an emotional Devonte embraced him in a picture that was widely shared.\u003c/p>\n\u003cp>The Harts moved to Woodland, Washington, a small city outside Portland, in the spring of last year, partly overwhelmed by the media coverage. The multiracial family also received death threats, said Max Ribner, who has known the family since 2012.\u003c/p>\n\u003cp>The family had a recent visit from state child protective services, Clark County sheriff’s Sgt. Brent Waddell told AP.\u003c/p>\n\u003cp>Washington state child protective services opened an investigation Friday and tried to make contact with the family three times since then, but weren’t able to reach them, said Norah West, a spokeswoman with the state Department of Social and Health Services. The agency had no prior history with the family, she said.\u003c/p>\n\u003cp>The DeKalbs also recounted that three months after the family moved into the home on 2 acres with a fenced pasture in May 2017, one of the girls rang their doorbell at 1:30 a.m.\u003c/p>\n\u003cp>She “was at our door in a blanket saying we needed to protect her,” Bruce DeKalb said. “She said that they were abusing her.”\u003c/p>\n\u003cp>In 2011, Sarah Hart pleaded guilty to a domestic assault charge in Minnesota. Her plea led to the dismissal of a charge of malicious punishment of a child, online court records say.\u003c/p>\n\u003cp>Ribner said allegations from neighbors don’t square with what he knows about the Harts.\u003c/p>\n\u003cp>“They are beautiful examples of opening arms to strangers, helping youth, supporting racial equality,” Ribner, who lives in Portland, told the AP. “They brought so much joy to the world. They represented a legacy of love.”\u003c/p>\n\u003cp>Bill Groener, 67, was a next-door neighbor of the Harts when they lived in West Linn, Oregon, and said the kids stayed indoors most of the time. He said the family didn’t eat sugar, raised their own vegetables, had animals and went on camping trips.\u003c/p>\n\u003cp>“There was enough positive there to kind of counteract the feeling that something maybe wasn’t quite right,” Groener said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Le reported from Seattle. AP reporters Paul Elias in San Francisco, Steven Dubois in Portland, Oregon, and Alina Hartounian in Phoenix also contributed.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Neighbors said they saw signs that caused them to worry about how the home-schooled children were being cared for before the family left for California.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The bodies of two women and three of their adopted children were found after the family’s SUV plunged over a cliff at a pullout on the Pacific Coast Highway near Westport, California, in Mendocino County.\u003c/p>\n\u003cp>Authorities believe six children were in the vehicle with their parents, though three siblings haven’t been found.\u003c/p>\n\u003cp>Jennifer and Sarah Hart and their six children traveled to festivals and events, offering free hugs and promoting unity, friends said. They raised animals and grew vegetables and last year moved onto a piece of land in rural southwest Washington, a dream of theirs.\u003c/p>\n\u003cp>The Hart Tribe, as they were known, also took spontaneous road trips to hike or camp, and friends believe they may have been on one of those adventures when their vehicle went off a cliff on Monday.\u003c/p>\n\u003cp>“We know that an entire family vanished and perished during this tragedy,” said Mendocino County Sheriff Tom Allman on Wednesday as he appealed for help retracing where the family had been before the vehicle was found Monday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Friends described married couple Jennifer and Sarah Hart as loving, inspiring parents who promoted social justice and exposed their “remarkable children” to art, music and nature. One of the children, Devonte Hart, drew national attention after he was photographed hugging a police officer during a 2014 Ferguson protest in Oregon.\u003c/p>\n\u003cp>But neighbors said they saw signs that caused them to worry about how the home-schooled children were being cared for.\u003c/p>\n\u003cp>Next-door neighbors Bruce and Dana DeKalb said they called child services Friday because they were concerned about Devonte, now 15, who they said had been coming over to their house in the past week asking for food.\u003c/p>\n\u003cp>Dana DeKalb said Devonte told her that his parents “weren’t feeding them” and were “punishing them by withholding food.” He came over almost every day for a week, and asked her to leave food in a box by the fence for him, she said.\u003c/p>\n\u003cp>The California Highway Patrol has not determined why the vehicle went off an ocean overlook on a rugged part of coastline. A specialized team of accident investigators was trying to figure that out, Allman said.\u003c/p>\n\u003cp>“We have no evidence and no reason to believe that this was an intentional act,” he said, adding that the scene was confusing because “there were no skid marks, there were no brake marks” at the roadside turnout where the vehicle went over.\u003c/p>\n\u003cp>The 100-foot (31-meter) drop killed both women, both 39, and their children: Markis Hart, 19; Jeremiah Hart, 14; and Abigail Hart, 14. Hannah Hart, 16, Sierra Hart, 12, and Devonte have not been found.\u003c/p>\n\u003cp>“This is a tragic accident of a magnitude that cannot be measured,” said Zippy Lomax, a photographer who knew the Harts.\u003c/p>\n\u003cp>“They were really radiant, warm, adventurous, inspiring people. They were always on some grand adventure, and the kids were living this life that was kind of like this dream,” Lomax told The Associated Press. “The family was this very self-supporting unit that was impossible to miss. When they showed up to an event, they made an impression. They shattered a lot of norms and they did not shy away from controversy or adversity.”\u003c/p>\n\u003cp>The Harts, who went to events such as rallies for presidential candidate Bernie Sanders, often showed up in matching T-shirts.\u003c/p>\n\u003cp>Devonte was photographed during a 2014 protest in Portland, Oregon, over a grand jury’s decision not to indict a police officer in the shooting of a black man in Ferguson, Missouri. The boy, holding a “Free Hugs” sign, stood crying. A Portland officer saw his sign and asked if he could have a hug, and an emotional Devonte embraced him in a picture that was widely shared.\u003c/p>\n\u003cp>The Harts moved to Woodland, Washington, a small city outside Portland, in the spring of last year, partly overwhelmed by the media coverage. The multiracial family also received death threats, said Max Ribner, who has known the family since 2012.\u003c/p>\n\u003cp>The family had a recent visit from state child protective services, Clark County sheriff’s Sgt. Brent Waddell told AP.\u003c/p>\n\u003cp>Washington state child protective services opened an investigation Friday and tried to make contact with the family three times since then, but weren’t able to reach them, said Norah West, a spokeswoman with the state Department of Social and Health Services. The agency had no prior history with the family, she said.\u003c/p>\n\u003cp>The DeKalbs also recounted that three months after the family moved into the home on 2 acres with a fenced pasture in May 2017, one of the girls rang their doorbell at 1:30 a.m.\u003c/p>\n\u003cp>She “was at our door in a blanket saying we needed to protect her,” Bruce DeKalb said. “She said that they were abusing her.”\u003c/p>\n\u003cp>In 2011, Sarah Hart pleaded guilty to a domestic assault charge in Minnesota. Her plea led to the dismissal of a charge of malicious punishment of a child, online court records say.\u003c/p>\n\u003cp>Ribner said allegations from neighbors don’t square with what he knows about the Harts.\u003c/p>\n\u003cp>“They are beautiful examples of opening arms to strangers, helping youth, supporting racial equality,” Ribner, who lives in Portland, told the AP. “They brought so much joy to the world. They represented a legacy of love.”\u003c/p>\n\u003cp>Bill Groener, 67, was a next-door neighbor of the Harts when they lived in West Linn, Oregon, and said the kids stayed indoors most of the time. He said the family didn’t eat sugar, raised their own vegetables, had animals and went on camping trips.\u003c/p>\n\u003cp>“There was enough positive there to kind of counteract the feeling that something maybe wasn’t quite right,” Groener said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Le reported from Seattle. AP reporters Paul Elias in San Francisco, Steven Dubois in Portland, Oregon, and Alina Hartounian in Phoenix also contributed.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard",
"title": "Safety Agency Orders Probe of Tesla Crash; Company Points to Freeway Hazard",
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"headTitle": "Safety Agency Orders Probe of Tesla Crash; Company Points to Freeway Hazard | KQED",
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"content": "\u003cp>\u003cem>\u003ca href=\"#update\">Updated 12:45 p.m. Thursday\u003c/a>\u003c/em>\u003c/p>\n\u003cp>No one knows yet exactly why a Tesla Model X crashed last Friday on U.S. 101 in Mountain View, killing its 38-year-old driver.\u003c/p>\n\u003cp>But both the carmaker and federal and state investigators are looking at a range of factors surrounding the crash and its aftermath, including whether the electric vehicle’s Autopilot system was engaged, the apparent absence of a safety barrier that may have made the crash impact more severe and the fact local firefighters needed to call Tesla for help in controlling the battery fire that followed the crash.\u003c/p>\n\u003cp>The crash occurred just before 9:30 a.m. Friday, when the Model X struck a concrete highway divider along southbound U.S. 101. The CHP reported the crash occurred “at freeway speeds,” and witnesses said the Model X burst into flames immediately.\u003c/p>\n\u003cp>Authorities identified the driver as Wei Huang, 38, of Mountain View, though he was known to family, friends and associates as Walter Huang. He died at Stanford University Medical Center several hours after the crash. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Huang was a longtime software engineer at Electronic Arts before taking an engineering job at Apple last November. Huang was lived in Foster City and was married with two children. \u003c/p>\n\u003cp>The CHP confirmed Thursday that Huang’s family has told investigators he had reported problems with his Model X’s Autopilot system at the same spot where he crashed Friday. \u003c/p>\n\u003cp>\u003cstrong>Report: Vehicle ‘Would Swivel Toward Barrier’\u003c/strong>\u003c/p>\n\u003cp>ABC7 on Wednesday night \u003ca href=\"http://abc7news.com/automotive/i-team-exclusive-victim-who-died-in-tesla-crash-had-complained-about-auto-pilot/3275600/\" rel=\"noopener noreferrer\" target=\"_blank\">quoted\u003c/a> Huang’s brother as saying Walter Huang had told family members of multiple occasions when the Model X “would swivel toward that same exact barrier during auto-pilot.” \u003c/p>\n\u003cp>Will Huang told ABC7 that his brother brought the car into a dealership to have the problem checked out, but technicians could not duplicate the issue.\u003c/p>\n\u003cp>In response to the report, Tesla said it had no records of a service visit specifically related to the car’s Autopilot system.\u003c/p>\n\u003cp>The company said in \u003ca href=\"https://www.tesla.com/blog/what-we-know-about-last-weeks-accident\" target=\"_blank\" rel=\"noopener noreferrer\">a statement\u003c/a> late Tuesday that because of severe damage to the SUV, it has been unable so far to recover data from the car’s onboard computer. The data could show whether the car’s semi-autonomous Autopilot system was engaged at the time of the crash, whether the vehicle’s brakes were applied before the collision and other information.\u003c/p>\n\u003cp>Tesla’s statement highlighted the role of a missing safety barrier — called a crash attenuator — at the crash site.\u003c/p>\n\u003cp>The crash occurred at a point where the left lane of southbound 101 exits onto a flyover ramp that carries traffic to southbound Highway 85. As traffic moves toward the ramp, it’s separated from the flow of southbound 101 by a concrete divider.\u003c/p>\n\u003cp>Google Streetview images show that since 2011, Caltrans has replaced a simple guardrail at the site and installed a crash attenuator — in this case, a steel framework designed to collapse upon impact to dissipate the energy of a crash — to reduce the danger to motorists who may hit the concrete wall.\u003c/p>\n\u003cfigure id=\"attachment_11658421\" class=\"wp-caption alignright\" style=\"max-width: 458px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash1.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658421\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash1.png\" alt=\"\" width=\"458\" height=\"240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1.png 458w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-160x84.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-240x126.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-375x197.png 375w\" sizes=\"(max-width: 458px) 100vw, 458px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Google Streetview image from November 2017 shows a crash attenuator in place at an exit from southbound U.S. 101 to southbound Highway 85 in Mountain View. \u003ccite>(Google Streetview via Tesla)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11658420\" class=\"wp-caption alignright\" style=\"max-width: 459px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash2.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658420\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash2.png\" alt=\"\" width=\"459\" height=\"238\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2.png 459w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-160x83.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-240x124.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-375x194.png 375w\" sizes=\"(max-width: 459px) 100vw, 459px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An image that Tesla says was taken March 22 and shows crash attenuator missing from site of fatal Model X incident the following day. Tesla says the severity of the crash was due to the absence of the safety barrier. \u003ccite>(Tesla )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tesla’s statement compares a Streetview image from November to a picture captured by a passing vehicle’s dashboard camera last Thursday and says the images prove the crash attenuator was not in place. The company makes a further claim, too: that the absence of the safety barrier was primarily responsible for the devastating damage the crash caused to the company’s vehicle.\u003c/p>\n\u003cp>“The reason this crash was so severe is that the crash attenuator, a highway safety barrier which is designed to reduce the impact into a concrete lane divider, had either been removed or crushed in a prior accident without being replaced,” Tesla said. “… We have never seen this level of damage to a Model X in any other crash.”\u003c/p>\n\u003cp>The National Transportation Safety Board told the Washington Post the agency is “looking at the damaged attenuator and looking at an undamaged one and looking at if it had an effect.”\u003c/p>\n\u003cp>The California Highway Patrol reported Thursday that the crash attenuator had been damaged in a crash March 12. \u003c/p>\n\u003cp>Caltrans said in a statement late Wednesday afternoon that the agency is “reviewing the facts and circumstances of this incident and are cooperating with the National Transportation Safety Board’s ongoing investigation. Safety is our top priority and Caltrans will carefully evaluate the investigation’s findings and take appropriate action.”\u003c/p>\n\u003cp>\u003cstrong>Previous Damage Visible in Online Images\u003c/strong>\u003c/p>\n\u003cp>A review of Google Streetview images over the last seven years shows the crash barrier was installed between May 2011 and December 2013. Images from 2014 through 2016 depict it intact, but it’s absent in pictures captured in January and February 2017, apparently after a crash at the site. The attenuator was back in place by late last fall.\u003c/p>\n\u003cp>Tesla’s statement came after the National Transportation Safety Board announced it has dispatched two investigators to look into the post-crash fire and the steps that firefighters and Tesla technicians had to take to make the Model X safe to remove from the crash scene.\u003c/p>\n\u003cp>Fires are a well-known hazard for conventional gasoline-fueled vehicles. But both manufacturers and emergency responders are facing unique fire hazards posed by battery-powered vehicles like the Model X involved in Friday’s crash. California has about 350,000 electric vehicles on the road — and hundreds of thousands of hybrids and plug-in hybrids that use similar battery technology.\u003c/p>\n\u003cp>The high-voltage batteries used by Tesla and other electric carmakers — actually a collection of modules containing hundreds of small lithium ion cells — are known to pose a fire risk if the battery compartment is breached.\u003c/p>\n\u003cp>Tesla and other manufacturers publish emergency guides for first responders with special instructions on how to deal with the risk.\u003c/p>\n\u003cp>“If the high voltage battery catches fire, is exposed to high heat, or is bent, twisted, cracked, or breached in any way, use large amounts of water to cool the battery,” Tesla’s \u003ca href=\"http://assets.teslastatic.com/2016_Model_X_Emergency_Response_Guide.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2016 emergency response guide\u003c/a> for the Model X warns. “DO NOT extinguish with a small amount of water. Always establish or request an additional water supply.”\u003c/p>\n\u003cp>The guide adds that the batteries can burn for 24 hours and that responders should use thermal imaging equipment to ensure that a fire is actually out.\u003c/p>\n\u003cp>\u003cstrong>Firefighters Turned to Tesla for Help\u003c/strong>\u003c/p>\n\u003cp>Mountain View Fire Chief Juan Diaz told reporters Friday that his firefighters had only a limited amount of water to try to douse the battery fire that broke out after the Model X crash. That led the Fire Department to seek outside expertise — from Tesla itself.\u003c/p>\n\u003cp>Diaz told the \u003ca href=\"https://www.mv-voice.com/news/2018/03/26/driver-identified-in-fiery-tesla-crash\" target=\"_blank\" rel=\"noopener noreferrer\">Mountain View Voice\u003c/a> news site:\u003c/p>\n\u003cblockquote>\u003cp>Diaz said the department was put in a difficult situation. Fire crews had 500 gallons of water at the scene, but getting any more would have required running 2,000 feet of thick fire hose across Highway 101, which would have been catastrophic for traffic in both directions, Diaz said. But letting the car continue to burn on a busy highway, destroying the battery, would have been a bad choice as well, he said.\u003c/p>\n\u003cp>“In the middle of the Highway 101 freeway, that’s not something we want to do,” he said. “And it’s not good for the environment with the byproducts of combustion.”\u003c/p>\n\u003cp>Fire crews used the available supply of water and contacted the manufacturer of the vehicle, Palo Alto-based Tesla, to assist in getting the battery’s temperature under control. Diaz said the engineers essentially disassembled a portion of the car battery on the spot, and that subsequent thermal imaging showed that the battery was no longer unstable.\u003c/p>\u003c/blockquote>\n\u003cp>It took about 5½ hours after the crash before the vehicle was considered stable enough to move. Diaz said crews monitored the wreckage at an impound yard because of the possibility of reignition.\u003c/p>\n\u003cp>Tesla’s share price has fallen nearly $50 — from $304 at the open of trading Tuesday to $257 late Wednesday — partly in response to news of the NTSB probe into the Friday crash. Analysts say investors are also selling Tesla shares because of \u003ca href=\"https://www.reuters.com/article/us-tesla-crash-ntsb/u-s-opens-probe-into-fatal-tesla-crash-fire-in-california-idUSKBN1H32OT\">a credit downgrade\u003c/a> announced Tuesday night.\u003cbr>\n<a id=\"update\"\u003cbr>\n\u003cem>Updates:\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>5 p.m. Wednesday, to include response from Caltrans.\u003c/li>\n\u003cli>1 p.m. Thursday, to include new details about victim Walter Huang and claims that he had complained about his Tesla Model X’s Autopilot system.\u003c/li>\n\u003c/ul>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003c/p>\n\n",
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"title": "Safety Agency Orders Probe of Tesla Crash; Company Points to Freeway Hazard | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"#update\">Updated 12:45 p.m. Thursday\u003c/a>\u003c/em>\u003c/p>\n\u003cp>No one knows yet exactly why a Tesla Model X crashed last Friday on U.S. 101 in Mountain View, killing its 38-year-old driver.\u003c/p>\n\u003cp>But both the carmaker and federal and state investigators are looking at a range of factors surrounding the crash and its aftermath, including whether the electric vehicle’s Autopilot system was engaged, the apparent absence of a safety barrier that may have made the crash impact more severe and the fact local firefighters needed to call Tesla for help in controlling the battery fire that followed the crash.\u003c/p>\n\u003cp>The crash occurred just before 9:30 a.m. Friday, when the Model X struck a concrete highway divider along southbound U.S. 101. The CHP reported the crash occurred “at freeway speeds,” and witnesses said the Model X burst into flames immediately.\u003c/p>\n\u003cp>Authorities identified the driver as Wei Huang, 38, of Mountain View, though he was known to family, friends and associates as Walter Huang. He died at Stanford University Medical Center several hours after the crash. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Huang was a longtime software engineer at Electronic Arts before taking an engineering job at Apple last November. Huang was lived in Foster City and was married with two children. \u003c/p>\n\u003cp>The CHP confirmed Thursday that Huang’s family has told investigators he had reported problems with his Model X’s Autopilot system at the same spot where he crashed Friday. \u003c/p>\n\u003cp>\u003cstrong>Report: Vehicle ‘Would Swivel Toward Barrier’\u003c/strong>\u003c/p>\n\u003cp>ABC7 on Wednesday night \u003ca href=\"http://abc7news.com/automotive/i-team-exclusive-victim-who-died-in-tesla-crash-had-complained-about-auto-pilot/3275600/\" rel=\"noopener noreferrer\" target=\"_blank\">quoted\u003c/a> Huang’s brother as saying Walter Huang had told family members of multiple occasions when the Model X “would swivel toward that same exact barrier during auto-pilot.” \u003c/p>\n\u003cp>Will Huang told ABC7 that his brother brought the car into a dealership to have the problem checked out, but technicians could not duplicate the issue.\u003c/p>\n\u003cp>In response to the report, Tesla said it had no records of a service visit specifically related to the car’s Autopilot system.\u003c/p>\n\u003cp>The company said in \u003ca href=\"https://www.tesla.com/blog/what-we-know-about-last-weeks-accident\" target=\"_blank\" rel=\"noopener noreferrer\">a statement\u003c/a> late Tuesday that because of severe damage to the SUV, it has been unable so far to recover data from the car’s onboard computer. The data could show whether the car’s semi-autonomous Autopilot system was engaged at the time of the crash, whether the vehicle’s brakes were applied before the collision and other information.\u003c/p>\n\u003cp>Tesla’s statement highlighted the role of a missing safety barrier — called a crash attenuator — at the crash site.\u003c/p>\n\u003cp>The crash occurred at a point where the left lane of southbound 101 exits onto a flyover ramp that carries traffic to southbound Highway 85. As traffic moves toward the ramp, it’s separated from the flow of southbound 101 by a concrete divider.\u003c/p>\n\u003cp>Google Streetview images show that since 2011, Caltrans has replaced a simple guardrail at the site and installed a crash attenuator — in this case, a steel framework designed to collapse upon impact to dissipate the energy of a crash — to reduce the danger to motorists who may hit the concrete wall.\u003c/p>\n\u003cfigure id=\"attachment_11658421\" class=\"wp-caption alignright\" style=\"max-width: 458px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash1.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658421\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash1.png\" alt=\"\" width=\"458\" height=\"240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1.png 458w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-160x84.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-240x126.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash1-375x197.png 375w\" sizes=\"(max-width: 458px) 100vw, 458px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Google Streetview image from November 2017 shows a crash attenuator in place at an exit from southbound U.S. 101 to southbound Highway 85 in Mountain View. \u003ccite>(Google Streetview via Tesla)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11658420\" class=\"wp-caption alignright\" style=\"max-width: 459px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash2.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11658420\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/crash2.png\" alt=\"\" width=\"459\" height=\"238\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2.png 459w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-160x83.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-240x124.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/03/crash2-375x194.png 375w\" sizes=\"(max-width: 459px) 100vw, 459px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An image that Tesla says was taken March 22 and shows crash attenuator missing from site of fatal Model X incident the following day. Tesla says the severity of the crash was due to the absence of the safety barrier. \u003ccite>(Tesla )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Tesla’s statement compares a Streetview image from November to a picture captured by a passing vehicle’s dashboard camera last Thursday and says the images prove the crash attenuator was not in place. The company makes a further claim, too: that the absence of the safety barrier was primarily responsible for the devastating damage the crash caused to the company’s vehicle.\u003c/p>\n\u003cp>“The reason this crash was so severe is that the crash attenuator, a highway safety barrier which is designed to reduce the impact into a concrete lane divider, had either been removed or crushed in a prior accident without being replaced,” Tesla said. “… We have never seen this level of damage to a Model X in any other crash.”\u003c/p>\n\u003cp>The National Transportation Safety Board told the Washington Post the agency is “looking at the damaged attenuator and looking at an undamaged one and looking at if it had an effect.”\u003c/p>\n\u003cp>The California Highway Patrol reported Thursday that the crash attenuator had been damaged in a crash March 12. \u003c/p>\n\u003cp>Caltrans said in a statement late Wednesday afternoon that the agency is “reviewing the facts and circumstances of this incident and are cooperating with the National Transportation Safety Board’s ongoing investigation. Safety is our top priority and Caltrans will carefully evaluate the investigation’s findings and take appropriate action.”\u003c/p>\n\u003cp>\u003cstrong>Previous Damage Visible in Online Images\u003c/strong>\u003c/p>\n\u003cp>A review of Google Streetview images over the last seven years shows the crash barrier was installed between May 2011 and December 2013. Images from 2014 through 2016 depict it intact, but it’s absent in pictures captured in January and February 2017, apparently after a crash at the site. The attenuator was back in place by late last fall.\u003c/p>\n\u003cp>Tesla’s statement came after the National Transportation Safety Board announced it has dispatched two investigators to look into the post-crash fire and the steps that firefighters and Tesla technicians had to take to make the Model X safe to remove from the crash scene.\u003c/p>\n\u003cp>Fires are a well-known hazard for conventional gasoline-fueled vehicles. But both manufacturers and emergency responders are facing unique fire hazards posed by battery-powered vehicles like the Model X involved in Friday’s crash. California has about 350,000 electric vehicles on the road — and hundreds of thousands of hybrids and plug-in hybrids that use similar battery technology.\u003c/p>\n\u003cp>The high-voltage batteries used by Tesla and other electric carmakers — actually a collection of modules containing hundreds of small lithium ion cells — are known to pose a fire risk if the battery compartment is breached.\u003c/p>\n\u003cp>Tesla and other manufacturers publish emergency guides for first responders with special instructions on how to deal with the risk.\u003c/p>\n\u003cp>“If the high voltage battery catches fire, is exposed to high heat, or is bent, twisted, cracked, or breached in any way, use large amounts of water to cool the battery,” Tesla’s \u003ca href=\"http://assets.teslastatic.com/2016_Model_X_Emergency_Response_Guide.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2016 emergency response guide\u003c/a> for the Model X warns. “DO NOT extinguish with a small amount of water. Always establish or request an additional water supply.”\u003c/p>\n\u003cp>The guide adds that the batteries can burn for 24 hours and that responders should use thermal imaging equipment to ensure that a fire is actually out.\u003c/p>\n\u003cp>\u003cstrong>Firefighters Turned to Tesla for Help\u003c/strong>\u003c/p>\n\u003cp>Mountain View Fire Chief Juan Diaz told reporters Friday that his firefighters had only a limited amount of water to try to douse the battery fire that broke out after the Model X crash. That led the Fire Department to seek outside expertise — from Tesla itself.\u003c/p>\n\u003cp>Diaz told the \u003ca href=\"https://www.mv-voice.com/news/2018/03/26/driver-identified-in-fiery-tesla-crash\" target=\"_blank\" rel=\"noopener noreferrer\">Mountain View Voice\u003c/a> news site:\u003c/p>\n\u003cblockquote>\u003cp>Diaz said the department was put in a difficult situation. Fire crews had 500 gallons of water at the scene, but getting any more would have required running 2,000 feet of thick fire hose across Highway 101, which would have been catastrophic for traffic in both directions, Diaz said. But letting the car continue to burn on a busy highway, destroying the battery, would have been a bad choice as well, he said.\u003c/p>\n\u003cp>“In the middle of the Highway 101 freeway, that’s not something we want to do,” he said. “And it’s not good for the environment with the byproducts of combustion.”\u003c/p>\n\u003cp>Fire crews used the available supply of water and contacted the manufacturer of the vehicle, Palo Alto-based Tesla, to assist in getting the battery’s temperature under control. Diaz said the engineers essentially disassembled a portion of the car battery on the spot, and that subsequent thermal imaging showed that the battery was no longer unstable.\u003c/p>\u003c/blockquote>\n\u003cp>It took about 5½ hours after the crash before the vehicle was considered stable enough to move. Diaz said crews monitored the wreckage at an impound yard because of the possibility of reignition.\u003c/p>\n\u003cp>Tesla’s share price has fallen nearly $50 — from $304 at the open of trading Tuesday to $257 late Wednesday — partly in response to news of the NTSB probe into the Friday crash. Analysts say investors are also selling Tesla shares because of \u003ca href=\"https://www.reuters.com/article/us-tesla-crash-ntsb/u-s-opens-probe-into-fatal-tesla-crash-fire-in-california-idUSKBN1H32OT\">a credit downgrade\u003c/a> announced Tuesday night.\u003cbr>\n<a id=\"update\"\u003cbr>\n\u003cem>Updates:\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>5 p.m. Wednesday, to include response from Caltrans.\u003c/li>\n\u003cli>1 p.m. Thursday, to include new details about victim Walter Huang and claims that he had complained about his Tesla Model X’s Autopilot system.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
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"pri-the-world": {
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"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
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"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"order": 16
},
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},
"science-friday": {
"id": "science-friday",
"title": "Science Friday",
"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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},
"snap-judgment": {
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