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"content": "\u003cp>Gobee is a no-go — at least in France.\u003c/p>\n\u003cp>France’s first dockless bike-sharing program, which launched in October, has shut down operations across the country, citing “the mass destruction” of its fleet.\u003c/p>\n\u003cp>The decision to shut down on Saturday was “disappointing and extremely frustrating,” the Hong Kong-based company wrote in its \u003ca href=\"http://gobee.bike/goodbye-en/\">announcement\u003c/a>. “We hoped for the best. But we were wrong … In 4 months, 60% of our fleet was destroyed, stolen or privatized, making the whole European project no longer sustainable.”\u003c/p>\n\u003cp>Dockless bike-share programs allow users to rent bikes using a smartphone app, usually by scanning a code on the bike to trigger it to unlock. At the end of the trip, bicycles can be parked anywhere; more established bike-share systems, like Paris’ Velib program, require bikes to be returned to “docking stations” set up around the city.\u003c/p>\n\u003cp>Docklessness appealed to some users, like Alexandre Jacques, a 23-year-old computer science student in Paris who spoke to NPR’s Eleanor Beardsley about the service.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I discovered Gobee bikes in December and I really liked it,” Jacques said. “With the app and GPS you could always find a bike near you. I rode it to school every day. It was better than Velib because you didn’t have to find a bike stand to return the bike — you could just leave it anywhere.\u003c/p>\n\u003cp>“It’s too bad it’s not working anymore,” he said.\u003c/p>\n\u003cp>Reuters \u003ca href=\"https://www.reuters.com/article/us-france-paris-bicycles/dockless-bike-share-pioneer-gobee-quits-paris-idUSKCN1G723V\">reports\u003c/a> that are other dockless bike options in Paris, at least for now:\u003c/p>\n\u003cblockquote>\u003cp>“Gobee’s exit leaves Paris with three remaining Asian-owned operators, Singapore’s oBike, with about 1,800 grey-orange bikes, and two major Chinese firms: Ofo, with about 1,000 yellow bikes, and Mobike, with several thousand red bikes.”\u003c/p>\u003c/blockquote>\n\u003cp>Dockless bikes first caught on in Asia, particularly in \u003ca href=\"https://www.theguardian.com/cities/2017/mar/22/bike-wars-dockless-china-millions-bicycles-hangzhou\">large cities in China\u003c/a>, where multiple startups are competing in a crowded market.\u003c/p>\n\u003cp>NPR’s Steve Inskeep and Miranda Kennedy reported from Beijing this past November:\u003c/p>\n\u003cblockquote>\u003cp>“China’s push to lower emissions, and the sheer impracticality of driving on traffic-clogged streets, means that in some places bikes are having a second coming — in the form of bike-shares. The new image of the streets of Beijing is a millennial riding a sturdy, brightly colored bicycle — orange, yellow or green, depending on the brand. More than two dozen bike-share companies are operating in China now.\u003c/p>\n\u003cp>“There are between 16 million and 18 million shared bikes on China’s streets — dockless, with an automatic electronic wheel lock. Once locked, the bikes can be safely left unattended, and they are — thousands at a time.”\u003c/p>\u003c/blockquote>\n\u003cp>In October, Gobee became the first dockless bike program to launch in France, with a soft launch in Lille and a big debut in Paris. As the company’s\u003ca href=\"https://gobee.bike/gobee-to-become-the-first-dockless-bike-sharing-operator-in-france/\"> extremely cheerful press release\u003c/a> put it at the time, “The City of Lights greeted our eco-friendly fleet with boundless joy and enthusiasm. Amidst the excitement of being the first dockless bikeshare operator in town, adoption was rapid, with Parisians signing up and registering for a Gobee account the very same day.”\u003c/p>\n\u003cp>“We hope to instill a greater conscience for sustainability and clean living amongst city dwellers,” the company wrote.\u003c/p>\n\u003cp>But a lack of conscience among city dwellers took the company down. Gobee wrote in their less-joyful au revoir this past weekend:\u003c/p>\n\u003cblockquote>\u003cp>“Over the months of December and January, the mass destruction of our fleet has become the new entertainment of underaged individuals, encouraged by content broadly shared on social media. In total, it is more than a thousand bikes stolen or privatized, nearly 3,400 bikes broken nationwide, around 280 complaints filed to the French Municipal Police and close to 6,500 repairs performed by our on-the-ground agents and repair partners.”\u003c/p>\u003c/blockquote>\n\u003cp>France has been home to several groundbreaking bike-sharing efforts, as the Atlantic’s CityLab \u003ca href=\"https://www.citylab.com/city-makers-connections/bike-share/\">detailed\u003c/a> a few years ago. The first city-scale bike-share program to use RFID technology was in Rennes, France; the first smart bike-share system with 1,500 bikes was in Lyon; and Velib set a new record when it launched in Paris in 2007 with 6,000 bikes.\u003c/p>\n\u003cp>Now, even as Gobee is shuttering, the once-revolutionary Velib programs is facing problems of its own.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Paris is switching to a new operator for the program, as \u003ca href=\"http://www.telegraph.co.uk/news/2018/02/25/wheels-fall-latest-paris-bike-scheme-thefts-vandalism/\">The Telegraph reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>“The switchover, which involves replacing all of the bikes with new ones, a third of which will be electric, has been largely seen as a fiasco.\u003c/p>\n\u003cp>“By early February only 200 of about 1,400 planned docking stations were up and running, leaving only a fraction of the planned fleet of 20,000 bikes in operation.\u003c/p>\n\u003cp>“Smovengo, the new operator, has blamed the delays on electrical problems and a legal dispute with JCDecaux, the firm that has run the scheme since it was launched in 2007.”\u003c/p>\u003c/blockquote>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Bike-Share+Firm+Hits+The+Brakes+In+France+After+%27Mass+Destruction%27+Of+Dockless+Bikes&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gobee is a no-go — at least in France.\u003c/p>\n\u003cp>France’s first dockless bike-sharing program, which launched in October, has shut down operations across the country, citing “the mass destruction” of its fleet.\u003c/p>\n\u003cp>The decision to shut down on Saturday was “disappointing and extremely frustrating,” the Hong Kong-based company wrote in its \u003ca href=\"http://gobee.bike/goodbye-en/\">announcement\u003c/a>. “We hoped for the best. But we were wrong … In 4 months, 60% of our fleet was destroyed, stolen or privatized, making the whole European project no longer sustainable.”\u003c/p>\n\u003cp>Dockless bike-share programs allow users to rent bikes using a smartphone app, usually by scanning a code on the bike to trigger it to unlock. At the end of the trip, bicycles can be parked anywhere; more established bike-share systems, like Paris’ Velib program, require bikes to be returned to “docking stations” set up around the city.\u003c/p>\n\u003cp>Docklessness appealed to some users, like Alexandre Jacques, a 23-year-old computer science student in Paris who spoke to NPR’s Eleanor Beardsley about the service.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I discovered Gobee bikes in December and I really liked it,” Jacques said. “With the app and GPS you could always find a bike near you. I rode it to school every day. It was better than Velib because you didn’t have to find a bike stand to return the bike — you could just leave it anywhere.\u003c/p>\n\u003cp>“It’s too bad it’s not working anymore,” he said.\u003c/p>\n\u003cp>Reuters \u003ca href=\"https://www.reuters.com/article/us-france-paris-bicycles/dockless-bike-share-pioneer-gobee-quits-paris-idUSKCN1G723V\">reports\u003c/a> that are other dockless bike options in Paris, at least for now:\u003c/p>\n\u003cblockquote>\u003cp>“Gobee’s exit leaves Paris with three remaining Asian-owned operators, Singapore’s oBike, with about 1,800 grey-orange bikes, and two major Chinese firms: Ofo, with about 1,000 yellow bikes, and Mobike, with several thousand red bikes.”\u003c/p>\u003c/blockquote>\n\u003cp>Dockless bikes first caught on in Asia, particularly in \u003ca href=\"https://www.theguardian.com/cities/2017/mar/22/bike-wars-dockless-china-millions-bicycles-hangzhou\">large cities in China\u003c/a>, where multiple startups are competing in a crowded market.\u003c/p>\n\u003cp>NPR’s Steve Inskeep and Miranda Kennedy reported from Beijing this past November:\u003c/p>\n\u003cblockquote>\u003cp>“China’s push to lower emissions, and the sheer impracticality of driving on traffic-clogged streets, means that in some places bikes are having a second coming — in the form of bike-shares. The new image of the streets of Beijing is a millennial riding a sturdy, brightly colored bicycle — orange, yellow or green, depending on the brand. More than two dozen bike-share companies are operating in China now.\u003c/p>\n\u003cp>“There are between 16 million and 18 million shared bikes on China’s streets — dockless, with an automatic electronic wheel lock. Once locked, the bikes can be safely left unattended, and they are — thousands at a time.”\u003c/p>\u003c/blockquote>\n\u003cp>In October, Gobee became the first dockless bike program to launch in France, with a soft launch in Lille and a big debut in Paris. As the company’s\u003ca href=\"https://gobee.bike/gobee-to-become-the-first-dockless-bike-sharing-operator-in-france/\"> extremely cheerful press release\u003c/a> put it at the time, “The City of Lights greeted our eco-friendly fleet with boundless joy and enthusiasm. Amidst the excitement of being the first dockless bikeshare operator in town, adoption was rapid, with Parisians signing up and registering for a Gobee account the very same day.”\u003c/p>\n\u003cp>“We hope to instill a greater conscience for sustainability and clean living amongst city dwellers,” the company wrote.\u003c/p>\n\u003cp>But a lack of conscience among city dwellers took the company down. Gobee wrote in their less-joyful au revoir this past weekend:\u003c/p>\n\u003cblockquote>\u003cp>“Over the months of December and January, the mass destruction of our fleet has become the new entertainment of underaged individuals, encouraged by content broadly shared on social media. In total, it is more than a thousand bikes stolen or privatized, nearly 3,400 bikes broken nationwide, around 280 complaints filed to the French Municipal Police and close to 6,500 repairs performed by our on-the-ground agents and repair partners.”\u003c/p>\u003c/blockquote>\n\u003cp>France has been home to several groundbreaking bike-sharing efforts, as the Atlantic’s CityLab \u003ca href=\"https://www.citylab.com/city-makers-connections/bike-share/\">detailed\u003c/a> a few years ago. The first city-scale bike-share program to use RFID technology was in Rennes, France; the first smart bike-share system with 1,500 bikes was in Lyon; and Velib set a new record when it launched in Paris in 2007 with 6,000 bikes.\u003c/p>\n\u003cp>Now, even as Gobee is shuttering, the once-revolutionary Velib programs is facing problems of its own.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Paris is switching to a new operator for the program, as \u003ca href=\"http://www.telegraph.co.uk/news/2018/02/25/wheels-fall-latest-paris-bike-scheme-thefts-vandalism/\">The Telegraph reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>“The switchover, which involves replacing all of the bikes with new ones, a third of which will be electric, has been largely seen as a fiasco.\u003c/p>\n\u003cp>“By early February only 200 of about 1,400 planned docking stations were up and running, leaving only a fraction of the planned fleet of 20,000 bikes in operation.\u003c/p>\n\u003cp>“Smovengo, the new operator, has blamed the delays on electrical problems and a legal dispute with JCDecaux, the firm that has run the scheme since it was launched in 2007.”\u003c/p>\u003c/blockquote>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Bike-Share+Firm+Hits+The+Brakes+In+France+After+%27Mass+Destruction%27+Of+Dockless+Bikes&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"title": "Study Finds Drop in Hand-Held Cellphone Use by California Drivers",
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"content": "\u003cp>Are California drivers finally getting the message that using cellphones while they’re behind the wheel is unsafe — not to mention illegal?\u003c/p>\n\u003cp>\u003ca href=\"http://www.ots.ca.gov/Media_and_Research/Publications_and_Reports/doc/2017_Cell_Phone_Study.pdf\" target=\"_blank\" rel=\"noopener\">A new study\u003c/a> released by the state’s \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a> suggests the answer is a resounding “maybe.”\u003c/p>\n\u003cp>The report, based on actual human observers eyeballing traffic at 204 locations in 17 California counties, found that 3.58 percent of drivers were seen either holding a phone to their ear, talking into a phone or manipulating a phone as if they were texting. \u003c/p>\n\u003cp>Before we get to whatever trend all those those numbers might show, we’ll observe that those percentages sound way low given what we all see, and perhaps do, when we drive. And the numbers seem at first glance to contradict \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2211335516301097?via%3Dihub\" target=\"_blank\" rel=\"noopener\">driver surveys\u003c/a> and \u003ca href=\"http://blog.zendrive.com/distracted-driving/\" target=\"_blank\" rel=\"noopener\">other statistical studies\u003c/a> that have consistently found \u003cem>most\u003c/em> drivers pick up their mobile phones for texting, talking and other tasks while on the road.\u003c/p>\n\u003cp>But Professor Bill Bommer of Fresno State’s Craig School of Business, who was the project coordinator for the report, says there’s no contradiction.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bommer said the 3.58 percent figure represents the number of drivers with cellphones in hand \u003cem>at any one time\u003c/em>.\u003c/p>\n\u003cp>“That’s the percentage of people who are currently doing it,” Bommer said.\u003c/p>\n\u003cp>The higher numbers from driver surveys reflect “whether they have done it across a long period of time,” he said. “If you texted twice last month, you would show up in the survey number. But unless you happened to be texting while you were being observed by a roadside observer, you would not show up in the lower number.”\u003c/p>\n\u003cp>So: The new study is suggesting that statewide, about one in 28 of your fellow motorists are texting or talking on their hand-held phones right this very minute. If you count hands-free devices, the ratio is about one in 13.\u003c/p>\n\u003cp>The survey found San Bernardino County drivers had the highest rate of hand-held cellphone use — 8.2 percent. In second place: drivers in Contra Costa County, at 6.3 percent. Among other Bay Area counties surveyed: Alameda, 2.66 percent; Sonoma, 2.35 percent; Solano, 2.13 percent; and San Mateo, 1.05 percent.\u003c/p>\n\u003cp>Still, the study finds preliminary signs of a decline in the statewide percentage of drivers observed using phones behind the wheel.\u003c/p>\n\u003cp>Bommer said the best basis for comparison with previous years was the report’s estimate of cellphone use including hands-free devices. The report concludes that accounting for both hand-held and hands-free phones, 7.64 percent of drivers used the devices at any given time in 2017, compared with 12.8 percent in 2016, 9.2 percent in 2015 and 6.6 percent in 2014.\u003c/p>\n\u003cp>“I do think there’s been some impact of public awareness campaigns, et cetera, that are making people more aware of not actively texting and driving,” Bommer said. “You see those numbers down with fines and enforcement up.”\u003c/p>\n\u003cp>But Bommer added that more data are needed to understand whether the 2017 numbers really signal a downward trend. “Overall, it will take looking at this a couple more years to really see the impact,” he said.\u003c/p>\n\u003cp>In part, that’s because of a shift in the methodology used in the 2017 survey.\u003c/p>\n\u003cp>Earlier surveys targeted streets and highways Caltrans identified as the busiest in the state. The 2017 study, using federal guidelines, focused on counties that had the highest number of fatalities and used a variety of roads in each county — not necessarily just the busiest ones.\u003c/p>\n\u003cp>“It’s more shifted toward a real representation of the whole state and away from just picking some selected cities we’re going to look at,” Bommer said. “The new sample has to be reflective of your entire state, and it didn’t use to have to be.”\u003c/p>\n\u003cp>All use of hand-held cellphones while driving was outlawed by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1785\" target=\"_blank\" rel=\"noopener\">a 2016 law\u003c/a> sponsored by East Bay Assemblyman Bill Quirk. Citations carry a minimum fine and fees of $162.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to the California Highway Patrol, the number of traffic collisions involving drivers using cellphones fell from 1,968 in 2016 to 1,894 last year — a 3.8 percent decline. But the number of people killed in such crashes was 18 both years, with injuries climbing from 849 to 877, or 3.3 percent.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Are California drivers finally getting the message that using cellphones while they’re behind the wheel is unsafe — not to mention illegal?\u003c/p>\n\u003cp>\u003ca href=\"http://www.ots.ca.gov/Media_and_Research/Publications_and_Reports/doc/2017_Cell_Phone_Study.pdf\" target=\"_blank\" rel=\"noopener\">A new study\u003c/a> released by the state’s \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a> suggests the answer is a resounding “maybe.”\u003c/p>\n\u003cp>The report, based on actual human observers eyeballing traffic at 204 locations in 17 California counties, found that 3.58 percent of drivers were seen either holding a phone to their ear, talking into a phone or manipulating a phone as if they were texting. \u003c/p>\n\u003cp>Before we get to whatever trend all those those numbers might show, we’ll observe that those percentages sound way low given what we all see, and perhaps do, when we drive. And the numbers seem at first glance to contradict \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2211335516301097?via%3Dihub\" target=\"_blank\" rel=\"noopener\">driver surveys\u003c/a> and \u003ca href=\"http://blog.zendrive.com/distracted-driving/\" target=\"_blank\" rel=\"noopener\">other statistical studies\u003c/a> that have consistently found \u003cem>most\u003c/em> drivers pick up their mobile phones for texting, talking and other tasks while on the road.\u003c/p>\n\u003cp>But Professor Bill Bommer of Fresno State’s Craig School of Business, who was the project coordinator for the report, says there’s no contradiction.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bommer said the 3.58 percent figure represents the number of drivers with cellphones in hand \u003cem>at any one time\u003c/em>.\u003c/p>\n\u003cp>“That’s the percentage of people who are currently doing it,” Bommer said.\u003c/p>\n\u003cp>The higher numbers from driver surveys reflect “whether they have done it across a long period of time,” he said. “If you texted twice last month, you would show up in the survey number. But unless you happened to be texting while you were being observed by a roadside observer, you would not show up in the lower number.”\u003c/p>\n\u003cp>So: The new study is suggesting that statewide, about one in 28 of your fellow motorists are texting or talking on their hand-held phones right this very minute. If you count hands-free devices, the ratio is about one in 13.\u003c/p>\n\u003cp>The survey found San Bernardino County drivers had the highest rate of hand-held cellphone use — 8.2 percent. In second place: drivers in Contra Costa County, at 6.3 percent. Among other Bay Area counties surveyed: Alameda, 2.66 percent; Sonoma, 2.35 percent; Solano, 2.13 percent; and San Mateo, 1.05 percent.\u003c/p>\n\u003cp>Still, the study finds preliminary signs of a decline in the statewide percentage of drivers observed using phones behind the wheel.\u003c/p>\n\u003cp>Bommer said the best basis for comparison with previous years was the report’s estimate of cellphone use including hands-free devices. The report concludes that accounting for both hand-held and hands-free phones, 7.64 percent of drivers used the devices at any given time in 2017, compared with 12.8 percent in 2016, 9.2 percent in 2015 and 6.6 percent in 2014.\u003c/p>\n\u003cp>“I do think there’s been some impact of public awareness campaigns, et cetera, that are making people more aware of not actively texting and driving,” Bommer said. “You see those numbers down with fines and enforcement up.”\u003c/p>\n\u003cp>But Bommer added that more data are needed to understand whether the 2017 numbers really signal a downward trend. “Overall, it will take looking at this a couple more years to really see the impact,” he said.\u003c/p>\n\u003cp>In part, that’s because of a shift in the methodology used in the 2017 survey.\u003c/p>\n\u003cp>Earlier surveys targeted streets and highways Caltrans identified as the busiest in the state. The 2017 study, using federal guidelines, focused on counties that had the highest number of fatalities and used a variety of roads in each county — not necessarily just the busiest ones.\u003c/p>\n\u003cp>“It’s more shifted toward a real representation of the whole state and away from just picking some selected cities we’re going to look at,” Bommer said. “The new sample has to be reflective of your entire state, and it didn’t use to have to be.”\u003c/p>\n\u003cp>All use of hand-held cellphones while driving was outlawed by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1785\" target=\"_blank\" rel=\"noopener\">a 2016 law\u003c/a> sponsored by East Bay Assemblyman Bill Quirk. Citations carry a minimum fine and fees of $162.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to the California Highway Patrol, the number of traffic collisions involving drivers using cellphones fell from 1,968 in 2016 to 1,894 last year — a 3.8 percent decline. But the number of people killed in such crashes was 18 both years, with injuries climbing from 849 to 877, or 3.3 percent.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A pair of dockless bike rental companies denied permission to operate in the city are blasting the San Francisco Municipal Transportation Agency for “an unnecessarily opaque” permit process they say has been unfair, anti-competitive and works against the interest of city residents.\u003c/p>\n\u003cp>The issue has led Supervisor Malia Cohen, who represents the Bayview-Hunters Point area on the Board of Supervisors, to call for a hearing on the dockless bike permit process next week.\u003c/p>\n\u003cp>The companies, San Mateo-based LimeBike and Beijing-based Ofo, are among a handful of firms that hoped to expand into the city after the SFMTA began taking permit applications last July.\u003c/p>\n\u003cp>But the firms were barred from doing business in San Francisco until at least mid-2019 when \u003ca href=\"https://www.sfmta.com/blog/sfmta-creates-pilot-study-electric-stationless-bike-sharing\" target=\"_blank\" rel=\"noopener\">the SFMTA announced\u003c/a> earlier this month it was granting an exclusive permit to New York-based Jump Bikes to place 250 dockless electric bikes on city streets for an 18-month pilot project.\u003c/p>\n\u003cp>Unlike conventional “bike-share” systems like Ford GoBike, which require users to check out and return bicycles at fixed curbside stations, dockless bikes can be picked up and left anywhere. The dockless bike firms typically charge $1 to $2 for a 30-minute ride.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The transportation agency says it plans to use the pilot to see how stationless bike rentals work in the city and to map future policy for such systems.\u003c/p>\n\u003cp>Agency spokesman Paul Rose said in an email Tuesday that with the ongoing expansion of Ford GoBike in the city, “the SFMTA is taking a thoughtful approach to stationless bike sharing.”\u003c/p>\n\u003cp>The permit approval also came after \u003ca href=\"http://www.sfexaminer.com/brewing-bikeshare-battle-may-threaten-sfs-ford-gobike-contract/\" target=\"_blank\" rel=\"noopener\">a dispute\u003c/a> between the transportation agency and Motivate, the firm that operates Ford GoBike. Motivate last year reportedly challenged the city’s intention to grant permits to dockless companies, saying it had an exclusive contract to provide short-term bike-sharing operations in the city.\u003c/p>\n\u003cp>One of the SFMTA’s chief concerns, Rose said, is ensuring “there will not be an over-concentration of shared bikes in the public right-of-way or an imbalance in their geographical distribution.”\u003c/p>\n\u003cp>Rose and the SFMTA have also said that Jump was the only applicant to have completed the application process. But Ofo and LimeBike say the agency never told them during several months of discussions that the process would result in an exclusive permit for one provider nor that there was an application deadline.\u003c/p>\n\u003cp>“Were we expecting to get a permit? You know, it’s a competitive process,” David London, Ofo’s head of North American government affairs, said in an interview. “But at the end of the day, what we did expect was for a process to be clean and transparent and open to everybody.”\u003c/p>\n\u003cp>Both London and Andrew Savage, LimeBike’s vice president for strategic development, said they believe the transportation agency gave preferential treatment to Jump.\u003c/p>\n\u003cp>“What’s very clear is that there was a preferred provider that received expedited review — and therefore received feedback in four weeks while we waited three months for any kind of final review of our permit,” Savage said.\u003c/p>\n\u003cp>Savage said the SFMTA’s decision amounted to changing the rules in the middle of the process and that parts of the city — like Supervisor Cohen’s District 10, which won’t see a planned Ford GoBike deployment until later this year — are being hurt by blocking Jump competitors from deploying bikes for the next year and a half.\u003c/p>\n\u003cp>“Our view is that the public isn’t being well served by selecting a single operator and closing [the process] to any other operator for 18 months and leaving many parts of the community underserved,” Savage said.\u003c/p>\n\u003cp>Both LimeBike and Ofo said they’d like to see the SFMTA reopen the permit process.\u003c/p>\n\u003cp>The prospect of dockless bike rentals in the city \u003ca href=\"https://ww2.kqed.org/news/2017/01/19/chinese-companys-plan-to-disrupt-bike-share-in-san-francisco-faces-pushback/\" target=\"_blank\" rel=\"noopener\">gained attention\u003c/a> a year ago when a Chinese firm, Bluegogo, distributed its two-wheelers around the city without having gained official approval.\u003c/p>\n\u003cp>That move drew a swift, negative response from city officials who expressed concern both about the aggressive, Uber-style business move and the prospect of rental bikes being dumped haphazardly on sidewalks. The \u003ca href=\"https://www.theguardian.com/uk-news/2017/nov/25/chinas-bike-share-graveyard-a-monument-to-industrys-arrogance\" target=\"_blank\" rel=\"noopener\">rental-bike dumping problem\u003c/a> is huge in China, which is in the middle of a rental bike craze.\u003c/p>\n\u003cp>To try to head off bike-dumping in San Francisco, SFMTA devised \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2017/Bike%20Share%20Permit_v1.1_FINAL.pdf\" target=\"_blank\" rel=\"noopener\">a nine-page permit application\u003c/a> that, among many other provisions, sets rules for where and how dockless bikes can be parked and requires dockless bike companies to pay for removing improperly parked bicycles and to repair any damage their bikes cause to public infrastructure.\u003c/p>\n\u003cp>Ofo and its leading competitor in the Chinese market, Mobike, are each reported to have won more than $1 billion in venture capital funding. The two companies alone have deployed 15 million bicycles in more than 100 Chinese cities.\u003c/p>\n\u003cp>Both firms have begun rollouts in the United States, along with homegrown startups LimeBike and San Francisco-based spin. The companies point to Seattle, which saw a conventional docked-bike system fail and then launched a pilot featuring more than 9,000 bikes from several dockless firms, as an example of how cities might embrace their offerings.\u003c/p>\n\u003cp>But Seattle and other cities have experienced some of the dumping problem that has plagued Chinese cities.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In Dallas, which has about 20,000 dockless bikes on the street, frustration with two-wheelers strewn across sidewalks and trails has led to some \u003ca href=\"http://www.star-telegram.com/news/local/community/dallas/article195787284.html\" target=\"_blank\" rel=\"noopener\">imaginative vandalism\u003c/a> and \u003ca href=\"https://www.dallasnews.com/news/dallas-city-council/2018/01/18/dallasto-bike-share-companies-clean-mess-will\" target=\"_blank\" rel=\"noopener\">an ultimatum\u003c/a> from city officials to the companies to clean up their act.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A pair of dockless bike rental companies denied permission to operate in the city are blasting the San Francisco Municipal Transportation Agency for “an unnecessarily opaque” permit process they say has been unfair, anti-competitive and works against the interest of city residents.\u003c/p>\n\u003cp>The issue has led Supervisor Malia Cohen, who represents the Bayview-Hunters Point area on the Board of Supervisors, to call for a hearing on the dockless bike permit process next week.\u003c/p>\n\u003cp>The companies, San Mateo-based LimeBike and Beijing-based Ofo, are among a handful of firms that hoped to expand into the city after the SFMTA began taking permit applications last July.\u003c/p>\n\u003cp>But the firms were barred from doing business in San Francisco until at least mid-2019 when \u003ca href=\"https://www.sfmta.com/blog/sfmta-creates-pilot-study-electric-stationless-bike-sharing\" target=\"_blank\" rel=\"noopener\">the SFMTA announced\u003c/a> earlier this month it was granting an exclusive permit to New York-based Jump Bikes to place 250 dockless electric bikes on city streets for an 18-month pilot project.\u003c/p>\n\u003cp>Unlike conventional “bike-share” systems like Ford GoBike, which require users to check out and return bicycles at fixed curbside stations, dockless bikes can be picked up and left anywhere. The dockless bike firms typically charge $1 to $2 for a 30-minute ride.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The transportation agency says it plans to use the pilot to see how stationless bike rentals work in the city and to map future policy for such systems.\u003c/p>\n\u003cp>Agency spokesman Paul Rose said in an email Tuesday that with the ongoing expansion of Ford GoBike in the city, “the SFMTA is taking a thoughtful approach to stationless bike sharing.”\u003c/p>\n\u003cp>The permit approval also came after \u003ca href=\"http://www.sfexaminer.com/brewing-bikeshare-battle-may-threaten-sfs-ford-gobike-contract/\" target=\"_blank\" rel=\"noopener\">a dispute\u003c/a> between the transportation agency and Motivate, the firm that operates Ford GoBike. Motivate last year reportedly challenged the city’s intention to grant permits to dockless companies, saying it had an exclusive contract to provide short-term bike-sharing operations in the city.\u003c/p>\n\u003cp>One of the SFMTA’s chief concerns, Rose said, is ensuring “there will not be an over-concentration of shared bikes in the public right-of-way or an imbalance in their geographical distribution.”\u003c/p>\n\u003cp>Rose and the SFMTA have also said that Jump was the only applicant to have completed the application process. But Ofo and LimeBike say the agency never told them during several months of discussions that the process would result in an exclusive permit for one provider nor that there was an application deadline.\u003c/p>\n\u003cp>“Were we expecting to get a permit? You know, it’s a competitive process,” David London, Ofo’s head of North American government affairs, said in an interview. “But at the end of the day, what we did expect was for a process to be clean and transparent and open to everybody.”\u003c/p>\n\u003cp>Both London and Andrew Savage, LimeBike’s vice president for strategic development, said they believe the transportation agency gave preferential treatment to Jump.\u003c/p>\n\u003cp>“What’s very clear is that there was a preferred provider that received expedited review — and therefore received feedback in four weeks while we waited three months for any kind of final review of our permit,” Savage said.\u003c/p>\n\u003cp>Savage said the SFMTA’s decision amounted to changing the rules in the middle of the process and that parts of the city — like Supervisor Cohen’s District 10, which won’t see a planned Ford GoBike deployment until later this year — are being hurt by blocking Jump competitors from deploying bikes for the next year and a half.\u003c/p>\n\u003cp>“Our view is that the public isn’t being well served by selecting a single operator and closing [the process] to any other operator for 18 months and leaving many parts of the community underserved,” Savage said.\u003c/p>\n\u003cp>Both LimeBike and Ofo said they’d like to see the SFMTA reopen the permit process.\u003c/p>\n\u003cp>The prospect of dockless bike rentals in the city \u003ca href=\"https://ww2.kqed.org/news/2017/01/19/chinese-companys-plan-to-disrupt-bike-share-in-san-francisco-faces-pushback/\" target=\"_blank\" rel=\"noopener\">gained attention\u003c/a> a year ago when a Chinese firm, Bluegogo, distributed its two-wheelers around the city without having gained official approval.\u003c/p>\n\u003cp>That move drew a swift, negative response from city officials who expressed concern both about the aggressive, Uber-style business move and the prospect of rental bikes being dumped haphazardly on sidewalks. The \u003ca href=\"https://www.theguardian.com/uk-news/2017/nov/25/chinas-bike-share-graveyard-a-monument-to-industrys-arrogance\" target=\"_blank\" rel=\"noopener\">rental-bike dumping problem\u003c/a> is huge in China, which is in the middle of a rental bike craze.\u003c/p>\n\u003cp>To try to head off bike-dumping in San Francisco, SFMTA devised \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2017/Bike%20Share%20Permit_v1.1_FINAL.pdf\" target=\"_blank\" rel=\"noopener\">a nine-page permit application\u003c/a> that, among many other provisions, sets rules for where and how dockless bikes can be parked and requires dockless bike companies to pay for removing improperly parked bicycles and to repair any damage their bikes cause to public infrastructure.\u003c/p>\n\u003cp>Ofo and its leading competitor in the Chinese market, Mobike, are each reported to have won more than $1 billion in venture capital funding. The two companies alone have deployed 15 million bicycles in more than 100 Chinese cities.\u003c/p>\n\u003cp>Both firms have begun rollouts in the United States, along with homegrown startups LimeBike and San Francisco-based spin. The companies point to Seattle, which saw a conventional docked-bike system fail and then launched a pilot featuring more than 9,000 bikes from several dockless firms, as an example of how cities might embrace their offerings.\u003c/p>\n\u003cp>But Seattle and other cities have experienced some of the dumping problem that has plagued Chinese cities.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In Dallas, which has about 20,000 dockless bikes on the street, frustration with two-wheelers strewn across sidewalks and trails has led to some \u003ca href=\"http://www.star-telegram.com/news/local/community/dallas/article195787284.html\" target=\"_blank\" rel=\"noopener\">imaginative vandalism\u003c/a> and \u003ca href=\"https://www.dallasnews.com/news/dallas-city-council/2018/01/18/dallasto-bike-share-companies-clean-mess-will\" target=\"_blank\" rel=\"noopener\">an ultimatum\u003c/a> from city officials to the companies to clean up their act.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>For the second time in little more than three weeks, an alleged drunken driver is facing criminal charges for hitting a California Highway Patrol officer on an East Bay freeway.\u003c/p>\n\u003cp>CHP spokesman Brandon Correia said Tuesday that Officer Martin Lendway suffered major injuries early Monday evening while helping drivers on Highway 4 in Concord.\u003c/p>\n\u003cp>Correia said Lendway was responding to “a simple traffic collision” when “this erratic, impaired DUI driver crashes into him, nearly killing him.”\u003c/p>\n\u003cp>Lendway, a former Marine, was pinned after a car struck one of the vehicles he was assisting, sending it crashing into him. He used his cellphone to call in his own injuries.\u003c/p>\n\u003cp>He underwent surgery Tuesday and is expected to recover, though Correia said it’s unclear whether Lendway’s injuries will affect his ability to ride a motorcycle.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Driver Tammy Peggy Louise Walker of Pittsburg was booked for two counts of felony DUI and reckless driving, both causing great bodily injury to another person, as well as driving on a suspended license.\u003c/p>\n\u003cp>“That person made a horrible choice to get impaired and get behind the wheel and then drive in the center divide like it’s a lane of traffic and collide into the officer and the other vehicles,” Correia said.\u003c/p>\n\u003cp>Lendway’s injuries come after another suspected DUI driver hit two CHP officers in Hayward on Christmas Eve, injuring one and killing the other.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Mohammad Ali is being held without bail in the death of Officer Andrew Camilleri. Ali was arraigned Tuesday on five felony charges, including second-degree murder.\u003c/p>\n\n",
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"excerpt": "California Highway Patrol Officer Martin Lendway suffered major injuries Monday after he was hit by an alleged drunken driver while helping drivers on Highway 4 in Concord, less than a month after Officer Andrew Camilleri was killed.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For the second time in little more than three weeks, an alleged drunken driver is facing criminal charges for hitting a California Highway Patrol officer on an East Bay freeway.\u003c/p>\n\u003cp>CHP spokesman Brandon Correia said Tuesday that Officer Martin Lendway suffered major injuries early Monday evening while helping drivers on Highway 4 in Concord.\u003c/p>\n\u003cp>Correia said Lendway was responding to “a simple traffic collision” when “this erratic, impaired DUI driver crashes into him, nearly killing him.”\u003c/p>\n\u003cp>Lendway, a former Marine, was pinned after a car struck one of the vehicles he was assisting, sending it crashing into him. He used his cellphone to call in his own injuries.\u003c/p>\n\u003cp>He underwent surgery Tuesday and is expected to recover, though Correia said it’s unclear whether Lendway’s injuries will affect his ability to ride a motorcycle.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The family and friends of the Bay Bridge toll collector who died Saturday say she was a generous mother and wife. Si Si Han, 46, was killed after a box truck crashed into the tollbooth where she had just begun a morning shift minutes before.\u003c/p>\n\u003cp>“She always smiled,” said Ryan Saw, 40, Han’s husband. “She put family first, you know? She was always there for her daughter, for her mom, for me.”\u003c/p>\n\u003cp>On Sunday afternoon, Saw and other relatives gathered by the Bay Bridge Toll Plaza for a traditional Buddhist ceremony. They poured water in the area where Han died and left a flower to wish her a long afterlife, said Ashin Nanikabhivamsa, the priest who officiated the ceremony.\u003c/p>\n\u003cfigure id=\"attachment_11635402\" class=\"wp-caption alignright\" style=\"max-width: 101px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11635402\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/12/Screen-Shot-2017-12-06-at-3.40.55-PM.png\" alt=\"\" width=\"101\" height=\"182\">\u003cfigcaption class=\"wp-caption-text\">Si Si Han, a Caltrans employee, died after a box truck crashed into the tollbooth where she was working. This photo comes from an announcement of her funeral by her family. \u003ccite>(Courtesy of the Han family)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We pray for Ms. Han and we sing loving kindness. We wish her a healthy, happy life,” said Nanikabhivamsa, sitting by a golden Buddha at Han’s temple in Hayward.\u003c/p>\n\u003cp>Her death is a “big loss” to the Bay Area’s Burmese community, he said. The immigrant from Myanmar, also known as Burma, donated money and often cooked food for festivals at the Mudita Shwe Kyaung temple.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“She was very, very kind and generous,” Nanikabhivamsa said. “Almost every month she’d bring food for us at our monastery.”\u003c/p>\n\u003cp>Han loved to try out new recipes at home for 10-year-old daughter, Ashly, said Saw.\u003c/p>\n\u003cp>“My daughter… whatever my wife made, she’d want to eat it, too,” he said. Han “was so happy she made it for our daughter.”\u003c/p>\n\u003cp>The family is grieving and planning a funeral for Han this Friday.\u003c/p>\n\u003cp>“I’m trying to be strong, but it’s very hard,” said Saw, his voice breaking. The couple was married for 16 years.\u003c/p>\n\u003cp>\u003cstrong>Made ‘a Lot of Friends’\u003c/strong>\u003c/p>\n\u003cp>Saw met Han in Myanmar when he was only 15 years old. He left for the U.S. the following year to go to high school, but they kept in touch for a decade. She was his first love, he said.\u003c/p>\n\u003cp>“We went apart. But when I became a (U.S.) citizen, I went back to my country and married her,” said Saw, a post office worker in Oakland.\u003c/p>\n\u003cp>After Han moved to the U.S., the couple lived in Daly City, near Saw’s relatives. It was difficult for Han to adapt at first, he said. She worried she wouldn’t be happy in her adopted country.\u003c/p>\n\u003cp>But Han took English lessons and got an accounting degree from Skyline College in San Bruno. Those experiences helped change her outlook.\u003c/p>\n\u003cp>“She met a lot of friends,” said Saw, from San Lorenzo. He added that while Han had initially insisted the couple go back to Myanmar for their retirement, she later decided to make the Bay Area their permanent home.\u003c/p>\n\u003cp>Han was enrolled at Skyline from 2003 to 2006, said Cherie Colin, a spokeswoman for the college.\u003c/p>\n\u003cp>“Our deepest condolences go out to her family and friends on this tremendous loss to our community,” said Colin.\u003c/p>\n\u003cfigure id=\"attachment_11635413\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11635413\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-520x347.jpg 520w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Ashin Nanikabhivamsa, a monk at the Mudita Shwe Kyaung temple, in Hayward, on Dec. 5, 2017. Si Si Han was “a real family lady,” he said. “She was very kind.” \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>‘Just Wanted to Say ‘Si Si Get Up”\u003c/strong>\u003c/p>\n\u003cp>The day of the fatal accident, Saw dropped his wife at work around 4:30 a.m. He promised to pick her up in the afternoon. The family planned to have lunch at one of Han’s favorite Thai or Indian restaurants, and then go shopping, he said.\u003c/p>\n\u003cp>But a few minutes after Han started her shift at 5 a.m. on Lane 14, a man suspected of driving under the influence rammed a rental box truck into other vehicles and destroyed the tollbooth where she was working.\u003c/p>\n\u003cp>Han’s body was ejected from the booth, said Latasha Luster, who saw the fatal accident happen from the nearby toll operations building. Luster remembers running out as fast as she could.\u003c/p>\n\u003cp>“It looked like a total war zone. You also had other vehicles that were involved. Three lanes were affected by it,” said Luster, one of Han’s supervisors. “I turned around, looking for her. When I did see her, all I wanted to do is get to her. Just wanted to say, ‘Si Si get up, get up.’ ”\u003c/p>\n\u003cp>The Caltrans employee was declared dead at the scene. She worked as a Bay Bridge toll collector for a decade. Luster gave Han her new employee orientation in 2007.\u003c/p>\n\u003cp>On a recent afternoon, the debris from the accident was gone, and hundreds of cars inched their way to the bridge. Now there’s just an empty space where Lane 14 used to stand.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Si Si was one of ours. She still is, to me,” said Luster, adding that many employees at the Bay Bridge are heartbroken by her death. “She’s going to be missed. She’s going to be missed.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“She was very, very kind and generous,” Nanikabhivamsa said. “Almost every month she’d bring food for us at our monastery.”\u003c/p>\n\u003cp>Han loved to try out new recipes at home for 10-year-old daughter, Ashly, said Saw.\u003c/p>\n\u003cp>“My daughter… whatever my wife made, she’d want to eat it, too,” he said. Han “was so happy she made it for our daughter.”\u003c/p>\n\u003cp>The family is grieving and planning a funeral for Han this Friday.\u003c/p>\n\u003cp>“I’m trying to be strong, but it’s very hard,” said Saw, his voice breaking. The couple was married for 16 years.\u003c/p>\n\u003cp>\u003cstrong>Made ‘a Lot of Friends’\u003c/strong>\u003c/p>\n\u003cp>Saw met Han in Myanmar when he was only 15 years old. He left for the U.S. the following year to go to high school, but they kept in touch for a decade. She was his first love, he said.\u003c/p>\n\u003cp>“We went apart. But when I became a (U.S.) citizen, I went back to my country and married her,” said Saw, a post office worker in Oakland.\u003c/p>\n\u003cp>After Han moved to the U.S., the couple lived in Daly City, near Saw’s relatives. It was difficult for Han to adapt at first, he said. She worried she wouldn’t be happy in her adopted country.\u003c/p>\n\u003cp>But Han took English lessons and got an accounting degree from Skyline College in San Bruno. Those experiences helped change her outlook.\u003c/p>\n\u003cp>“She met a lot of friends,” said Saw, from San Lorenzo. He added that while Han had initially insisted the couple go back to Myanmar for their retirement, she later decided to make the Bay Area their permanent home.\u003c/p>\n\u003cp>Han was enrolled at Skyline from 2003 to 2006, said Cherie Colin, a spokeswoman for the college.\u003c/p>\n\u003cp>“Our deepest condolences go out to her family and friends on this tremendous loss to our community,” said Colin.\u003c/p>\n\u003cfigure id=\"attachment_11635413\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11635413\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-520x347.jpg 520w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Ashin Nanikabhivamsa, a monk at the Mudita Shwe Kyaung temple, in Hayward, on Dec. 5, 2017. Si Si Han was “a real family lady,” he said. “She was very kind.” \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>‘Just Wanted to Say ‘Si Si Get Up”\u003c/strong>\u003c/p>\n\u003cp>The day of the fatal accident, Saw dropped his wife at work around 4:30 a.m. He promised to pick her up in the afternoon. The family planned to have lunch at one of Han’s favorite Thai or Indian restaurants, and then go shopping, he said.\u003c/p>\n\u003cp>But a few minutes after Han started her shift at 5 a.m. on Lane 14, a man suspected of driving under the influence rammed a rental box truck into other vehicles and destroyed the tollbooth where she was working.\u003c/p>\n\u003cp>Han’s body was ejected from the booth, said Latasha Luster, who saw the fatal accident happen from the nearby toll operations building. Luster remembers running out as fast as she could.\u003c/p>\n\u003cp>“It looked like a total war zone. 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"content": "\u003cp>Design teams from all over the globe gathered near Los Angeles over the weekend for an unusual competition. The prize was a claim to nerd fame: Who can design the fastest Hyperloop pod in the world?\u003c/p>\n\u003cp>Hyperloop, the futuristic technology championed by \u003ca href=\"http://www.spacex.com\">SpaceX\u003c/a> founder Elon Musk, promises a half-hour trip from L.A. to San Francisco.\u003c/p>\n\u003cp>You could think of it as a 1-mile-long air hockey table. You build a Hyperloop pod, put it in a long, almost airless vacuum tube, float that thing on air or magnets, and then give it a push. It flies like it’s on the moon — up to 760 mph, theoretically.\u003c/p>\n\u003cp>[audio src=\"http://www.kqed.org/.stream/anon/radio/tcr/2017/08/HyperloopGornfeature.mp3\" Image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/HyperloopTube2-1-800x644.jpg\" Title=\"In Latest Hyperloop Design Competition, a Need for Speed\" program=\"The California Report\"]\u003c/p>\n\u003cp>Last January’s SpaceX \u003ca href=\"https://www.youtube.com/watch?v=RoEoTumfXG0\" target=\"_blank\" rel=\"noopener noreferrer\">Hyperloop invitational\u003c/a> started with 320 entrants, and whittled them down to 27 finalists. For last weekend’s contest, just 24 teams competed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In January, the main concern was figuring out if these things actually worked. But this past weekend, the judging was a little simpler to understand. It came down to one main deciding factor: speed.\u003c/p>\n\u003cp>A team of German students from the Technical University of Munich — \u003ca href=\"http://hyperloop.warr.de/\" target=\"_blank\" rel=\"noopener noreferrer\">WARR Hyperloop\u003c/a> — came out on top, as their prototype reached a speed of 201 mph.\u003c/p>\n\u003cp>https://twitter.com/elonmusk/status/902039243601485824\u003c/p>\n\u003cp>Among the other entrants were three teams from California: from \u003ca href=\"http://www.ucsbhyperloop.com/\">UC Santa Barbara\u003c/a>, \u003ca href=\"https://www.hornethyperloop.com/\">Cal State Sacramento\u003c/a> and \u003ca href=\"https://uci.edu\">UC Irvine\u003c/a>.\u003c/p>\n\u003cp>UC Irvine placed fifth in the world last year \u003ca href=\"http://www.hyperxite.com/pod\">with its pod design\u003c/a>. In a hangar-like engineering room at UCI, young engineers are working night and day to make their high-tech bucket of bolts — tucked inside a sleek carbon-fiber shell — go as fast as it can.\u003c/p>\n\u003cfigure id=\"attachment_11614406\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614406\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg\" alt=\"The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took 5th place in the world at the first Hyperloop competition in January.\" width=\"800\" height=\"727\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-160x145.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1020x927.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1180x1072.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-960x872.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-240x218.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-375x341.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-520x472.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took fifth place in the world at the first Hyperloop competition in January. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s a 920-pound pod,” says Arwa Tizani, a graduate student and manager of UC Irvine’s Hyperloop project. “It’s using air-based levitation, as opposed to most of the teams that are using magnetic levitation.”\u003c/p>\n\u003cp>Steve Davis is head of the Hyperloop program at Elon Musk’s SpaceX rocket company in Hawthorne, just outside L.A. He says there’s something appealing about having a somewhat singular focus for judging this time around.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘At some point, if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.’\u003ccite>Celeste Bean, UC Santa Barbara\u003c/cite>\u003c/aside>\n\u003cp>“Speed is an objective metric,” Davis says. “How fast can you go without crashing is a very objective metric and an interesting metric.”\u003c/p>\n\u003cp>\u003ca href=\"http://www.spacex.com/sites/spacex/files/hyperloop_alpha-20130812.pdf\">Hyperloop is Musk’s answer\u003c/a> to what he called “outdated technology” in plans for high-speed rail in California. Musk proposed a completely new form of transportation — a fifth mode of transportation, along with cars, trains, boats and planes — and then challenged academics to make it.\u003c/p>\n\u003cp>Celeste Bean is the graduate student heading the UC Santa Barbara effort. She says she’s in it for the monumental engineering challenges — but at the same time, it’s kind of neat, she says, to ride the huge wave of nerdy buzz that seems to accompany all Musk science projects.\u003c/p>\n\u003cp>“I don’t know if I’m ever going to work on something that has the same kind of cool factor that the Hyperloop does,” Bean says.\u003c/p>\n\u003cfigure id=\"attachment_11614409\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614409\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg\" alt=\"Arwa Tazani, manager of UC Irvine's HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI's engineering building.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Arwa Tazani, manager of UC Irvine’s HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI’s engineering building. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Safety is one of the big challenges when designing something running at high speed through a 6-foot-diameter Hyperloop tube. It’s not just getting the pod inside it to move really fast that’s important, she says. It’s also getting the pod to stop that fast, too.\u003c/p>\n\u003cp>“At some point,” Bean says, “if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.”\u003c/p>\n\u003cp>That means carrying precious cargo, such as human passengers, is still a long way off. But this contest is one step on the road to solving all of those technical problems, Bean says.\u003c/p>\n\u003cp>Plus it’s a chance to see all her time and effort and thought turned into raw power and speed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SpaceX Hyperloop challenge in Hawthorne runs Aug. 25-27. The event won’t be livestreamed but will be \u003ca href=\"http://www.spacex.com/hyperloop\">taped and shown at a later date\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Among the other entrants were three teams from California: from \u003ca href=\"http://www.ucsbhyperloop.com/\">UC Santa Barbara\u003c/a>, \u003ca href=\"https://www.hornethyperloop.com/\">Cal State Sacramento\u003c/a> and \u003ca href=\"https://uci.edu\">UC Irvine\u003c/a>.\u003c/p>\n\u003cp>UC Irvine placed fifth in the world last year \u003ca href=\"http://www.hyperxite.com/pod\">with its pod design\u003c/a>. In a hangar-like engineering room at UCI, young engineers are working night and day to make their high-tech bucket of bolts — tucked inside a sleek carbon-fiber shell — go as fast as it can.\u003c/p>\n\u003cfigure id=\"attachment_11614406\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614406\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg\" alt=\"The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took 5th place in the world at the first Hyperloop competition in January.\" width=\"800\" height=\"727\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-160x145.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1020x927.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1180x1072.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-960x872.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-240x218.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-375x341.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-520x472.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took fifth place in the world at the first Hyperloop competition in January. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s a 920-pound pod,” says Arwa Tizani, a graduate student and manager of UC Irvine’s Hyperloop project. “It’s using air-based levitation, as opposed to most of the teams that are using magnetic levitation.”\u003c/p>\n\u003cp>Steve Davis is head of the Hyperloop program at Elon Musk’s SpaceX rocket company in Hawthorne, just outside L.A. He says there’s something appealing about having a somewhat singular focus for judging this time around.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘At some point, if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.’\u003ccite>Celeste Bean, UC Santa Barbara\u003c/cite>\u003c/aside>\n\u003cp>“Speed is an objective metric,” Davis says. “How fast can you go without crashing is a very objective metric and an interesting metric.”\u003c/p>\n\u003cp>\u003ca href=\"http://www.spacex.com/sites/spacex/files/hyperloop_alpha-20130812.pdf\">Hyperloop is Musk’s answer\u003c/a> to what he called “outdated technology” in plans for high-speed rail in California. Musk proposed a completely new form of transportation — a fifth mode of transportation, along with cars, trains, boats and planes — and then challenged academics to make it.\u003c/p>\n\u003cp>Celeste Bean is the graduate student heading the UC Santa Barbara effort. She says she’s in it for the monumental engineering challenges — but at the same time, it’s kind of neat, she says, to ride the huge wave of nerdy buzz that seems to accompany all Musk science projects.\u003c/p>\n\u003cp>“I don’t know if I’m ever going to work on something that has the same kind of cool factor that the Hyperloop does,” Bean says.\u003c/p>\n\u003cfigure id=\"attachment_11614409\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614409\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg\" alt=\"Arwa Tazani, manager of UC Irvine's HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI's engineering building.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Arwa Tazani, manager of UC Irvine’s HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI’s engineering building. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Safety is one of the big challenges when designing something running at high speed through a 6-foot-diameter Hyperloop tube. It’s not just getting the pod inside it to move really fast that’s important, she says. It’s also getting the pod to stop that fast, too.\u003c/p>\n\u003cp>“At some point,” Bean says, “if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.”\u003c/p>\n\u003cp>That means carrying precious cargo, such as human passengers, is still a long way off. But this contest is one step on the road to solving all of those technical problems, Bean says.\u003c/p>\n\u003cp>Plus it’s a chance to see all her time and effort and thought turned into raw power and speed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SpaceX Hyperloop challenge in Hawthorne runs Aug. 25-27. The event won’t be livestreamed but will be \u003ca href=\"http://www.spacex.com/hyperloop\">taped and shown at a later date\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Mark your calendars, North Bay commuters.\u003c/p>\n\u003cp>The long-awaited Sonoma-Marin Area Rail Transit, or SMART train, will finally launch full passenger service on Friday, Aug. 25, after receiving approval from the Federal Railroad Administration (FRA), the agency announced on Thursday.\u003c/p>\n\u003cp>The 43-mile system will stretch from the Sonoma County Airport to downtown San Rafael. An extension to Larkspur is expected to be completed by 2019.\u003c/p>\n\u003cp>It’s been a long road for North Bay commuters to get to this point. Voters approved a sales tax to pay for the train in 2008, but the financial crisis delayed the project. A design flaw and the need for more testing pushed a scheduled 2016 launch date into this year.\u003c/p>\n\u003cp>“People have been working seven days a week for years for this day,” said Debora Fudge, the mayor of Windsor and chair of the SMART Board of Directors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[audio src=\"http://www.kqed.org/.stream/anon/radio/RDnews/2017/08/00127269.mp3\" title=\"SMART Train Is Really Happening ... For Real\" program=\"KQED News\" image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark.jpg\"]\u003c/p>\n\u003cp>The final holdup was an FRA review of the SMART train’s positive train control safety system, which is designed to automatically stop trains and avoid collisions. An FRA spokeswoman said while SMART is not yet PTC-certified, it has “revenue service demonstration (RSD) approval, which means it can test and run trains with PTC and report to FRA all anomalies, at real time, so that we can determine whether they can continue with their PTC system in service.”\u003c/p>\n\u003cp>PTC uses GPS technology to track where trains are and how fast they’re going. If something goes wrong, PTC alerts the train operator and can automatically slow a train if the operator doesn’t respond.\u003c/p>\n\u003cp>“It doesn’t completely automate the operation of the train,” said James Moore, director of the transportation engineering program at the University of Southern California. “The goal is to automate the decisions that have to be made to avoid a collision.\u003c/p>\n\u003cp>All passenger and freight trains in the U.S. are required to have PTC installed by the end of 2018. Congress passed a law requiring its implementation after a head-on collision between a commuter train and a freight train in Chatsworth, California, killed 25 people and injured more than 100 in 2008. Moore said PTC could have prevented that crash and other recent deadly train collisions.\u003c/p>\n\u003cp>SMART could have started service without PTC and installed it before the deadline of Dec. 31, 2018, but SMART General Manager Farhad Mansourian said they wanted to have the latest safety system installed from the beginning, making SMART one of the first rail systems in the country to have PTC fully operational from its inception.\u003c/p>\n\u003cp>“Positive train control will prevent all speed-related and speed-related human error accidents, which are a common cause of train accidents,” Mansourian said. “It will save a lot of lives.”\u003c/p>\n\u003cp>The hope is that SMART will also save North Bay commuters a lot of time, freeing them from the constant congestion on Highway 101.\u003c/p>\n\u003cp>“This is really going to increase the quality of life for people who live up here,” Fudge said. She pointed to the certainty that the SMART train schedule will provide, as well as the community that she’s seen grow on \u003ca href=\"https://ww2.kqed.org/news/2017/06/30/a-ride-on-the-smart-train-finally/\" target=\"_blank\" rel=\"noopener noreferrer\">preview rides\u003c/a>.\u003c/p>\n\u003cp>“People are visiting with each other on the train,” Fudge said. “They’re having coffee or a beer or a snack, and they’re really communicating with each other.”\u003c/p>\n\u003cp>Mansourian said SMART expects to have around 3,000 riders a day at the beginning.\u003c/p>\n\u003cp>“Now that they have an option, people are going to start asking themselves, ‘Do I want to take this and cut my commute in half, or do I want to be stuck on 101?’ ” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SMART train will be free on opening day, and fares will be half price through Labor Day.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The final holdup was an FRA review of the SMART train’s positive train control safety system, which is designed to automatically stop trains and avoid collisions. An FRA spokeswoman said while SMART is not yet PTC-certified, it has “revenue service demonstration (RSD) approval, which means it can test and run trains with PTC and report to FRA all anomalies, at real time, so that we can determine whether they can continue with their PTC system in service.”\u003c/p>\n\u003cp>PTC uses GPS technology to track where trains are and how fast they’re going. If something goes wrong, PTC alerts the train operator and can automatically slow a train if the operator doesn’t respond.\u003c/p>\n\u003cp>“It doesn’t completely automate the operation of the train,” said James Moore, director of the transportation engineering program at the University of Southern California. “The goal is to automate the decisions that have to be made to avoid a collision.\u003c/p>\n\u003cp>All passenger and freight trains in the U.S. are required to have PTC installed by the end of 2018. Congress passed a law requiring its implementation after a head-on collision between a commuter train and a freight train in Chatsworth, California, killed 25 people and injured more than 100 in 2008. Moore said PTC could have prevented that crash and other recent deadly train collisions.\u003c/p>\n\u003cp>SMART could have started service without PTC and installed it before the deadline of Dec. 31, 2018, but SMART General Manager Farhad Mansourian said they wanted to have the latest safety system installed from the beginning, making SMART one of the first rail systems in the country to have PTC fully operational from its inception.\u003c/p>\n\u003cp>“Positive train control will prevent all speed-related and speed-related human error accidents, which are a common cause of train accidents,” Mansourian said. “It will save a lot of lives.”\u003c/p>\n\u003cp>The hope is that SMART will also save North Bay commuters a lot of time, freeing them from the constant congestion on Highway 101.\u003c/p>\n\u003cp>“This is really going to increase the quality of life for people who live up here,” Fudge said. She pointed to the certainty that the SMART train schedule will provide, as well as the community that she’s seen grow on \u003ca href=\"https://ww2.kqed.org/news/2017/06/30/a-ride-on-the-smart-train-finally/\" target=\"_blank\" rel=\"noopener noreferrer\">preview rides\u003c/a>.\u003c/p>\n\u003cp>“People are visiting with each other on the train,” Fudge said. “They’re having coffee or a beer or a snack, and they’re really communicating with each other.”\u003c/p>\n\u003cp>Mansourian said SMART expects to have around 3,000 riders a day at the beginning.\u003c/p>\n\u003cp>“Now that they have an option, people are going to start asking themselves, ‘Do I want to take this and cut my commute in half, or do I want to be stuck on 101?’ ” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SMART train will be free on opening day, and fares will be half price through Labor Day.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Oakland is home to the fifth-busiest container port in the country, and all around it containers are stacked sky-high like colorful, life-size Lego bricks.\u003c/p>\n\u003cp>Listener Ajith Kumar asked Bay Curious:\u003c/p>\n\u003cp>\u003cstrong>“Why are there millions of containers in West Oakland? How much trade is happening via those containers every month?”\u003c/strong>\u003c/p>\n\u003cp>I met port spokesman Mike Zampa at the edge of the seaport, where we could see ships coming in and thousands of 20-foot-long containers piled up.\u003c/p>\n\u003cfigure id=\"attachment_11608045\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-11608045\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg\" alt=\"Mike Zampa at the Oakland Port.\" width=\"640\" height=\"480\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1920x1440.jpeg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1180x885.jpeg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-960x720.jpeg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-240x180.jpeg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-375x281.jpeg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-520x390.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Mike Zampa at the Oakland Port. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The port handles about 2.5 million containers every year. Some of those are empty, either to be filled here or filled elsewhere. As for loaded containers, the port hit a record last year when it handled 1.9 million of them.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Almost everything can be, and is, sent by container ship, Zampa says. From palm trees to racehorses.\u003c/p>\n\u003cp>“You name it, you’ll find it in a container,” he says.\u003c/p>\n\u003ch3>Ship Size Matters\u003c/h3>\n\u003cp>As for the ships, they keep getting bigger to handle more volume. The biggest ships are longer than the Empire State Building is tall.\u003c/p>\n\u003cp>“If you tip the Empire State Building on its side, the biggest ships coming to Oakland are bigger,” Zampa says.\u003c/p>\n\u003cp>Your average ship can hold about 14,000 containers. Last year, the biggest ship that came to Oakland could hold more than 18,000 containers. According to \u003ca href=\"http://www.bbc.com/news/magazine-21432226\">the BBC\u003c/a>, a ship that big could fit 36,000 cars or 863 million tins of baked beans.\u003c/p>\n\u003cp>This is one of the reasons shipping by sea is more efficient than shipping by air, Zampa says.\u003c/p>\n\u003cp>“If you put all that cargo on airplanes, how many airplanes would it take? I couldn’t tell you,” he says. “But that’s a lot more exhaust being emitted.”\u003c/p>\n\u003cp>Comparing the cargo space of an average freighter ship to the cargo space of a 747 airplane, it would take roughly 630 planes to move as much as a single ship. The difference is time. On average it takes a couple of weeks for a container ship to cross the Pacific from Asia.\u003c/p>\n\u003ch3>A ‘Star Wars’ Connection?\u003c/h3>\n\u003cp>We’ve been asked if the cranes at the port inspired \u003ca href=\"http://www.sfgate.com/bayarea/article/Nah-dude-they-weren-t-cranes-they-were-garbage-3279459.php\">George Lucas\u003c/a> to create the AT-AT snow walkers in “The Empire Strikes Back.” It turns out that they did not.\u003c/p>\n\u003cp>Zampa says the port is still special, just not in a Hollywood way. One way it stands out is that this American port exports more than it imports. And that’s not the case with most other U.S. ports.\u003c/p>\n\u003cp>“Most other U.S. ports are heavily skewed toward imports,” Zampa says. “That reflects the trade imbalance that the U.S. has with the rest of the world.”\u003c/p>\n\u003cp>Imports mostly come from Asia via Southern California.\u003c/p>\n\u003cfigure id=\"attachment_11608071\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11608071\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg\" alt='The \"Benjamin Franklin\", a cargo ship capable of carrying 18,000 containers.' width=\"640\" height=\"427\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg 640w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-520x347.jpg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">The Benjamin Franklin, a cargo ship capable of carrying 18,000 containers. \u003ccite>(Eric Garcetti/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>What’s in the Containers?\u003c/h3>\n\u003cp>Imports include apparel, consumer electronics, consumer goods, glass and a variety of household items.\u003c/p>\n\u003cp>The Oakland port exports lots of dried fruits and nuts, wine and other beverages.\u003c/p>\n\u003cp>Zampa says demand from Asia is growing for American farm products.\u003c/p>\n\u003cp>“Their middle-class populations have exploded, and as the middle class develops, it develops middle-class tastes,” he says.\u003c/p>\n\u003cp>Another major export out of Oakland? Paper.\u003c/p>\n\u003cp>That’s because of all the cardboard boxes we use to package our goods.\u003c/p>\n\u003cp>“If you think about it, everything you buy is going to come in a cardboard box,” Zampa says. “The West Coast sends a lot of scrap paper to Asia to make cardboard boxes that then get filled with goods and shipped back here.”\u003c/p>\n\u003cp>The port’s busiest season comes in late summer and early fall as American retailers stock up for the holidays. Last year, the port’s busiest month was August, when more than 220,000 containers came or went.\u003c/p>\n\u003ch3>Why Not San Francisco?\u003c/h3>\n\u003cp>San Francisco was once the major port in Northern California, but when container shipping emerged, Zampa says San Francisco no longer had the land to handle containers. Oakland did. Today there are hundreds of acres of land devoted to container shipping.\u003c/p>\n\u003cp>The Oakland port has the advantage of being close to lots of cities and easily connecting to railway lines. About 10 percent to 20 percent of the containers head on to rail, destined for places like Salt Lake City or Denver.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But the majority of the container cargo is loaded onto trucks and taken to destinations in Northern California and western Nevada.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland is home to the fifth-busiest container port in the country, and all around it containers are stacked sky-high like colorful, life-size Lego bricks.\u003c/p>\n\u003cp>Listener Ajith Kumar asked Bay Curious:\u003c/p>\n\u003cp>\u003cstrong>“Why are there millions of containers in West Oakland? How much trade is happening via those containers every month?”\u003c/strong>\u003c/p>\n\u003cp>I met port spokesman Mike Zampa at the edge of the seaport, where we could see ships coming in and thousands of 20-foot-long containers piled up.\u003c/p>\n\u003cfigure id=\"attachment_11608045\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-11608045\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg\" alt=\"Mike Zampa at the Oakland Port.\" width=\"640\" height=\"480\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1920x1440.jpeg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1180x885.jpeg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-960x720.jpeg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-240x180.jpeg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-375x281.jpeg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-520x390.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Mike Zampa at the Oakland Port. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The port handles about 2.5 million containers every year. Some of those are empty, either to be filled here or filled elsewhere. As for loaded containers, the port hit a record last year when it handled 1.9 million of them.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Almost everything can be, and is, sent by container ship, Zampa says. From palm trees to racehorses.\u003c/p>\n\u003cp>“You name it, you’ll find it in a container,” he says.\u003c/p>\n\u003ch3>Ship Size Matters\u003c/h3>\n\u003cp>As for the ships, they keep getting bigger to handle more volume. The biggest ships are longer than the Empire State Building is tall.\u003c/p>\n\u003cp>“If you tip the Empire State Building on its side, the biggest ships coming to Oakland are bigger,” Zampa says.\u003c/p>\n\u003cp>Your average ship can hold about 14,000 containers. Last year, the biggest ship that came to Oakland could hold more than 18,000 containers. According to \u003ca href=\"http://www.bbc.com/news/magazine-21432226\">the BBC\u003c/a>, a ship that big could fit 36,000 cars or 863 million tins of baked beans.\u003c/p>\n\u003cp>This is one of the reasons shipping by sea is more efficient than shipping by air, Zampa says.\u003c/p>\n\u003cp>“If you put all that cargo on airplanes, how many airplanes would it take? I couldn’t tell you,” he says. “But that’s a lot more exhaust being emitted.”\u003c/p>\n\u003cp>Comparing the cargo space of an average freighter ship to the cargo space of a 747 airplane, it would take roughly 630 planes to move as much as a single ship. The difference is time. On average it takes a couple of weeks for a container ship to cross the Pacific from Asia.\u003c/p>\n\u003ch3>A ‘Star Wars’ Connection?\u003c/h3>\n\u003cp>We’ve been asked if the cranes at the port inspired \u003ca href=\"http://www.sfgate.com/bayarea/article/Nah-dude-they-weren-t-cranes-they-were-garbage-3279459.php\">George Lucas\u003c/a> to create the AT-AT snow walkers in “The Empire Strikes Back.” It turns out that they did not.\u003c/p>\n\u003cp>Zampa says the port is still special, just not in a Hollywood way. One way it stands out is that this American port exports more than it imports. And that’s not the case with most other U.S. ports.\u003c/p>\n\u003cp>“Most other U.S. ports are heavily skewed toward imports,” Zampa says. “That reflects the trade imbalance that the U.S. has with the rest of the world.”\u003c/p>\n\u003cp>Imports mostly come from Asia via Southern California.\u003c/p>\n\u003cfigure id=\"attachment_11608071\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11608071\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg\" alt='The \"Benjamin Franklin\", a cargo ship capable of carrying 18,000 containers.' width=\"640\" height=\"427\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg 640w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-520x347.jpg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">The Benjamin Franklin, a cargo ship capable of carrying 18,000 containers. \u003ccite>(Eric Garcetti/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>What’s in the Containers?\u003c/h3>\n\u003cp>Imports include apparel, consumer electronics, consumer goods, glass and a variety of household items.\u003c/p>\n\u003cp>The Oakland port exports lots of dried fruits and nuts, wine and other beverages.\u003c/p>\n\u003cp>Zampa says demand from Asia is growing for American farm products.\u003c/p>\n\u003cp>“Their middle-class populations have exploded, and as the middle class develops, it develops middle-class tastes,” he says.\u003c/p>\n\u003cp>Another major export out of Oakland? Paper.\u003c/p>\n\u003cp>That’s because of all the cardboard boxes we use to package our goods.\u003c/p>\n\u003cp>“If you think about it, everything you buy is going to come in a cardboard box,” Zampa says. “The West Coast sends a lot of scrap paper to Asia to make cardboard boxes that then get filled with goods and shipped back here.”\u003c/p>\n\u003cp>The port’s busiest season comes in late summer and early fall as American retailers stock up for the holidays. Last year, the port’s busiest month was August, when more than 220,000 containers came or went.\u003c/p>\n\u003ch3>Why Not San Francisco?\u003c/h3>\n\u003cp>San Francisco was once the major port in Northern California, but when container shipping emerged, Zampa says San Francisco no longer had the land to handle containers. Oakland did. Today there are hundreds of acres of land devoted to container shipping.\u003c/p>\n\u003cp>The Oakland port has the advantage of being close to lots of cities and easily connecting to railway lines. About 10 percent to 20 percent of the containers head on to rail, destined for places like Salt Lake City or Denver.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But the majority of the container cargo is loaded onto trucks and taken to destinations in Northern California and western Nevada.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>FRESNO — Prosecutors charged a teenage driver Wednesday with vehicular manslaughter while intoxicated and other counts after she lost control of her car while livestreaming on Instagram and recorded a crash that killed her younger sister.\u003c/p>\n\u003cp>The behavior of 18-year-old Obdulia Sanchez captured by the video was “disturbing and shocking,” Merced County Chief Deputy District Attorney Harold Nutt said in a statement.\u003c/p>\n\u003cfigure id=\"attachment_11594990\" class=\"wp-caption alignnone\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11594990\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/07/Sanchez.jpg\" alt=\"\" width=\"400\" height=\"368\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/07/Sanchez.jpg 200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/07/Sanchez-160x147.jpg 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">Obdulia Sanchez, 18, was charged with vehicular manslaughter and drunken driving. \u003ccite>(Courtesy of Merced County Sheriff)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He did not elaborate, but the footage shows she was dancing to music while she drove and taking her hands from the steering wheel.\u003cbr>\nProsecutors say the video will be a key piece of evidence in the case.\u003c/p>\n\u003cp>Sanchez was driving the car on Friday when it veered onto the shoulder of a road about 75 miles (120.7 kilometers) northwest of Fresno, authorities said.\u003c/p>\n\u003cp>She overcorrected, causing the vehicle to swerve and overturn into a field, ejecting and killing her 14-year-old sister, Jacqueline Sanchez, authorities said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After a gap in the livestream, the driver is seen leaning over the girl’s body, saying she was sorry. She said she expected to spend the rest of her life in prison but doesn’t care.\u003c/p>\n\u003cp>“This is the last thing I wanted to happen, OK? … Rest in peace, sweetie,” the teen says. “If you don’t survive, I’m so (expletive) sorry.”\u003c/p>\n\u003cp>Another 14-year-old girl suffered a leg injury in the crash.\u003c/p>\n\u003cp>The five counts against Sanchez also include drunken driving resulting in injuries. Prosecutors say Sanchez could spend more than 13 years in state prison if convicted of all the charges.\u003c/p>\n\u003cp>Sanchez is expected to appear in court later in the day. An attorney representing her could not be reached for comment.\u003c/p>\n\u003cp>Her father, Nicandro Sanchez, has called it an unexplainable accident.\u003c/p>\n\u003cp>“What I think is she knows she’s done something wrong,” he told Fresno television station KFSN. “She feels bad for herself, but she killed her own sister.”\u003c/p>\n\u003cp>He said Obdulia had been in the custody of Child Protective Services the past two years.\u003c/p>\n\u003cp>The girl who survived the crash said she wasn’t mad at anyone and doesn’t blame the driver.\u003c/p>\n\u003cp>Instead, Manuela Seja blamed social media, which she said has taken over people’s lives, \u003ca href=\"http://bit.ly/2v2bYRB\" target=\"_blank\" rel=\"noopener noreferrer\">television station KSEE in Fresno reported\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“It’s all affected by social media. That’s what life is now,” Seja said. “And it’s going to advance more and more. That what it’s going to be about.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>FRESNO — Prosecutors charged a teenage driver Wednesday with vehicular manslaughter while intoxicated and other counts after she lost control of her car while livestreaming on Instagram and recorded a crash that killed her younger sister.\u003c/p>\n\u003cp>The behavior of 18-year-old Obdulia Sanchez captured by the video was “disturbing and shocking,” Merced County Chief Deputy District Attorney Harold Nutt said in a statement.\u003c/p>\n\u003cfigure id=\"attachment_11594990\" class=\"wp-caption alignnone\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11594990\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/07/Sanchez.jpg\" alt=\"\" width=\"400\" height=\"368\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/07/Sanchez.jpg 200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/07/Sanchez-160x147.jpg 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">Obdulia Sanchez, 18, was charged with vehicular manslaughter and drunken driving. \u003ccite>(Courtesy of Merced County Sheriff)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He did not elaborate, but the footage shows she was dancing to music while she drove and taking her hands from the steering wheel.\u003cbr>\nProsecutors say the video will be a key piece of evidence in the case.\u003c/p>\n\u003cp>Sanchez was driving the car on Friday when it veered onto the shoulder of a road about 75 miles (120.7 kilometers) northwest of Fresno, authorities said.\u003c/p>\n\u003cp>She overcorrected, causing the vehicle to swerve and overturn into a field, ejecting and killing her 14-year-old sister, Jacqueline Sanchez, authorities said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After a gap in the livestream, the driver is seen leaning over the girl’s body, saying she was sorry. She said she expected to spend the rest of her life in prison but doesn’t care.\u003c/p>\n\u003cp>“This is the last thing I wanted to happen, OK? … Rest in peace, sweetie,” the teen says. “If you don’t survive, I’m so (expletive) sorry.”\u003c/p>\n\u003cp>Another 14-year-old girl suffered a leg injury in the crash.\u003c/p>\n\u003cp>The five counts against Sanchez also include drunken driving resulting in injuries. Prosecutors say Sanchez could spend more than 13 years in state prison if convicted of all the charges.\u003c/p>\n\u003cp>Sanchez is expected to appear in court later in the day. An attorney representing her could not be reached for comment.\u003c/p>\n\u003cp>Her father, Nicandro Sanchez, has called it an unexplainable accident.\u003c/p>\n\u003cp>“What I think is she knows she’s done something wrong,” he told Fresno television station KFSN. “She feels bad for herself, but she killed her own sister.”\u003c/p>\n\u003cp>He said Obdulia had been in the custody of Child Protective Services the past two years.\u003c/p>\n\u003cp>The girl who survived the crash said she wasn’t mad at anyone and doesn’t blame the driver.\u003c/p>\n\u003cp>Instead, Manuela Seja blamed social media, which she said has taken over people’s lives, \u003ca href=\"http://bit.ly/2v2bYRB\" target=\"_blank\" rel=\"noopener noreferrer\">television station KSEE in Fresno reported\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“It’s all affected by social media. That’s what life is now,” Seja said. “And it’s going to advance more and more. That what it’s going to be about.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Bike Share for All? Activists Want to See Expansion of Network in Oakland",
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"content": "\u003cp>“There will be more butts on bikes — and that’s a good thing.”\u003c/p>\n\u003cp>That’s probably the most memorable line from the speaker’s podium during last week’s Ford GoBike launch in downtown Oakland, marking the first-ever arrival of bike sharing in the East Bay.\u003c/p>\n\u003cp>But some supporters of the system say they’re thinking not just about how many butts, but \u003cem>whose\u003c/em> butts, will be on the 1,500 or so shared bicycles expected to be rolling in Oakland, Berkeley and Emeryville by Labor Day.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/333618243&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“Bike share has traditionally been white, male and college-educated dominated,” said Stuart Cohen, executive director of the transit advocacy group \u003ca href=\"http://www.transformca.org/\" target=\"_blank\" rel=\"noopener noreferrer\">TransForm\u003c/a>, at the launch event. “And with the inequality gap we have here in the Bay Area, that would just widen it and would be the wrong way to go.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>To try to shift bike-share demographics, Ford GoBike is adopting a tactic pioneered \u003ca href=\"http://www.lisc-chicago.org/news/2679\" target=\"_blank\" rel=\"noopener noreferrer\">two years ago in Chicago\u003c/a>: Riders who qualify for low-income programs — like the state’s CalFresh food program, PG&E’s Reach utility subsidies or Muni’s Lifeline transit passes — can sign up for \u003ca href=\"https://www.fordgobike.com/pricing/bikeshareforall\" target=\"_blank\" rel=\"noopener noreferrer\">a $5, one-year membership\u003c/a>.\u003c/p>\n\u003cp>And to make bike sharing available to those who don’t have a bank account or credit card, that five bucks can be paid in cash at Oakland’s main library, the Fruitvale BART Station and, for now, a handful of other locations \u003ca href=\"https://www.fordgobike.com/pricing/bikeshareforall\" target=\"_blank\" rel=\"noopener noreferrer\">listed here\u003c/a>.\u003c/p>\n\u003cp>“We have been recognized as the most equitable bike share this country has ever seen,” said Oakland Mayor Libby Schaaf after the launch celebration. Beyond the low-income membership, Schaaf said, “We required that these bike-share stations be in every part of our city, every community, every income level.”\u003c/p>\n\u003cp>But some activists are pointing out that Ford GoBike’s planned footprint in Oakland leaves out parts of the city where much of the city’s low-income population is concentrated and where such a service might be most badly needed. Those areas include parts of West Oakland and most of East Oakland.\u003c/p>\n\u003cp>Brytanee Brown, a community planner who wrote \u003ca href=\"http://www.transformca.org/sites/default/files/OakMob_FINAL.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">a recent TransForm report\u003c/a> on bike sharing’s role in improving mobility for Oakland flatlands neighborhoods, said the system’s footprint says a lot about who it’s designed to serve.\u003c/p>\n\u003cp>She points out that though neighborhood density is one of the major criteria for locating the system’s bike stations, areas in North Oakland, such as the affluent Rockridge district, will get bike stations early on while equally dense sections of the city along the outer reaches of International Boulevard will not.\u003c/p>\n\u003cp>“You can see from the very beginning it’s not meant for certain communities,” Brown said.\u003c/p>\n\u003cp>Among other recommendations in her report, Brown suggests that the city partner with a pair of existing organizations in the city — \u003ca href=\"http://www.cyclesofchange.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Cycles of Change\u003c/a> and the \u003ca href=\"https://www.facebook.com/ScraperBikeTeam/\" target=\"_blank\" rel=\"noopener noreferrer\">Original Scraper Bike Team\u003c/a> — to extend bike share throughout East Oakland.\u003c/p>\n\u003cp>The Scraper Bike Team, a bike-art, bike-activist group, and Cycles of Change, which focuses on bike education for kids, are partnering with other groups to spread the word about Ford GoBike.\u003c/p>\n\u003cp>Scraper Bike Team founder Tyrone Stevenson Jr., aka Baybe Champ, said the community can help prove there’s a need for bike sharing.\u003c/p>\n\u003cp>“You know, to show there is an urgent need for this bike-share program and that it can help kids get to doctor’s appointment or felons get to probation officers — you know, things of that nature, real-life situations that people need to commute,” Stevenson said.\u003c/p>\n\u003cp>TransForm’s Stuart Cohen said that community effort, and the use of bike sharing in some of the flatland neighborhoods that will have bike stations later this year, will play a big part in the system’s future.\u003c/p>\n\u003cp>“What we want to see in this first year is tremendous ridership in those communities, in Fruitvale, in West Oakland,” Cohen said. “And if we can show that kind of ridership, it will prove that we can continue to expand the system.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" id=\"datawrapper-chart-UlTcg\" src=\"//datawrapper.dwcdn.net/UlTcg/2/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" allowfullscreen=\"allowfullscreen\" webkitallowfullscreen=\"webkitallowfullscreen\" mozallowfullscreen=\"mozallowfullscreen\" oallowfullscreen=\"oallowfullscreen\" msallowfullscreen=\"msallowfullscreen\" width=\"100%\" height=\"450\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>“There will be more butts on bikes — and that’s a good thing.”\u003c/p>\n\u003cp>That’s probably the most memorable line from the speaker’s podium during last week’s Ford GoBike launch in downtown Oakland, marking the first-ever arrival of bike sharing in the East Bay.\u003c/p>\n\u003cp>But some supporters of the system say they’re thinking not just about how many butts, but \u003cem>whose\u003c/em> butts, will be on the 1,500 or so shared bicycles expected to be rolling in Oakland, Berkeley and Emeryville by Labor Day.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/333618243&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“Bike share has traditionally been white, male and college-educated dominated,” said Stuart Cohen, executive director of the transit advocacy group \u003ca href=\"http://www.transformca.org/\" target=\"_blank\" rel=\"noopener noreferrer\">TransForm\u003c/a>, at the launch event. “And with the inequality gap we have here in the Bay Area, that would just widen it and would be the wrong way to go.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>To try to shift bike-share demographics, Ford GoBike is adopting a tactic pioneered \u003ca href=\"http://www.lisc-chicago.org/news/2679\" target=\"_blank\" rel=\"noopener noreferrer\">two years ago in Chicago\u003c/a>: Riders who qualify for low-income programs — like the state’s CalFresh food program, PG&E’s Reach utility subsidies or Muni’s Lifeline transit passes — can sign up for \u003ca href=\"https://www.fordgobike.com/pricing/bikeshareforall\" target=\"_blank\" rel=\"noopener noreferrer\">a $5, one-year membership\u003c/a>.\u003c/p>\n\u003cp>And to make bike sharing available to those who don’t have a bank account or credit card, that five bucks can be paid in cash at Oakland’s main library, the Fruitvale BART Station and, for now, a handful of other locations \u003ca href=\"https://www.fordgobike.com/pricing/bikeshareforall\" target=\"_blank\" rel=\"noopener noreferrer\">listed here\u003c/a>.\u003c/p>\n\u003cp>“We have been recognized as the most equitable bike share this country has ever seen,” said Oakland Mayor Libby Schaaf after the launch celebration. Beyond the low-income membership, Schaaf said, “We required that these bike-share stations be in every part of our city, every community, every income level.”\u003c/p>\n\u003cp>But some activists are pointing out that Ford GoBike’s planned footprint in Oakland leaves out parts of the city where much of the city’s low-income population is concentrated and where such a service might be most badly needed. Those areas include parts of West Oakland and most of East Oakland.\u003c/p>\n\u003cp>Brytanee Brown, a community planner who wrote \u003ca href=\"http://www.transformca.org/sites/default/files/OakMob_FINAL.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">a recent TransForm report\u003c/a> on bike sharing’s role in improving mobility for Oakland flatlands neighborhoods, said the system’s footprint says a lot about who it’s designed to serve.\u003c/p>\n\u003cp>She points out that though neighborhood density is one of the major criteria for locating the system’s bike stations, areas in North Oakland, such as the affluent Rockridge district, will get bike stations early on while equally dense sections of the city along the outer reaches of International Boulevard will not.\u003c/p>\n\u003cp>“You can see from the very beginning it’s not meant for certain communities,” Brown said.\u003c/p>\n\u003cp>Among other recommendations in her report, Brown suggests that the city partner with a pair of existing organizations in the city — \u003ca href=\"http://www.cyclesofchange.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Cycles of Change\u003c/a> and the \u003ca href=\"https://www.facebook.com/ScraperBikeTeam/\" target=\"_blank\" rel=\"noopener noreferrer\">Original Scraper Bike Team\u003c/a> — to extend bike share throughout East Oakland.\u003c/p>\n\u003cp>The Scraper Bike Team, a bike-art, bike-activist group, and Cycles of Change, which focuses on bike education for kids, are partnering with other groups to spread the word about Ford GoBike.\u003c/p>\n\u003cp>Scraper Bike Team founder Tyrone Stevenson Jr., aka Baybe Champ, said the community can help prove there’s a need for bike sharing.\u003c/p>\n\u003cp>“You know, to show there is an urgent need for this bike-share program and that it can help kids get to doctor’s appointment or felons get to probation officers — you know, things of that nature, real-life situations that people need to commute,” Stevenson said.\u003c/p>\n\u003cp>TransForm’s Stuart Cohen said that community effort, and the use of bike sharing in some of the flatland neighborhoods that will have bike stations later this year, will play a big part in the system’s future.\u003c/p>\n\u003cp>“What we want to see in this first year is tremendous ridership in those communities, in Fruitvale, in West Oakland,” Cohen said. “And if we can show that kind of ridership, it will prove that we can continue to expand the system.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" id=\"datawrapper-chart-UlTcg\" src=\"//datawrapper.dwcdn.net/UlTcg/2/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" allowfullscreen=\"allowfullscreen\" webkitallowfullscreen=\"webkitallowfullscreen\" mozallowfullscreen=\"mozallowfullscreen\" oallowfullscreen=\"oallowfullscreen\" msallowfullscreen=\"msallowfullscreen\" width=\"100%\" height=\"450\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "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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"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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"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.",
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"possible": {
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"radiolab": {
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},
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"tagline": "Art is where you find it",
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"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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