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"disqusTitle": "Bay Bridge East Span Bike Path: It's Done, but Not Open Just Yet",
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"content": "\u003cp>Cyclists and long-distance walkers, listen up: The bicycle and pedestrian path across the eastern span of the Bay Bridge is done.\u003c/p>\n\u003cp>But hold on: The path from Oakland to Yerba Buena Island isn't open yet -- repeat, it's \u003cem>not open\u003c/em> -- and won't be until crews complete a few finishing touches on the island side of the route. The path is expected to open in the next two to three weeks, officials and bike advocates say, and an exact date could be settled on this week.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.baybridgeinfo.org/path\" target=\"_blank\">Bay Bridge Trail\u003c/a>, as the cycling/walking path is formally known, opened in September 2013, immediately after the eastern span opened to motor vehicles. The path has been open past the eastern span's suspension tower, about 2.5 miles west of the Bay Bridge Toll Plaza but a few hundred yards short of Yerba Buena Island. Construction delays and design tweaks have held up the path's opening, which Caltrans initially scheduled for 2014.\u003c/p>\n\u003cp>The main issue holding things up now? The trail's Yerba Buena Island landing point is in the middle of a busy construction zone, with crews working on new ramps for traffic onto and off of the bridge. To complicate matters, the surface streets at which the path ends are narrow and steep. Cyclists who venture down Hillcrest Road, which leads to Treasure Island, can count on encountering traffic bound to or from the bridge.\u003c/p>\n\u003cfigure id=\"attachment_11125639\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/sfobb-vistapoint.png\">\u003cimg class=\"size-thumbnail wp-image-11125639\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/sfobb-vistapoint-400x254.png\" alt=\"Map and diagram showing location of Bay Bridge Trail and a new vista point for cyclists and pedestrians on Yerba Buena Island. (Click for full-size image.)\" width=\"400\" height=\"254\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint-400x254.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint-800x508.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint-1180x750.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint-960x610.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint.png 1429w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Map and diagram showing location of Bay Bridge Trail and a new vista point for cyclists and pedestrians on Yerba Buena Island. (Click for full-size image.) \u003ccite>(Bay Area Toll Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"At the end of the path, it's a very dangerous situation for pedestrians and cyclists,\" Renee Rivera, executive director of Bike East Bay, said in an interview last week. \"... We want the bridge open more than anyone, but I am not OK with the way it is now.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Randy Rentschler, spokesman for the Metropolitan Transportation Commission, said Tuesday that the agencies involved in the project -- which include Caltrans, the Bay Area Toll Authority, the San Francisco County Transportation Authority and the city's Treasure Island Development Authority -- want to make sure the island end of the path is safe before it opens.\u003c/p>\n\u003cp>Rentschler said it will be important \"for people to understand the environment they're in\" when they reach Yerba Buena Island.\u003c/p>\n\u003cp>\"What's happening there is not only is there a lot of construction trucks all the time, but roads are closed, too,\" Rentschler said. \"So the idea is to provide access to people that's safe and provide people an experience that is memorable in a positive way.\"\u003c/p>\n\u003cp>To improve the odds that path users will have that positive experience, the S.F. County Transportation Authority has built a temporary vista point, complete with bike racks, restrooms and water fountains, adjacent to an old Navy residence just to the southwest of the trail's western end.\u003c/p>\n\u003cp>SFCTA spokesman Eric Young said Tuesday that work on preparing the short route from the path to the vista point, which includes a 12-foot-wide crosswalk across Southgate Road and new directional and advisory signage, is nearly complete. Young said the vista facility, which will look east and southeast over the Oakland waterfront, is expected to open by mid-November.\u003c/p>\n\u003cp>Rivera, Rentschler and Young all say they expect the bike path to be open to Yerba Buena Island by then -- sometime in the next two to three weeks. Among the issues still to be ironed out is what to do for cyclists who want to travel down from the heights of Yerba Buena Island to the adjacent sea-level expanse of Treasure Island.\u003c/p>\n\u003cp>Rentschler notes it will be possible for cyclists to ride to and from Treasure Island but emphasized it's not an undertaking for the faint of heart.\u003c/p>\n\u003cp>The route \"is tight, is congested with people seeking to get onto the freeway, in some cases it has trucks on it,\" Rentschler said. \"Experienced cyclists would have no problem with this. But I would urge people not to bring inexperienced bicyclists or families on this road -- it is simply not a safe place for them to be.\"\u003c/p>\n\u003cp>For the short term, transportation officials are planning to use shuttle vans or buses to get both those less experienced riders and pedestrians from the new vista point to Treasure Island.\u003c/p>\n\u003cp>After the current bridge-related ramp construction ends, Rentschler says, transportation agencies will build \"much safer\" alternate routes from the end of the eastern span trail to Treasure Island. That project, which he says is already mapped out, will involve repaving roads, fencing and guardrails along some parts of the route, and restriping intersections.\u003c/p>\n\u003cp>\"But look, that's going to take a while,\" Rentschler said. \"I guess I'm asking folks to be happy with what they can get -- all the way across -- knowing that when you get there, except for the most experienced riders, you've found the end of your trip as opposed to the beginning of it.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Of course, that's when cyclists will really start asking when they'll be able to ride \u003ca href=\"https://ww2.kqed.org/news/2016/02/01/bay-bridge-western-span-bike-path-design/\" target=\"_blank\">all the way to San Francisco\u003c/a>. That's another project that's going to take a while.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Cyclists and long-distance walkers, listen up: The bicycle and pedestrian path across the eastern span of the Bay Bridge is done.\u003c/p>\n\u003cp>But hold on: The path from Oakland to Yerba Buena Island isn't open yet -- repeat, it's \u003cem>not open\u003c/em> -- and won't be until crews complete a few finishing touches on the island side of the route. The path is expected to open in the next two to three weeks, officials and bike advocates say, and an exact date could be settled on this week.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.baybridgeinfo.org/path\" target=\"_blank\">Bay Bridge Trail\u003c/a>, as the cycling/walking path is formally known, opened in September 2013, immediately after the eastern span opened to motor vehicles. The path has been open past the eastern span's suspension tower, about 2.5 miles west of the Bay Bridge Toll Plaza but a few hundred yards short of Yerba Buena Island. Construction delays and design tweaks have held up the path's opening, which Caltrans initially scheduled for 2014.\u003c/p>\n\u003cp>The main issue holding things up now? The trail's Yerba Buena Island landing point is in the middle of a busy construction zone, with crews working on new ramps for traffic onto and off of the bridge. To complicate matters, the surface streets at which the path ends are narrow and steep. Cyclists who venture down Hillcrest Road, which leads to Treasure Island, can count on encountering traffic bound to or from the bridge.\u003c/p>\n\u003cfigure id=\"attachment_11125639\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/sfobb-vistapoint.png\">\u003cimg class=\"size-thumbnail wp-image-11125639\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/sfobb-vistapoint-400x254.png\" alt=\"Map and diagram showing location of Bay Bridge Trail and a new vista point for cyclists and pedestrians on Yerba Buena Island. (Click for full-size image.)\" width=\"400\" height=\"254\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint-400x254.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint-800x508.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint-1180x750.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint-960x610.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/sfobb-vistapoint.png 1429w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Map and diagram showing location of Bay Bridge Trail and a new vista point for cyclists and pedestrians on Yerba Buena Island. (Click for full-size image.) \u003ccite>(Bay Area Toll Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"At the end of the path, it's a very dangerous situation for pedestrians and cyclists,\" Renee Rivera, executive director of Bike East Bay, said in an interview last week. \"... We want the bridge open more than anyone, but I am not OK with the way it is now.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Randy Rentschler, spokesman for the Metropolitan Transportation Commission, said Tuesday that the agencies involved in the project -- which include Caltrans, the Bay Area Toll Authority, the San Francisco County Transportation Authority and the city's Treasure Island Development Authority -- want to make sure the island end of the path is safe before it opens.\u003c/p>\n\u003cp>Rentschler said it will be important \"for people to understand the environment they're in\" when they reach Yerba Buena Island.\u003c/p>\n\u003cp>\"What's happening there is not only is there a lot of construction trucks all the time, but roads are closed, too,\" Rentschler said. \"So the idea is to provide access to people that's safe and provide people an experience that is memorable in a positive way.\"\u003c/p>\n\u003cp>To improve the odds that path users will have that positive experience, the S.F. County Transportation Authority has built a temporary vista point, complete with bike racks, restrooms and water fountains, adjacent to an old Navy residence just to the southwest of the trail's western end.\u003c/p>\n\u003cp>SFCTA spokesman Eric Young said Tuesday that work on preparing the short route from the path to the vista point, which includes a 12-foot-wide crosswalk across Southgate Road and new directional and advisory signage, is nearly complete. Young said the vista facility, which will look east and southeast over the Oakland waterfront, is expected to open by mid-November.\u003c/p>\n\u003cp>Rivera, Rentschler and Young all say they expect the bike path to be open to Yerba Buena Island by then -- sometime in the next two to three weeks. Among the issues still to be ironed out is what to do for cyclists who want to travel down from the heights of Yerba Buena Island to the adjacent sea-level expanse of Treasure Island.\u003c/p>\n\u003cp>Rentschler notes it will be possible for cyclists to ride to and from Treasure Island but emphasized it's not an undertaking for the faint of heart.\u003c/p>\n\u003cp>The route \"is tight, is congested with people seeking to get onto the freeway, in some cases it has trucks on it,\" Rentschler said. \"Experienced cyclists would have no problem with this. But I would urge people not to bring inexperienced bicyclists or families on this road -- it is simply not a safe place for them to be.\"\u003c/p>\n\u003cp>For the short term, transportation officials are planning to use shuttle vans or buses to get both those less experienced riders and pedestrians from the new vista point to Treasure Island.\u003c/p>\n\u003cp>After the current bridge-related ramp construction ends, Rentschler says, transportation agencies will build \"much safer\" alternate routes from the end of the eastern span trail to Treasure Island. That project, which he says is already mapped out, will involve repaving roads, fencing and guardrails along some parts of the route, and restriping intersections.\u003c/p>\n\u003cp>\"But look, that's going to take a while,\" Rentschler said. \"I guess I'm asking folks to be happy with what they can get -- all the way across -- knowing that when you get there, except for the most experienced riders, you've found the end of your trip as opposed to the beginning of it.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Of course, that's when cyclists will really start asking when they'll be able to ride \u003ca href=\"https://ww2.kqed.org/news/2016/02/01/bay-bridge-western-span-bike-path-design/\" target=\"_blank\">all the way to San Francisco\u003c/a>. That's another project that's going to take a while.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Two Suspects in Richmond Attack on Sikh Man Fired From Refinery Jobs",
"title": "Two Suspects in Richmond Attack on Sikh Man Fired From Refinery Jobs",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>\u003cstrong>Update: October 14, 2016\u003c/strong>\u003c/p>\n\u003cp>Contra Costa County prosecutors have just filed hate crime charges against two men in connection with the brutal attack in Richmond last month against a member of the East Bay's Sikh community.\u003c/p>\n\u003cp>Police say Chase Little and Colton Leblanc beat Maan Singh Khalsa near the Hilltop Mall on Sept. 25.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/2016/10/14/hate-crime-charges-filed-in-attack-on-sikh-man-in-richmond/\" target=\"_blank\">Read the full report.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\nOriginal Post:\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The two men arrested in connection with a brutal attack against a 41-year-old member of the East Bay's large Sikh community have lost their jobs as contract refinery employees at a company tied to Koch Industries.\u003c/p>\n\u003cp>Police say Chase Little, 31, and Dustin Albarado, 25, beat Maan Singh Khalsa repeatedly, knocked off his turban and cut a fistful of hair from his head near Hilltop Mall on Sept. 25.\u003c/p>\n\u003cp>The Sikh Coalition, a civil rights group, is calling on the Contra Costa District Attorney's Office to prosecute the attack as a hate crime. Prosecutors are expected to make a charging decision in the case as early as Wednesday.\u003c/p>\n\u003cfigure id=\"attachment_11125561\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg class=\"size-thumbnail wp-image-11125561\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/MaanSinghKhalsa1-491x372-1-400x303.jpg\" alt=\"Maan Singh Khalsa, Richmond resident, was attacked by three men in Richmond on Sept. 25.\" width=\"400\" height=\"303\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/MaanSinghKhalsa1-491x372-1-400x303.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/MaanSinghKhalsa1-491x372-1.jpg 491w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">Maan Singh Khalsa, Richmond resident, was attacked by three men in Richmond on Sept. 25. \u003ccite>(The Sikh Coalition)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Efforts to reach the suspects and lawyers who have represented them in the past were unsuccessful.\u003c/p>\n\u003cp>A representative for Chevron confirmed that the two men had been in the region, doing contract work for the oil company's Richmond refinery.\u003c/p>\n\u003cp>\"Chevron regrets this very unfortunate incident and does not tolerate this type of behavior of its employees or contractors,\" said company spokeswoman Leah Casey. \"Chevron will ensure the individuals committing these alleged acts are suspended from entering the refinery under any other employer.\"\u003c/p>\n\u003cp>Little and Albarado worked for Koch Specialty Plant Services, a firm that specializes in the repair and maintenance of distillation towers in the oil, gas and petrochemical industries. The company is affiliated with Koch Industries, the multinational company run by Charles and David Koch, the billionaire libertarian brothers who helped create a number of nonprofit groups that have spent hundreds of millions of dollars on political causes in recent years.\u003c/p>\n\u003cp>A spokesman for Koch Communications said the men have been fired.\u003c/p>\n\u003cp>\"Koch Specialty Plant Services does not tolerate this type of behavior and is appalled by the reported actions,\" said Rob Carlton. \"Although this incident took place outside of the workplace, the employees involved have been terminated and we are cooperating with the investigation of this matter.\"\u003c/p>\n\u003cp>Carlton would not comment on what specific work the men were doing in Richmond.\u003c/p>\n\u003cp>The two men were arrested\u003ca href=\"http://www.eastbaytimes.com/2016/10/07/civil-rights-group-calls-for-hate-crime-charges-in-richmond-sikh-attack/\"> on suspicion of felony assault\u003c/a> and were released on bail. Little is from Beaumont, Texas, and Albarado is from Ponchatoula, Louisiana.\u003c/p>\n\u003cp>On Sunday Richmond Mayor Tom Butt said the city was shocked by the attack.\u003c/p>\n\u003cp>\"We understand the pain, anger and fear this crime has caused for the victim and the Sikh community,\" Butt said in a statement. \"No one should have to experience the fear of being targeted or attacked based on their identity or for practicing their religion. I regret that this violence has penetrated our community.\"\u003c/p>\n\u003cp>Khalsa, an IT worker and father, was driving on Hilltop Mall Drive when a man in a truck threw a beer can at his car, according to the Sikh Coalition. At a nearby intersection, three men got out of the truck and assaulted Khalsa through his open car window.\u003c/p>\n\u003cp>After knocking off his Sikh turban and hitting his face repeatedly, they allegedly shouted \"cut his hair,\" pulled his head out of the window and cut a fistful of his hair with a knife. He sustained injuries to his fingers, hands, eye and teeth.\u003c/p>\n\u003cp>An article of the Sikh faith is to keep unshorn hair. When a Sikh person's hair is cut, it denies that person the right to practice their faith, according to Harsimran Kaur, legal director for the Sikh Coalition.\u003c/p>\n\u003cp>\"The attackers caused physical injuries and deep harm when they targeted my Sikh faith,\" Khalsa said in a statement issued by the coalition. \"I urge a thorough investigation so we can address the tide of violence and bigotry in this country.\"\u003c/p>\n\u003cp>The organization sent a \u003ca href=\"http://www.sikhcoalition.org/documents/pdf/maan-singh-khalsa-10-7-2016.pdf\">letter \u003c/a>to Richmond Police Chief Allwyn Brown and Contra Costa County District Attorney Mark Peterson, urging that they investigate and prosecute the incident as a hate crime.\u003c/p>\n\u003cp>\"Mr. Khalsa was attacked and it was completely unprovoked,\" said Kaur in an interview.\u003c/p>\n\u003cp>She said it's the latest in a series of attacks against Sikh-Americans in the last several years.\u003c/p>\n\u003cp>\"For a lot of people the only association they have with a turban is Osama Bin Laden or seeing pictures of al-Qaida, so there's this association of a turban with terrorism ... with being other,\" Kaur said. \"But sometimes Sikhs are simply targeted because of xenophobia ... or just a lack of understanding.\u003c/p>\n\u003cp>\"People just perceive them to not be a part of the fabric of this country, which is extremely sad given that Sikhs have been in the United States for over 125 years,\" Kaur said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed to this report.\u003c/em>\u003c/p>\n\n",
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"headline": "Two Suspects in Richmond Attack on Sikh Man Fired From Refinery Jobs",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update: October 14, 2016\u003c/strong>\u003c/p>\n\u003cp>Contra Costa County prosecutors have just filed hate crime charges against two men in connection with the brutal attack in Richmond last month against a member of the East Bay's Sikh community.\u003c/p>\n\u003cp>Police say Chase Little and Colton Leblanc beat Maan Singh Khalsa near the Hilltop Mall on Sept. 25.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/2016/10/14/hate-crime-charges-filed-in-attack-on-sikh-man-in-richmond/\" target=\"_blank\">Read the full report.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\nOriginal Post:\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The two men arrested in connection with a brutal attack against a 41-year-old member of the East Bay's large Sikh community have lost their jobs as contract refinery employees at a company tied to Koch Industries.\u003c/p>\n\u003cp>Police say Chase Little, 31, and Dustin Albarado, 25, beat Maan Singh Khalsa repeatedly, knocked off his turban and cut a fistful of hair from his head near Hilltop Mall on Sept. 25.\u003c/p>\n\u003cp>The Sikh Coalition, a civil rights group, is calling on the Contra Costa District Attorney's Office to prosecute the attack as a hate crime. Prosecutors are expected to make a charging decision in the case as early as Wednesday.\u003c/p>\n\u003cfigure id=\"attachment_11125561\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg class=\"size-thumbnail wp-image-11125561\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/MaanSinghKhalsa1-491x372-1-400x303.jpg\" alt=\"Maan Singh Khalsa, Richmond resident, was attacked by three men in Richmond on Sept. 25.\" width=\"400\" height=\"303\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/MaanSinghKhalsa1-491x372-1-400x303.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/MaanSinghKhalsa1-491x372-1.jpg 491w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">Maan Singh Khalsa, Richmond resident, was attacked by three men in Richmond on Sept. 25. \u003ccite>(The Sikh Coalition)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Efforts to reach the suspects and lawyers who have represented them in the past were unsuccessful.\u003c/p>\n\u003cp>A representative for Chevron confirmed that the two men had been in the region, doing contract work for the oil company's Richmond refinery.\u003c/p>\n\u003cp>\"Chevron regrets this very unfortunate incident and does not tolerate this type of behavior of its employees or contractors,\" said company spokeswoman Leah Casey. \"Chevron will ensure the individuals committing these alleged acts are suspended from entering the refinery under any other employer.\"\u003c/p>\n\u003cp>Little and Albarado worked for Koch Specialty Plant Services, a firm that specializes in the repair and maintenance of distillation towers in the oil, gas and petrochemical industries. The company is affiliated with Koch Industries, the multinational company run by Charles and David Koch, the billionaire libertarian brothers who helped create a number of nonprofit groups that have spent hundreds of millions of dollars on political causes in recent years.\u003c/p>\n\u003cp>A spokesman for Koch Communications said the men have been fired.\u003c/p>\n\u003cp>\"Koch Specialty Plant Services does not tolerate this type of behavior and is appalled by the reported actions,\" said Rob Carlton. \"Although this incident took place outside of the workplace, the employees involved have been terminated and we are cooperating with the investigation of this matter.\"\u003c/p>\n\u003cp>Carlton would not comment on what specific work the men were doing in Richmond.\u003c/p>\n\u003cp>The two men were arrested\u003ca href=\"http://www.eastbaytimes.com/2016/10/07/civil-rights-group-calls-for-hate-crime-charges-in-richmond-sikh-attack/\"> on suspicion of felony assault\u003c/a> and were released on bail. Little is from Beaumont, Texas, and Albarado is from Ponchatoula, Louisiana.\u003c/p>\n\u003cp>On Sunday Richmond Mayor Tom Butt said the city was shocked by the attack.\u003c/p>\n\u003cp>\"We understand the pain, anger and fear this crime has caused for the victim and the Sikh community,\" Butt said in a statement. \"No one should have to experience the fear of being targeted or attacked based on their identity or for practicing their religion. I regret that this violence has penetrated our community.\"\u003c/p>\n\u003cp>Khalsa, an IT worker and father, was driving on Hilltop Mall Drive when a man in a truck threw a beer can at his car, according to the Sikh Coalition. At a nearby intersection, three men got out of the truck and assaulted Khalsa through his open car window.\u003c/p>\n\u003cp>After knocking off his Sikh turban and hitting his face repeatedly, they allegedly shouted \"cut his hair,\" pulled his head out of the window and cut a fistful of his hair with a knife. He sustained injuries to his fingers, hands, eye and teeth.\u003c/p>\n\u003cp>An article of the Sikh faith is to keep unshorn hair. When a Sikh person's hair is cut, it denies that person the right to practice their faith, according to Harsimran Kaur, legal director for the Sikh Coalition.\u003c/p>\n\u003cp>\"The attackers caused physical injuries and deep harm when they targeted my Sikh faith,\" Khalsa said in a statement issued by the coalition. \"I urge a thorough investigation so we can address the tide of violence and bigotry in this country.\"\u003c/p>\n\u003cp>The organization sent a \u003ca href=\"http://www.sikhcoalition.org/documents/pdf/maan-singh-khalsa-10-7-2016.pdf\">letter \u003c/a>to Richmond Police Chief Allwyn Brown and Contra Costa County District Attorney Mark Peterson, urging that they investigate and prosecute the incident as a hate crime.\u003c/p>\n\u003cp>\"Mr. Khalsa was attacked and it was completely unprovoked,\" said Kaur in an interview.\u003c/p>\n\u003cp>She said it's the latest in a series of attacks against Sikh-Americans in the last several years.\u003c/p>\n\u003cp>\"For a lot of people the only association they have with a turban is Osama Bin Laden or seeing pictures of al-Qaida, so there's this association of a turban with terrorism ... with being other,\" Kaur said. \"But sometimes Sikhs are simply targeted because of xenophobia ... or just a lack of understanding.\u003c/p>\n\u003cp>\"People just perceive them to not be a part of the fabric of this country, which is extremely sad given that Sikhs have been in the United States for over 125 years,\" Kaur said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "state-outsources-east-bay-pipeline-spill-investigation-to-oil-company",
"title": "Critics Question State Pipeline Oversight After 2 Altamont Oil Spills",
"publishDate": 1476140135,
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"headTitle": "Critics Question State Pipeline Oversight After 2 Altamont Oil Spills | KQED",
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"content": "\u003cp>The San Bruno gas pipeline explosion of 2010 brought unprecedented scrutiny to the state’s network of natural gas pipelines.\u003c/p>\n\u003cp>Now, two breaks in an East Bay pipeline have sparked questions about whether the state office charged with overseeing oil pipeline safety is up to the job.\u003c/p>\n\u003cp>KQED has learned that the state investigation into the rupture of a 24-inch Shell Oil Co. pipeline on the eastern edge of the Bay Area in September 2015 relied heavily on the energy company’s own analysis of the incident — some critics say too heavily.\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/287080575″ params=”auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true” width=”100%” height=”450″ iframe=”true” /]\u003c/p>\n\u003cp>The Office of the State Fire Marshal, a division of Cal Fire charged with investigating oil pipeline incidents inside the state, never took possession of the portion of the line that broke and did not conduct its own inspection of the line after it ruptured.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In assessing the rupture’s cause, the fire marshal’s \u003ca href=\"https://www.scribd.com/document/326788523/Office-of-the-State-Fire-Marchal-rport-on-the-Sept-17-2015-Pipeline-Rupture?secret_password=YNy3ioXbzWM9JJj6h5QD\" target=\"_blank\" rel=\"noopener\">report\u003c/a> merely quoted a three-sentence summary provided by a firm Shell hired to look into the incident. The fire marshal’s review failed to document when, where or by whom the pipe was manufactured or how it got to the West Coast decades ago — a trip that could have weakened the line.\u003c/p>\n\u003cp>The fire marshal’s office says the company did not violate state regulations in connection with the rupture and did not levy any penalties.\u003c/p>\n\u003cp>Eight months later, in May 2016, \u003ca href=\"https://ww2.kqed.org/news/2016/05/24/pipeline-at-center-of-altamont-pass-oil-spill-also-ruptured-last-september/\" target=\"_blank\" rel=\"noopener\">the Shell pipeline broke again\u003c/a> and spilled crude oil in the same area, just off Interstate 580 near Tracy.\u003c/p>\n\u003cfigure id=\"attachment_10974514\" class=\"wp-caption alignleft\" style=\"max-width: 669px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10974514\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/shellpipeline.png\" alt=\"Image from Central Valley Water Quality Control Board report on Shell Oil's May 20 pipeline break. Picture shows inactive older pipeline and newer pipeline that ruptured, spilling about 21,000 gallons of oil. \" width=\"669\" height=\"502\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipeline.png 669w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipeline-400x300.png 400w\" sizes=\"(max-width: 669px) 100vw, 669px\">\u003cfigcaption class=\"wp-caption-text\">Image from Central Valley Water Quality Control Board report on Shell Oil’s May 20 pipeline break. Picture shows inactive older pipeline and newer pipeline that ruptured, spilling about 21,000 gallons of oil. \u003ccite>(Central Valley Water Quality Control Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although state reports say the spills were cleaned up and “no water was affected,” each rupture along the company’s San Pablo Bay Pipeline, which brings crude oil from the Central Valley to the Bay Area, led to tens of thousands of gallons of crude to spill onto ranch land in the Altamont Pass, alarming environmentalists and prompting concern from at least one state lawmaker.\u003c/p>\n\u003cp>KQED obtained Shell’s analysis of the break and the fire marshal’s report on the incident through a California Public Records Act request, to learn more about the investigation into the Sept. 16, 2015, spill.\u003c/p>\n\u003cp>Pipeline experts, safety advocates and environmentalists who have reviewed those records say they reveal weaknesses in the way many crude pipelines in California are regulated. They also raise questions about whether the state fire marshal’s office is equipped to oversee this part of the oil industry.\u003c/p>\n\u003caside class=\"alignright\">[soundcloud url=”https://api.soundcloud.com/tracks/286469556?secret_token=s-0klrw” params=”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false” width=”100%” height=”166″ iframe=”true” /]\u003c/aside>\n\u003cp>\u003cstrong>Inadequate Oversight\u003c/strong>\u003c/p>\n\u003cp>Cal Fire says 752 intrastate pipelines are under its jurisdiction. One of the nation’s leading experts on pipeline safety says that should change.\u003c/p>\n\u003cp>“Cal Fire does not have the appropriate tools to regulate and inspect something as sophisticated and intricate as a pipeline,” says Robert Bea, professor emeritus at the Center for Catastrophic Risk Management at UC Berkeley’s College of Engineering. “For us to turn to our heroes in Cal Fire and expect them to do this is not fair.”\u003c/p>\n\u003cp>Bea says the California Public Utilities Commission and the federal Pipeline and Hazardous Materials Safety Administration are better suited for such investigations.\u003c/p>\n\u003cp>“The understanding of cracking threats and what are the appropriate assessment methods may not be well understood by state regulators,” says Richard Kuprewicz, president of Accufacts Inc., a Redmond, Washington-based firm that specializes in pipeline investigations. He notes that part of the cause of the September break was a small crack in the line that expanded over time.\u003c/p>\n\u003cp>“The California fire marshal used to be considered one of the better state regulators in the country, and then they went through some funding issues,” says Carl Weimer, executive director of the Pipeline Safety Trust, a Bellingham, Washington-based nonprofit.\u003c/p>\n\u003cp>“They actually backed away from a lot of their regulatory authority,” Weimer says.\u003c/p>\n\u003cp>[contextly_sidebar id=”Dp2gwxfYC5m1m6DsMCLF7ieqAXGdfWoy”]\u003c/p>\n\u003cp>“Cal Fire seems to almost have completely outsourced the investigation into this very serious incident to Shell itself,” adds Patrick Sullivan, the climate media director with the activist Center for Biological Diversity.\u003c/p>\n\u003cp>“We have a pipeline here that has failed again and again,” Sullivan says. “The state ought to be taking a much harder look and do its own hands-on investigation to figure out what’s really going on here. Cal Fire doesn’t have enough staff, it doesn’t have enough resources and it does not have the will to really keep a close eye on pipelines.”\u003c/p>\n\u003cp>The state’s director of pipeline safety acknowledged after a major crude oil pipeline rupture last year near Santa Barbara that the agency has been \u003ca href=\"https://ww2.kqed.org/news/2015/05/30/patchwork-of-oversight-keep-tabs-of-californias-vast-network-of-oil-pipelines/\" target=\"_blank\" rel=\"noopener\">working with a minimum staff\u003c/a> for years — but Cal Fire emphasizes that its fire marshal’s office followed state regulations in investigating last September’s Altamont spill and note that Shell commissioned a well-respected third party to investigate the break.\u003c/p>\n\u003cp>Cal Fire argues that federal law calls for pipeline operators to analyze the cause of accidents involving their lines.\u003c/p>\n\u003cp>But according to the \u003ca href=\"http://osfm.fire.ca.gov/pipeline/pipeline\">fire marshal’s website\u003c/a>, the office’s Pipeline Safety Division “is also responsible for the investigation of all spills, ruptures, fires, or pipeline incidents for cause and determination of probable violations.”\u003c/p>\n\u003cp>Cal Fire spokeswoman Lynne Tolmachoff says because the September spill uncovered no violations, there was no need for state regulators to conduct their own inspection of the pipe afterward.\u003c/p>\n\u003cp>\u003cstrong>‘Cause for Alarm’\u003c/strong>\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.kqed.org/news/2016/05/24/pipeline-at-center-of-altamont-pass-oil-spill-also-ruptured-last-september/\" target=\"_blank\" rel=\"noopener\">two spills\u003c/a> took place at the border between Alameda and San Joaquin counties on a pipeline that stretches from Coalinga in Fresno County to Martinez.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://www.google.com/maps/d/embed?mid=1Y7CgYIFSHfCiilZXgjKY61Ggc14\" width=\"640\" height=\"480\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>After learning of the two breaks, San Joaquin County Assemblywoman \u003ca href=\"https://ww2.kqed.org/news/2016/06/01/lawmaker-wants-answers-after-shell-crude-oil-pipeline-suffers-2nd-rupture-and-spill/\" target=\"_blank\" rel=\"noopener\">Susan Eggman met with Shell executives\u003c/a>.\u003c/p>\n\u003cp>“I think it’s really cause for alarm up and down that pipeline,” Eggman said following the meeting.\u003c/p>\n\u003cp>The fire marshal’s office is still investigating the most recent break, which occurred on May 20. That rupture spilled what Shell estimates to be at least 20,000 gallons of crude.\u003c/p>\n\u003caside class=\"alignright\">\n\u003cul>\n\u003cli>\u003ca href=\"https://www.scribd.com/document/326788136/Shell-Pipeline-Company-Sept-16-2015-Rupture-Report-and-Analysis?secret_password=C5CVRS7rs2jwjD5n7Fik\" target=\"_blank\" rel=\"noopener\">Read Shell’s analysis of the September 2015 pipeline rupture\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.scribd.com/document/326788848/Det-Norske-Veritas-Metallurgical-Analysis-of-the-September-2015-Shell-Oil-Pipeline-Rupture?secret_password=t8eHzUOnC3QEqnhrIckh\" target=\"_blank\" rel=\"noopener\">Read Det Norske Veritas’ analysis of the September 2015 pipeline rupture\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.scribd.com/document/326788523/Office-of-the-State-Fire-Marchal-Report-on-the-Sept-17-2015-Pipeline-Rupture?secret_password=YNy3ioXbzWM9JJj6h5QD\" target=\"_blank\" rel=\"noopener\">Read the Office of the State Fire Marshal analysis of the September 2015 pipeline rupture\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>Initially, Shell said the September break spilled the same amount. Shell spokesman Ray Fisher wrote KQED in an email in late May that 500 barrels had spilled, a volume equivalent to 21,000 gallons. But Shell’s own investigative documents show that 900 barrels, or close to 38,000 gallons, spilled.\u003c/p>\n\u003cp>It’s common for oil companies to provide lower estimates on the amount of fuel lost in a pipeline break, according to Kuprewicz.\u003c/p>\n\u003cp>“When the number turns out to be way different than what you originally said without a good justifiable reason, credibility starts to get lost on all sides,” he says. “That’s a problem across the country.”\u003c/p>\n\u003cp>Fisher said the initial figure was based on engineering and field data in September. He said the company updated the estimate in its report to federal regulators in October.\u003c/p>\n\u003cp>The emergency response, cleanup and pipeline repairs stemming from the September spill cost $1.2 million, according to Shell.\u003c/p>\n\u003cp>\u003cstrong>Pipeline Had Safety Issues\u003c/strong>\u003c/p>\n\u003cp>After the first rupture the energy company hired a risk management firm, \u003ca href=\"https://www.scribd.com/document/326788848/Det-Norske-Veritas-Metallurgical-Analysis-of-the-September-2015-Shell-Oil-Pipeline-Rupture?secret_password=t8eHzUOnC3QEqnhrIckh\" target=\"_blank\" rel=\"noopener\">Det Norske Veritas (DNV)\u003c/a>, to investigate. According to DNV and Shell’s documents, the September and May spills were not the only dangerous incidents associated with the pipeline.\u003c/p>\n\u003cp>In 1998, less than a decade after the pipe was installed, an unspecified defect in the pipe caused a failure on the line. Forty feet of the pipe had to be replaced. Shell says it’s unable to find more information about the incident.\u003c/p>\n\u003cp>“Records were basic and did not have modern level of report detail,” Shell’s analysis said.\u003c/p>\n\u003cp>The 1998 incident, along with a spill the following year, prompted Cal Fire to place the pipeline on its list of “high-risk” lines, a classification that requires a different level of inspections. For the next several years, crews found possible dents, corrosion and grind marks on the pipeline.\u003c/p>\n\u003cp>Shell’s Fisher calls those kinds of observations normal and says the company’s willingness to point them out represents “proactive steps to preserve the integrity and reliability of the pipeline.”\u003c/p>\n\u003cp>In July 2004, the state removed the line from its list of high-risk pipes.\u003c/p>\n\u003cp>In May 2015, pumps connected to the pipeline were blocked, resulting in a fire. While Shell said that the fire was a significant event leading up to last September’s spill, company officials at the time determined that the fire “did not likely affect the pipeline from a heat or pressure perspective.”\u003c/p>\n\u003cp>\u003cstrong>An Industrywide Problem\u003c/strong>\u003c/p>\n\u003cp>According to Shell, the September 2015 rupture began at a pre-existing fatigue crack that was 36 inches long and 6 inches wide. A “longitudinal seam failure” grew over time in a corroded section of pipe and eventually ruptured after line pressure fluctuated to accommodate different grades of oil.\u003c/p>\n\u003cfigure id=\"attachment_11120004\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11120004\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/pipeline-split-800x335.jpg\" alt=\"A photo of the pipeline longitudinal seam split from the September 2016 rupture.\" width=\"800\" height=\"335\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split-800x335.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split-400x167.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split.jpg 856w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A photo of the pipeline longitudinal seam split from the September 2016 rupture. \u003ccite>(Courtesy of Shell Oil Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The pipeline has been aggressively cycled in the last year of operation,” Shell’s report said.\u003c/p>\n\u003cp>Bea says the kind of cracking involved in the rupture is a common cause for pipeline breaks. “It is an industrywide problem,” he says.\u003c/p>\n\u003cp>“They are moving very heavy crude through this pipeline at very high temperatures and they’re doing it at very high pressures, and they’re alternating those pressures so they’re putting a ton of stress on this pipeline,” adds CBD’s Sullivan.\u003c/p>\n\u003cp>Shell says the needs of the market are responsible, in part, for the pressure cycling.\u003c/p>\n\u003cp>“Ideally, a pipeline would operate at a constant pressure,” Fisher wrote in an email. “However, customer demands, especially on common carrier pipelines, dictate loads on the pipeline. These resulting variations in load requirements result in pressure cycling.”\u003c/p>\n\u003cp>The September spill led Shell to take “steps to reduce the pressure cycling of this pipeline,” Fisher wrote.\u003c/p>\n\u003cp>Just over a month before the September spill, Shell crews conducted in-line inspections of the pipe and reported that there were no problems.\u003c/p>\n\u003cp>Shell’s analysis showed that the rupture took place four minutes after crews raised pressure on the pipeline in the middle of the night. More than eight hours later, the company confirmed that the rupture caused a spill with crude oil being released onto pasture land.\u003c/p>\n\u003cp>\u003cstrong>Holes in Pipe’s History\u003c/strong>\u003c/p>\n\u003cp>DNV’s report speculates that the crack could have developed from in-service operation or when the pipe was transported to the West Coast after it was manufactured, which Shell now says — contrary to its initial report — was in 1982.\u003c/p>\n\u003cp>In response to KQED inquiries, Shell provided several other details of the pipe’s history omitted from the report provided to — and relied upon by — the Office of the State Fire Marshal.\u003c/p>\n\u003cp>The original document said the pipe manufacturer was unknown, for instance. Company spokesman Ray Fisher said in a later email that the pipe was made by Houston’s Armco Steel Corp.\u003c/p>\n\u003cp>From there, Fisher and the company’s report says, the pipe took a circuitous route to California. After Armco made it, the pipe was apparently purchased by and shipped to Columbia Gas, a big East Coast provider of natural gas. For about six years, “the pipe sat in the yard exposed to elements in Delaware, Maryland or Pennsylvania,” the company’s report said.\u003c/p>\n\u003cp>Then Texaco bought the pipe, which Fisher says was shipped cross-country by rail to Coalinga. The 24-inch pipe, which had a wall thickness of about a quarter-inch, may have suffered a “transportation fatigue crack” when it was moved to Coalinga.\u003c/p>\n\u003cp>Shell’s lack of consistent paperwork is part of growing problem in the pipeline industry, according to Kuprewicz.\u003c/p>\n\u003cp>“We’re finding more and more companies that have undergone pipeline rupture failures where all of the sudden records have disappeared or they can’t find them,” said Kuprewicz.\u003c/p>\n\u003cp>Shoddy documentation involving a ruptured pipeline was an \u003ca href=\"http://www.kqed.org/news/story/2012/05/08/93305/feds_demand_accurate_gas_pipeline_safety_records?category=bay+area\" target=\"_blank\" rel=\"noopener\">issue that came to light\u003c/a> after PG&E’s San Bruno disaster in 2010. The incident involved a poorly welded natural gas pipeline, installed in the 1950s, that ruptured and exploded. The blast and subsequent fire killed eight people destroyed 38 homes.\u003c/p>\n\u003caside class=\"alignright\">[soundcloud url=”https://api.soundcloud.com/tracks/286470710?secret_token=s-TLok3″ params=”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false” width=”100%” height=”166″ iframe=”true” /]\u003c/aside>\n\u003cp>\u003cstrong>Inspection Methods Questioned\u003c/strong>\u003c/p>\n\u003cp>Experts and safety advocates also expressed concern that Shell’s inspections did not reveal the crack that led to the rupture — all the more dangerous since a break took place eight months afterward.\u003c/p>\n\u003cp>The crack that eventually led to the September break could have been there in 1990, the year the pipe underwent its last hydrotest, when a section of a line is filled with water at high pressure to detect problems. The flaw was not detected then or in subsequent examinations using other inspection methods.\u003c/p>\n\u003cp>Before the September 2015 spill, Shell conducted inspections every two years on the line using electronic tools that seek pipeline defects, according to the company. Cal Fire says Shell has “historically” asked the office for permission to conduct inspections using in-line mechanical probes, instead of hydrotests.\u003c/p>\n\u003cp>State law requires pipelines considered high risk to be hydrotested every year. Pipelines that are at least 10 years old, like the San Pablo Bay Pipeline, are supposed to be hydrotested every three years, unless they get an exemption from the OSFM. In fact, the OSFM prefers the in-line inspections.\u003c/p>\n\u003cfigure id=\"attachment_11120103\" class=\"wp-caption alignright\" style=\"max-width: 579px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11120103\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/oil-spill-photo.jpg\" alt=\"Aerial view of the clean-up scene after the September 2015 oil pipeline rupture in the Altamont Pass near Tracy.\" width=\"579\" height=\"564\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/oil-spill-photo.jpg 579w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/oil-spill-photo-400x390.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/oil-spill-photo-32x32.jpg 32w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/oil-spill-photo-50x50.jpg 50w\" sizes=\"(max-width: 579px) 100vw, 579px\">\u003cfigcaption class=\"wp-caption-text\">Aerial view of the cleanup scene after the September 2015 oil pipeline rupture in the Altamont Pass near Tracy. \u003ccite>(Courtesy of the California Regional Water Quality Control Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Hydrotests only test the pipeline integrity at that moment in time,” says Cal Fire’s Tolmachoff. “In-line inspection tools are capable of detecting anomalies such as dents, gouges, mental loss, etc., that could lead to a release.”\u003c/p>\n\u003cp>But some experts say that the way in which the company is assessing risks on the pipe has not worked well.\u003c/p>\n\u003cp>“Those internal inspection computers they run through pipelines — it’s pretty well-known in the industry that they have a real hard time identifying this type of crack on those types of seam welds,” Weimer says.\u003c/p>\n\u003cp>“If the in-line inspection tool didn’t spot the crack and two months later or less it ruptured, something’s wrong here,” Kuprewicz says.\u003c/p>\n\u003cp>After the September spill, Shell conducted more in-line inspections of the pipeline, which found “no additional defects similar to that which caused the September release,” Fisher said.\u003c/p>\n\u003cp>But, in June, a month after the pipeline’s most recent rupture, Shell conducted a hydro test in the line, the first such exam on the pipe in more than 25 years, he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“Shell has had trouble with this pipeline before,” Bea says. “You can expect to see similar trouble with this same pipeline and with others like it again.”\u003c/p>\n\n",
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"excerpt": "State fire officials, charged with ensuring oil pipeline safety, relied on company findings in assessing the first of two incidents near Tracy.",
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"title": "Critics Question State Pipeline Oversight After 2 Altamont Oil Spills | KQED",
"description": "State fire officials, charged with ensuring oil pipeline safety, relied on company findings in assessing the first of two incidents near Tracy.",
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"headline": "Critics Question State Pipeline Oversight After 2 Altamont Oil Spills",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The San Bruno gas pipeline explosion of 2010 brought unprecedented scrutiny to the state’s network of natural gas pipelines.\u003c/p>\n\u003cp>Now, two breaks in an East Bay pipeline have sparked questions about whether the state office charged with overseeing oil pipeline safety is up to the job.\u003c/p>\n\u003cp>KQED has learned that the state investigation into the rupture of a 24-inch Shell Oil Co. pipeline on the eastern edge of the Bay Area in September 2015 relied heavily on the energy company’s own analysis of the incident — some critics say too heavily.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='”100%”' height='”450″'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=”https://api.soundcloud.com/tracks/287080575″&visual=true&”auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true”'\n title='”https://api.soundcloud.com/tracks/287080575″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The Office of the State Fire Marshal, a division of Cal Fire charged with investigating oil pipeline incidents inside the state, never took possession of the portion of the line that broke and did not conduct its own inspection of the line after it ruptured.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In assessing the rupture’s cause, the fire marshal’s \u003ca href=\"https://www.scribd.com/document/326788523/Office-of-the-State-Fire-Marchal-rport-on-the-Sept-17-2015-Pipeline-Rupture?secret_password=YNy3ioXbzWM9JJj6h5QD\" target=\"_blank\" rel=\"noopener\">report\u003c/a> merely quoted a three-sentence summary provided by a firm Shell hired to look into the incident. The fire marshal’s review failed to document when, where or by whom the pipe was manufactured or how it got to the West Coast decades ago — a trip that could have weakened the line.\u003c/p>\n\u003cp>The fire marshal’s office says the company did not violate state regulations in connection with the rupture and did not levy any penalties.\u003c/p>\n\u003cp>Eight months later, in May 2016, \u003ca href=\"https://ww2.kqed.org/news/2016/05/24/pipeline-at-center-of-altamont-pass-oil-spill-also-ruptured-last-september/\" target=\"_blank\" rel=\"noopener\">the Shell pipeline broke again\u003c/a> and spilled crude oil in the same area, just off Interstate 580 near Tracy.\u003c/p>\n\u003cfigure id=\"attachment_10974514\" class=\"wp-caption alignleft\" style=\"max-width: 669px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10974514\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/shellpipeline.png\" alt=\"Image from Central Valley Water Quality Control Board report on Shell Oil's May 20 pipeline break. Picture shows inactive older pipeline and newer pipeline that ruptured, spilling about 21,000 gallons of oil. \" width=\"669\" height=\"502\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipeline.png 669w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipeline-400x300.png 400w\" sizes=\"(max-width: 669px) 100vw, 669px\">\u003cfigcaption class=\"wp-caption-text\">Image from Central Valley Water Quality Control Board report on Shell Oil’s May 20 pipeline break. Picture shows inactive older pipeline and newer pipeline that ruptured, spilling about 21,000 gallons of oil. \u003ccite>(Central Valley Water Quality Control Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although state reports say the spills were cleaned up and “no water was affected,” each rupture along the company’s San Pablo Bay Pipeline, which brings crude oil from the Central Valley to the Bay Area, led to tens of thousands of gallons of crude to spill onto ranch land in the Altamont Pass, alarming environmentalists and prompting concern from at least one state lawmaker.\u003c/p>\n\u003cp>KQED obtained Shell’s analysis of the break and the fire marshal’s report on the incident through a California Public Records Act request, to learn more about the investigation into the Sept. 16, 2015, spill.\u003c/p>\n\u003cp>Pipeline experts, safety advocates and environmentalists who have reviewed those records say they reveal weaknesses in the way many crude pipelines in California are regulated. They also raise questions about whether the state fire marshal’s office is equipped to oversee this part of the oil industry.\u003c/p>\n\u003caside class=\"alignright\">\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='”100%”' height='”166″'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=”https://api.soundcloud.com/tracks/286469556?secret_token=s-0klrw”&visual=true&”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false”'\n title='”https://api.soundcloud.com/tracks/286469556?secret_token=s-0klrw”'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/aside>\n\u003cp>\u003cstrong>Inadequate Oversight\u003c/strong>\u003c/p>\n\u003cp>Cal Fire says 752 intrastate pipelines are under its jurisdiction. One of the nation’s leading experts on pipeline safety says that should change.\u003c/p>\n\u003cp>“Cal Fire does not have the appropriate tools to regulate and inspect something as sophisticated and intricate as a pipeline,” says Robert Bea, professor emeritus at the Center for Catastrophic Risk Management at UC Berkeley’s College of Engineering. “For us to turn to our heroes in Cal Fire and expect them to do this is not fair.”\u003c/p>\n\u003cp>Bea says the California Public Utilities Commission and the federal Pipeline and Hazardous Materials Safety Administration are better suited for such investigations.\u003c/p>\n\u003cp>“The understanding of cracking threats and what are the appropriate assessment methods may not be well understood by state regulators,” says Richard Kuprewicz, president of Accufacts Inc., a Redmond, Washington-based firm that specializes in pipeline investigations. He notes that part of the cause of the September break was a small crack in the line that expanded over time.\u003c/p>\n\u003cp>“The California fire marshal used to be considered one of the better state regulators in the country, and then they went through some funding issues,” says Carl Weimer, executive director of the Pipeline Safety Trust, a Bellingham, Washington-based nonprofit.\u003c/p>\n\u003cp>“They actually backed away from a lot of their regulatory authority,” Weimer says.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“Cal Fire seems to almost have completely outsourced the investigation into this very serious incident to Shell itself,” adds Patrick Sullivan, the climate media director with the activist Center for Biological Diversity.\u003c/p>\n\u003cp>“We have a pipeline here that has failed again and again,” Sullivan says. “The state ought to be taking a much harder look and do its own hands-on investigation to figure out what’s really going on here. Cal Fire doesn’t have enough staff, it doesn’t have enough resources and it does not have the will to really keep a close eye on pipelines.”\u003c/p>\n\u003cp>The state’s director of pipeline safety acknowledged after a major crude oil pipeline rupture last year near Santa Barbara that the agency has been \u003ca href=\"https://ww2.kqed.org/news/2015/05/30/patchwork-of-oversight-keep-tabs-of-californias-vast-network-of-oil-pipelines/\" target=\"_blank\" rel=\"noopener\">working with a minimum staff\u003c/a> for years — but Cal Fire emphasizes that its fire marshal’s office followed state regulations in investigating last September’s Altamont spill and note that Shell commissioned a well-respected third party to investigate the break.\u003c/p>\n\u003cp>Cal Fire argues that federal law calls for pipeline operators to analyze the cause of accidents involving their lines.\u003c/p>\n\u003cp>But according to the \u003ca href=\"http://osfm.fire.ca.gov/pipeline/pipeline\">fire marshal’s website\u003c/a>, the office’s Pipeline Safety Division “is also responsible for the investigation of all spills, ruptures, fires, or pipeline incidents for cause and determination of probable violations.”\u003c/p>\n\u003cp>Cal Fire spokeswoman Lynne Tolmachoff says because the September spill uncovered no violations, there was no need for state regulators to conduct their own inspection of the pipe afterward.\u003c/p>\n\u003cp>\u003cstrong>‘Cause for Alarm’\u003c/strong>\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.kqed.org/news/2016/05/24/pipeline-at-center-of-altamont-pass-oil-spill-also-ruptured-last-september/\" target=\"_blank\" rel=\"noopener\">two spills\u003c/a> took place at the border between Alameda and San Joaquin counties on a pipeline that stretches from Coalinga in Fresno County to Martinez.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://www.google.com/maps/d/embed?mid=1Y7CgYIFSHfCiilZXgjKY61Ggc14\" width=\"640\" height=\"480\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>After learning of the two breaks, San Joaquin County Assemblywoman \u003ca href=\"https://ww2.kqed.org/news/2016/06/01/lawmaker-wants-answers-after-shell-crude-oil-pipeline-suffers-2nd-rupture-and-spill/\" target=\"_blank\" rel=\"noopener\">Susan Eggman met with Shell executives\u003c/a>.\u003c/p>\n\u003cp>“I think it’s really cause for alarm up and down that pipeline,” Eggman said following the meeting.\u003c/p>\n\u003cp>The fire marshal’s office is still investigating the most recent break, which occurred on May 20. That rupture spilled what Shell estimates to be at least 20,000 gallons of crude.\u003c/p>\n\u003caside class=\"alignright\">\n\u003cul>\n\u003cli>\u003ca href=\"https://www.scribd.com/document/326788136/Shell-Pipeline-Company-Sept-16-2015-Rupture-Report-and-Analysis?secret_password=C5CVRS7rs2jwjD5n7Fik\" target=\"_blank\" rel=\"noopener\">Read Shell’s analysis of the September 2015 pipeline rupture\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.scribd.com/document/326788848/Det-Norske-Veritas-Metallurgical-Analysis-of-the-September-2015-Shell-Oil-Pipeline-Rupture?secret_password=t8eHzUOnC3QEqnhrIckh\" target=\"_blank\" rel=\"noopener\">Read Det Norske Veritas’ analysis of the September 2015 pipeline rupture\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.scribd.com/document/326788523/Office-of-the-State-Fire-Marchal-Report-on-the-Sept-17-2015-Pipeline-Rupture?secret_password=YNy3ioXbzWM9JJj6h5QD\" target=\"_blank\" rel=\"noopener\">Read the Office of the State Fire Marshal analysis of the September 2015 pipeline rupture\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>Initially, Shell said the September break spilled the same amount. Shell spokesman Ray Fisher wrote KQED in an email in late May that 500 barrels had spilled, a volume equivalent to 21,000 gallons. But Shell’s own investigative documents show that 900 barrels, or close to 38,000 gallons, spilled.\u003c/p>\n\u003cp>It’s common for oil companies to provide lower estimates on the amount of fuel lost in a pipeline break, according to Kuprewicz.\u003c/p>\n\u003cp>“When the number turns out to be way different than what you originally said without a good justifiable reason, credibility starts to get lost on all sides,” he says. “That’s a problem across the country.”\u003c/p>\n\u003cp>Fisher said the initial figure was based on engineering and field data in September. He said the company updated the estimate in its report to federal regulators in October.\u003c/p>\n\u003cp>The emergency response, cleanup and pipeline repairs stemming from the September spill cost $1.2 million, according to Shell.\u003c/p>\n\u003cp>\u003cstrong>Pipeline Had Safety Issues\u003c/strong>\u003c/p>\n\u003cp>After the first rupture the energy company hired a risk management firm, \u003ca href=\"https://www.scribd.com/document/326788848/Det-Norske-Veritas-Metallurgical-Analysis-of-the-September-2015-Shell-Oil-Pipeline-Rupture?secret_password=t8eHzUOnC3QEqnhrIckh\" target=\"_blank\" rel=\"noopener\">Det Norske Veritas (DNV)\u003c/a>, to investigate. According to DNV and Shell’s documents, the September and May spills were not the only dangerous incidents associated with the pipeline.\u003c/p>\n\u003cp>In 1998, less than a decade after the pipe was installed, an unspecified defect in the pipe caused a failure on the line. Forty feet of the pipe had to be replaced. Shell says it’s unable to find more information about the incident.\u003c/p>\n\u003cp>“Records were basic and did not have modern level of report detail,” Shell’s analysis said.\u003c/p>\n\u003cp>The 1998 incident, along with a spill the following year, prompted Cal Fire to place the pipeline on its list of “high-risk” lines, a classification that requires a different level of inspections. For the next several years, crews found possible dents, corrosion and grind marks on the pipeline.\u003c/p>\n\u003cp>Shell’s Fisher calls those kinds of observations normal and says the company’s willingness to point them out represents “proactive steps to preserve the integrity and reliability of the pipeline.”\u003c/p>\n\u003cp>In July 2004, the state removed the line from its list of high-risk pipes.\u003c/p>\n\u003cp>In May 2015, pumps connected to the pipeline were blocked, resulting in a fire. While Shell said that the fire was a significant event leading up to last September’s spill, company officials at the time determined that the fire “did not likely affect the pipeline from a heat or pressure perspective.”\u003c/p>\n\u003cp>\u003cstrong>An Industrywide Problem\u003c/strong>\u003c/p>\n\u003cp>According to Shell, the September 2015 rupture began at a pre-existing fatigue crack that was 36 inches long and 6 inches wide. A “longitudinal seam failure” grew over time in a corroded section of pipe and eventually ruptured after line pressure fluctuated to accommodate different grades of oil.\u003c/p>\n\u003cfigure id=\"attachment_11120004\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11120004\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/pipeline-split-800x335.jpg\" alt=\"A photo of the pipeline longitudinal seam split from the September 2016 rupture.\" width=\"800\" height=\"335\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split-800x335.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split-400x167.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split.jpg 856w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A photo of the pipeline longitudinal seam split from the September 2016 rupture. \u003ccite>(Courtesy of Shell Oil Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The pipeline has been aggressively cycled in the last year of operation,” Shell’s report said.\u003c/p>\n\u003cp>Bea says the kind of cracking involved in the rupture is a common cause for pipeline breaks. “It is an industrywide problem,” he says.\u003c/p>\n\u003cp>“They are moving very heavy crude through this pipeline at very high temperatures and they’re doing it at very high pressures, and they’re alternating those pressures so they’re putting a ton of stress on this pipeline,” adds CBD’s Sullivan.\u003c/p>\n\u003cp>Shell says the needs of the market are responsible, in part, for the pressure cycling.\u003c/p>\n\u003cp>“Ideally, a pipeline would operate at a constant pressure,” Fisher wrote in an email. “However, customer demands, especially on common carrier pipelines, dictate loads on the pipeline. These resulting variations in load requirements result in pressure cycling.”\u003c/p>\n\u003cp>The September spill led Shell to take “steps to reduce the pressure cycling of this pipeline,” Fisher wrote.\u003c/p>\n\u003cp>Just over a month before the September spill, Shell crews conducted in-line inspections of the pipe and reported that there were no problems.\u003c/p>\n\u003cp>Shell’s analysis showed that the rupture took place four minutes after crews raised pressure on the pipeline in the middle of the night. More than eight hours later, the company confirmed that the rupture caused a spill with crude oil being released onto pasture land.\u003c/p>\n\u003cp>\u003cstrong>Holes in Pipe’s History\u003c/strong>\u003c/p>\n\u003cp>DNV’s report speculates that the crack could have developed from in-service operation or when the pipe was transported to the West Coast after it was manufactured, which Shell now says — contrary to its initial report — was in 1982.\u003c/p>\n\u003cp>In response to KQED inquiries, Shell provided several other details of the pipe’s history omitted from the report provided to — and relied upon by — the Office of the State Fire Marshal.\u003c/p>\n\u003cp>The original document said the pipe manufacturer was unknown, for instance. Company spokesman Ray Fisher said in a later email that the pipe was made by Houston’s Armco Steel Corp.\u003c/p>\n\u003cp>From there, Fisher and the company’s report says, the pipe took a circuitous route to California. After Armco made it, the pipe was apparently purchased by and shipped to Columbia Gas, a big East Coast provider of natural gas. For about six years, “the pipe sat in the yard exposed to elements in Delaware, Maryland or Pennsylvania,” the company’s report said.\u003c/p>\n\u003cp>Then Texaco bought the pipe, which Fisher says was shipped cross-country by rail to Coalinga. The 24-inch pipe, which had a wall thickness of about a quarter-inch, may have suffered a “transportation fatigue crack” when it was moved to Coalinga.\u003c/p>\n\u003cp>Shell’s lack of consistent paperwork is part of growing problem in the pipeline industry, according to Kuprewicz.\u003c/p>\n\u003cp>“We’re finding more and more companies that have undergone pipeline rupture failures where all of the sudden records have disappeared or they can’t find them,” said Kuprewicz.\u003c/p>\n\u003cp>Shoddy documentation involving a ruptured pipeline was an \u003ca href=\"http://www.kqed.org/news/story/2012/05/08/93305/feds_demand_accurate_gas_pipeline_safety_records?category=bay+area\" target=\"_blank\" rel=\"noopener\">issue that came to light\u003c/a> after PG&E’s San Bruno disaster in 2010. The incident involved a poorly welded natural gas pipeline, installed in the 1950s, that ruptured and exploded. The blast and subsequent fire killed eight people destroyed 38 homes.\u003c/p>\n\u003caside class=\"alignright\">\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='”100%”' height='”166″'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=”https://api.soundcloud.com/tracks/286470710?secret_token=s-TLok3″&visual=true&”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false”'\n title='”https://api.soundcloud.com/tracks/286470710?secret_token=s-TLok3″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/aside>\n\u003cp>\u003cstrong>Inspection Methods Questioned\u003c/strong>\u003c/p>\n\u003cp>Experts and safety advocates also expressed concern that Shell’s inspections did not reveal the crack that led to the rupture — all the more dangerous since a break took place eight months afterward.\u003c/p>\n\u003cp>The crack that eventually led to the September break could have been there in 1990, the year the pipe underwent its last hydrotest, when a section of a line is filled with water at high pressure to detect problems. The flaw was not detected then or in subsequent examinations using other inspection methods.\u003c/p>\n\u003cp>Before the September 2015 spill, Shell conducted inspections every two years on the line using electronic tools that seek pipeline defects, according to the company. Cal Fire says Shell has “historically” asked the office for permission to conduct inspections using in-line mechanical probes, instead of hydrotests.\u003c/p>\n\u003cp>State law requires pipelines considered high risk to be hydrotested every year. Pipelines that are at least 10 years old, like the San Pablo Bay Pipeline, are supposed to be hydrotested every three years, unless they get an exemption from the OSFM. In fact, the OSFM prefers the in-line inspections.\u003c/p>\n\u003cfigure id=\"attachment_11120103\" class=\"wp-caption alignright\" style=\"max-width: 579px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11120103\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/oil-spill-photo.jpg\" alt=\"Aerial view of the clean-up scene after the September 2015 oil pipeline rupture in the Altamont Pass near Tracy.\" width=\"579\" height=\"564\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/oil-spill-photo.jpg 579w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/oil-spill-photo-400x390.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/oil-spill-photo-32x32.jpg 32w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/oil-spill-photo-50x50.jpg 50w\" sizes=\"(max-width: 579px) 100vw, 579px\">\u003cfigcaption class=\"wp-caption-text\">Aerial view of the cleanup scene after the September 2015 oil pipeline rupture in the Altamont Pass near Tracy. \u003ccite>(Courtesy of the California Regional Water Quality Control Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Hydrotests only test the pipeline integrity at that moment in time,” says Cal Fire’s Tolmachoff. “In-line inspection tools are capable of detecting anomalies such as dents, gouges, mental loss, etc., that could lead to a release.”\u003c/p>\n\u003cp>But some experts say that the way in which the company is assessing risks on the pipe has not worked well.\u003c/p>\n\u003cp>“Those internal inspection computers they run through pipelines — it’s pretty well-known in the industry that they have a real hard time identifying this type of crack on those types of seam welds,” Weimer says.\u003c/p>\n\u003cp>“If the in-line inspection tool didn’t spot the crack and two months later or less it ruptured, something’s wrong here,” Kuprewicz says.\u003c/p>\n\u003cp>After the September spill, Shell conducted more in-line inspections of the pipeline, which found “no additional defects similar to that which caused the September release,” Fisher said.\u003c/p>\n\u003cp>But, in June, a month after the pipeline’s most recent rupture, Shell conducted a hydro test in the line, the first such exam on the pipe in more than 25 years, he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Shell has had trouble with this pipeline before,” Bea says. “You can expect to see similar trouble with this same pipeline and with others like it again.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Caltrans Gets Ready for 2 More Bay Bridge Pier Implosions",
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"content": "\u003cp>Caltrans is getting ready for the next major step in removing the big concrete piers that used to anchor the old eastern span of the Bay Bridge.\u003c/p>\n\u003cp>The agency conducted a test blast at midday Friday -- a dress rehearsal for a pair of implosions planned later this month to demolish and remove piers near Yerba Buena Island.\u003c/p>\n\u003cp>Caltrans spokeswoman Leah Robinson-Leach said the exercise was designed to check out all the safety and monitoring systems that will be in place when demolition crews implode Piers E4 and E5, located adjacent to the point where the new span curves east of Yerba Buena Island.\u003c/p>\n\u003cp>\"We'll ensure that all our mechanisms are in place, our safety systems and all of our equipment and personnel are ready to go,\" Robinson-Leach said.\u003c/p>\n\u003cp>Those systems are virtually identical to those employed when the first of the old bridge piers was demolished \u003ca href=\"https://ww2.kqed.org/news/2015/11/13/where-to-watch-the-big-bay-bridge-implosion/\" target=\"_blank\">last November\u003c/a>. They include a bubble-curtain system designed to contain the effects of the underwater blast -- actually a series of hundreds of small explosions timed just milliseconds apart -- and limit the impact on marine mammal and fish species.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Other measures include sound cannons to scare off birds in the area, debris containment systems and on-the-water monitoring crews watching for nearby marine mammals.\u003c/p>\n\u003cp>Caltrans is planning to implode Pier E5 on Saturday, Oct. 15. In order to contain the spread of debris and sediment from the implosion, demolition charges would be set off about 11:30 a.m., a period of \u003ca href=\"https://tidesandcurrents.noaa.gov/faq4.html#15\" target=\"_blank\">slack water\u003c/a> immediately after high tide.\u003c/p>\n\u003cp>The California Highway Patrol will impose a brief \"rolling stop\" on the Bay Bridge -- motorists will be slowed down so that the area adjacent to the blast site is clear of traffic at the time of the blast.\u003c/p>\n\u003cp>\"It's not so much for safety on the bridge itself,\" Robinson-Leach said. \"It really is to ensure that if drivers are not paying attention and they happen to hear a sound, they won't be shocked by that sound.\"\u003c/p>\n\u003cp>Robinson-Leach said the U.S. Coast Guard will enforce a perimeter to keep boaters away from the blast site, and the eastern span's bike and pedestrian path will be closed at the time of the implosion.\u003c/p>\n\u003cp>As it did last fall, Caltrans plans to live-stream video of the implosion on its \u003ca href=\"http://www.baybridgeinfo.org/\" target=\"_blank\">Bay Bridge website\u003c/a>.\u003c/p>\n\u003cp>Caltrans plans to implode Pier E4 on Saturday, Oct. 29 -- an event also scheduled for midday. The implosions are designed to collapse the pier structures into their mostly hollow interiors below the bay floor. Caltrans says natural sedimentation will eventually restore the bay floor's original contours.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>After this month's blasts, the agency plans to implode another 13 pier structures. Half a dozen of those are scheduled for demolition next fall, with the rest to be removed in autumn 2018.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Caltrans is getting ready for the next major step in removing the big concrete piers that used to anchor the old eastern span of the Bay Bridge.\u003c/p>\n\u003cp>The agency conducted a test blast at midday Friday -- a dress rehearsal for a pair of implosions planned later this month to demolish and remove piers near Yerba Buena Island.\u003c/p>\n\u003cp>Caltrans spokeswoman Leah Robinson-Leach said the exercise was designed to check out all the safety and monitoring systems that will be in place when demolition crews implode Piers E4 and E5, located adjacent to the point where the new span curves east of Yerba Buena Island.\u003c/p>\n\u003cp>\"We'll ensure that all our mechanisms are in place, our safety systems and all of our equipment and personnel are ready to go,\" Robinson-Leach said.\u003c/p>\n\u003cp>Those systems are virtually identical to those employed when the first of the old bridge piers was demolished \u003ca href=\"https://ww2.kqed.org/news/2015/11/13/where-to-watch-the-big-bay-bridge-implosion/\" target=\"_blank\">last November\u003c/a>. They include a bubble-curtain system designed to contain the effects of the underwater blast -- actually a series of hundreds of small explosions timed just milliseconds apart -- and limit the impact on marine mammal and fish species.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Other measures include sound cannons to scare off birds in the area, debris containment systems and on-the-water monitoring crews watching for nearby marine mammals.\u003c/p>\n\u003cp>Caltrans is planning to implode Pier E5 on Saturday, Oct. 15. In order to contain the spread of debris and sediment from the implosion, demolition charges would be set off about 11:30 a.m., a period of \u003ca href=\"https://tidesandcurrents.noaa.gov/faq4.html#15\" target=\"_blank\">slack water\u003c/a> immediately after high tide.\u003c/p>\n\u003cp>The California Highway Patrol will impose a brief \"rolling stop\" on the Bay Bridge -- motorists will be slowed down so that the area adjacent to the blast site is clear of traffic at the time of the blast.\u003c/p>\n\u003cp>\"It's not so much for safety on the bridge itself,\" Robinson-Leach said. \"It really is to ensure that if drivers are not paying attention and they happen to hear a sound, they won't be shocked by that sound.\"\u003c/p>\n\u003cp>Robinson-Leach said the U.S. Coast Guard will enforce a perimeter to keep boaters away from the blast site, and the eastern span's bike and pedestrian path will be closed at the time of the implosion.\u003c/p>\n\u003cp>As it did last fall, Caltrans plans to live-stream video of the implosion on its \u003ca href=\"http://www.baybridgeinfo.org/\" target=\"_blank\">Bay Bridge website\u003c/a>.\u003c/p>\n\u003cp>Caltrans plans to implode Pier E4 on Saturday, Oct. 29 -- an event also scheduled for midday. The implosions are designed to collapse the pier structures into their mostly hollow interiors below the bay floor. Caltrans says natural sedimentation will eventually restore the bay floor's original contours.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>After this month's blasts, the agency plans to implode another 13 pier structures. Half a dozen of those are scheduled for demolition next fall, with the rest to be removed in autumn 2018.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Electric Car Sales Are Stalled In Nation's Biggest Market: California",
"headTitle": "Electric Car Sales Are Stalled In Nation’s Biggest Market: California | KQED",
"content": "\u003cp>The day Brian Feeney walked into a Palm Springs dealership to buy a new Nissan Leaf, he was fulfilling the dream of state policy-makers to entice Californians to break off their love affair with gas-guzzling cars. But the amount of meticulous research that went into Feeney’s purchase was identical to the amount of carbon emissions his all-electric Leaf would spew into the atmosphere: zero.\u003c/p>\n\u003cp>So, the salesman asked, how are you planning to get it home? Feeney blinked. His Pasadena house was more than 100 miles away—beyond the Leaf’s battery range.\u003c/p>\n\u003cp>In the end, his fun new car was delivered to his home hitched to the back of a tow truck.\u003c/p>\n\u003cp>The story is an apt metaphor for California’s similarly impulsive embrace of zero emission vehicles—and the logistical challenges of figuring out how to get from point of origin to ultimate destination. Like Feeney, the state knew little about the market for electric vehicles before mandating a widespread and expensive transportation reboot designed to dramatically cut tailpipe emissions. And, like Feeney’s foray, the state’s electric car adventure has gotten off to a shaky start.\u003c/p>\n\u003cp>Now, a half-dozen years into Gov. Jerry Brown’s futuristic vision of carbon-free transportation, California is encountering even more potholes along the electric highway — obstacles born from both practicalities and politics. Consumers, put off by high costs and concerned about limited range, just aren’t buying into the state’s ambitious aims. As a market share, hybrid electric and fully electric cars have been stuck at \u003ca href=\"http://drivingzev.com/sales\">only 3 percent\u003c/a> of new cars sold in the state. Undaunted, the state intends that by 2025, just nine years from now, zero-emission cars will make up 15 percent of California’s new car fleet—a five-fold increase.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While more electric cars are sold every day, \u003ca href=\"http://on.nrdc.org/2dhRUBE\">a study\u003c/a> for the Natural Resources Defense Council estimates that the state will meet only half the goal by 2025 unless vital changes are made.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-1054470\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/10/NewCarSalesInCaliforniaGraphic.png\" alt=\"NewCarSalesInCaliforniaGraphic\" width=\"550\" height=\"1425\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/NewCarSalesInCaliforniaGraphic.png 550w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/NewCarSalesInCaliforniaGraphic-400x1036.png 400w\" sizes=\"(max-width: 550px) 100vw, 550px\">\u003c/p>\n\u003cp>\u003cstrong>Lawmakers Send Mixed Messages\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Exactly how this will happen is anybody’s guess. The state is relying on the requirements it’s placed on carmakers to get us there. The industry’s response: We can make the cars, but we can’t make people buy them. And car buyers? At the moment, most of them prefer bigger, fuel-slurping cars — especially with gasoline relatively cheap — and they’re put off by the larger price tags and smaller driving range of electric cars.\u003c/p>\n\u003cp>The state of California has exercised its own policy-making power to help overcome these practical problems: issuing financial incentives for the purchase of low-emission cars, encouraging entrepreneurs and utilities to build out a network of convenient charging stations, and rewarding carmakers for filling the market. But political support from the Legislature has been erratic.\u003c/p>\n\u003cp>The Legislature took until the last week of its session before finally topping up the funds in the state’s low-emissions vehicle rebate program. It also failed to approve a bill that would have codified the electric vehicle goals as law.\u003c/p>\n\u003cp>The maneuvering revealed a split among the Democrats who dominate the Legislature: environmentalist coastal lawmakers running up against resistance from moderate Democrats representing poorer districts. Many of those lawmakers have received major \u003ca href=\"https://calmatters.org/articles/oil-money-flows-for-black-and-latino-democrats/\">campaign contributions from the oil industry\u003c/a>. The pushback, which framed the debate around environmental justice issues, led lawmakers to agree to specific spending to make zero emission cars and charging stations more accessible for low income communities.\u003c/p>\n\u003cp>It may not be enough.\u003c/p>\n\u003cp>“Our trajectory for 2025 is OK,” said state Air Resources Board commissioner Hector de la Torre. “After 2025 is where we are not doing so great. There’s an order of magnitude to go beyond.”\u003c/p>\n\u003caside class=\"pullquote alignright\">As a market share, hybrid electric and fully electric cars have been stuck at only 3 percent of new cars sold in the state. Undaunted, the state intends that by 2025, just nine years from now, zero-emission cars will make up 15 percent of California’s new car fleet—a five-fold increase.\u003c/aside>\n\u003cp>Via a 2012 Executive Order, Gov. Brown called for 1.5 million zero-emission vehicles in operation statewide by 2025. That number today: about 220,000. The governor’s order also set a target that by 2050, “virtually all personal transportation in the state will be based on zero-emission vehicles.”\u003c/p>\n\u003cp>“We are way behind, we are really way behind,” said Michael Schneider, Chief Environmental Officer at San Diego Gas & Electric.\u003c/p>\n\u003cp>\u003cstrong>Low-Income Residents Left Behind\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Consumers often like the idea of buying an electric car, at least in theory. But purchasing still-emerging technology comes at a steep price. A Nissan Leaf runs about $30,000, a Chevrolet Volt about $35,000. That makes mid-sized electrics $5,000-$10,000 more expensive than comparable gasoline models. Tesla’s boutique models are in the “if you have to ask…” category, topping out at more than $137,000.\u003c/p>\n\u003cp>Although seven other states have joined California in establishing programs to juice sales of zero emission cars, California has lagged in expanding ownership much beyond wealthier coastal areas. Research shows that higher-income neighborhoods are buying these cars at ten times the rate of lower-income areas — a gap that’s widening.\u003c/p>\n\u003cp>Getting zero emission cars into garages in disadvantaged communities is enlightened self-interest for everyone: lower income Californians tend to live in areas with the worst air quality, are more likely to have longer commutes, and do so in older, more polluting cars. “If you are being realistic about meeting these targets, you need to target communities of color,” said Joel Espino, an attorney with the Greenlining Institute.\u003c/p>\n\u003cfigure id=\"attachment_713859\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-713859\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/05/IMG_0118-800x600.jpg\" alt=\"Scott Mercer and Abdellah Cherkaoui with the electric car charging service, Volta\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-768x576.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-1440x1080.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-1920x1440.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118.jpg 2016w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Scott Mercer and Abdellah Cherkaoui with the electric car charging service, Volta \u003ccite>(Andrea Kissack/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Officials are working on it. Need-based programs in parts of Los Angeles and the San Joaquin Valley provide rebates and low interest loans—as much as $13,500—to allow low-income drivers to buy low-emission vehicles.\u003c/p>\n\u003cp>Assemblyman Jim Cooper (D-Elk Grove) is a business-friendly Democrat who proposed a bill that would have expanded the rebate program into his district. The bill stalled, leaving Cooper fed up with the incentive program.\u003c/p>\n\u003cp>“We’re not meeting the goals right now of reaching the middle class and poor people,” he said. “People who are wealthy buy electric cars to drive in carpool lane and get to work quicker. Meanwhile, poor people are in their old clunkers. It’s crazy. Areas that really need the cleaner air—the ones that suffer the most—not much is being done. I’m really soured on the whole thing. I like electric vehicles but I am not supportive of welfare to the rich.”\u003c/p>\n\u003cp>\u003cstrong>Sustainability Not Included\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Since 2009 California has offered rebates to consumers: $5,000 for hydrogen fuel vehicles, $2,500 for full-battery electric cars, and $1,500 for plug-in hybrids. Added to a federal tax credit of up to $7,500, these incentives have kept the engine of the zero-emission car market ticking over.\u003c/p>\n\u003cp>But the federal incentive is set to phase out in 2019 and the state capped income eligibility at $250,000 a year.\u003c/p>\n\u003cp>Willing buyers are frustrated by the waiting list to receive state reimbursement, via a fund replenished by the Legislature’s 11\u003csup>th\u003c/sup> hour injection of $365 million from the proceeds of California’s cap-and-trade auctions. The changing landscape has led to what manufacturers describe as a “purchasing pause.”\u003c/p>\n\u003cp>Jamie Hall, who manages the advanced vehicle program at General Motors, said car makers “are no longer talking about incentives because it’s on-again off-again. This is creating confusion in the market.”\u003c/p>\n\u003cp>There’s also “range anxiety,” the newfangled term for concern that motorists will be stranded without a charge or made to wait for hours re-energizing their car’s battery. From the teeny Smart Car’s average range of 68 miles to the Leaf’s 107, affordable electric cars are limiting.[contextly_sidebar id=”iK2MkoDLeko8pkkHUfcBJytQu5m9L2am”]\u003c/p>\n\u003cp>“We need to build the rest of the machine,” said John Bozzella, president of Global Automakers, an industry group representing a dozen vehicle manufacturers. “If I am in a community and I don’t see a single charging station, my view will be that these technologies are still exotic. I’ll wait ten years.”\u003c/p>\n\u003cp>The state has only about 10,000 public charging stations—too few to service the anticipated surge of clean car sales, should a million more chargeable cars flood the roads.\u003c/p>\n\u003cp>\u003cstrong>The Cool Factor\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>But public and private institutions are quickly adding stations, in part to comply with the state’s building code that requires new construction to be ‘charge ready.’\u003c/p>\n\u003cp>On the optimistic side, \u003ca href=\"http://www.hybridcars.com/california-plug-in-sales-led-us-last-year-with-nearly-five-times-greater-market-share/\">more than half\u003c/a> of the nation’s stock of battery electric, plug-in hybrid and hydrogen vehicles are sold in California. And more than two dozen different low-emission vehicle models are for sale here, with more on the way.\u003c/p>\n\u003cp>California has the bad timing to be goosing along electric cars at a time when gasoline prices have fallen, consumers are showing a stronger appetite for larger cars, and Millennials—a natural constituency for “cool cars”—seem more interested in ride-sharing than car-buying.\u003c/p>\n\u003cp>Yet more than 400,000 people have put down $1,000 deposits on Tesla’s Model 3, the company’s “affordable” $35,000 sedan, which is promised for delivery by the end of next year, and there is heightened consumer interest in the newly-released Chevy Bolt, an all-electric with a 230-mile range.\u003c/p>\n\u003cp>And those 20-somethings who use using ride-hailing services? Researchers say that the more frequently they ride in electric cars, the more likely they are to purchase one—and electrics are becoming more popular among Uber and Lyft drivers.\u003c/p>\n\u003cp>One of those Uber drivers is the semi-retired Feeney.\u003c/p>\n\u003cp>He’s on the waiting list for a Tesla.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>CALmatters is a non-profit journalism venture dedicated to exploring state policies and politics. For more stories by Julie Cart go to \u003ca href=\"https://calmatters.org/about/staff/julie-cart/\">calmatters.org/about/staff/julie-cart \u003c/a> \u003c/em>\u003c/p>\n\n",
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"excerpt": "Electric cars, including hybrids, make up only 3 percent of new cars sold in California, falling well short of state goals.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The day Brian Feeney walked into a Palm Springs dealership to buy a new Nissan Leaf, he was fulfilling the dream of state policy-makers to entice Californians to break off their love affair with gas-guzzling cars. But the amount of meticulous research that went into Feeney’s purchase was identical to the amount of carbon emissions his all-electric Leaf would spew into the atmosphere: zero.\u003c/p>\n\u003cp>So, the salesman asked, how are you planning to get it home? Feeney blinked. His Pasadena house was more than 100 miles away—beyond the Leaf’s battery range.\u003c/p>\n\u003cp>In the end, his fun new car was delivered to his home hitched to the back of a tow truck.\u003c/p>\n\u003cp>The story is an apt metaphor for California’s similarly impulsive embrace of zero emission vehicles—and the logistical challenges of figuring out how to get from point of origin to ultimate destination. Like Feeney, the state knew little about the market for electric vehicles before mandating a widespread and expensive transportation reboot designed to dramatically cut tailpipe emissions. And, like Feeney’s foray, the state’s electric car adventure has gotten off to a shaky start.\u003c/p>\n\u003cp>Now, a half-dozen years into Gov. Jerry Brown’s futuristic vision of carbon-free transportation, California is encountering even more potholes along the electric highway — obstacles born from both practicalities and politics. Consumers, put off by high costs and concerned about limited range, just aren’t buying into the state’s ambitious aims. As a market share, hybrid electric and fully electric cars have been stuck at \u003ca href=\"http://drivingzev.com/sales\">only 3 percent\u003c/a> of new cars sold in the state. Undaunted, the state intends that by 2025, just nine years from now, zero-emission cars will make up 15 percent of California’s new car fleet—a five-fold increase.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While more electric cars are sold every day, \u003ca href=\"http://on.nrdc.org/2dhRUBE\">a study\u003c/a> for the Natural Resources Defense Council estimates that the state will meet only half the goal by 2025 unless vital changes are made.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-1054470\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/10/NewCarSalesInCaliforniaGraphic.png\" alt=\"NewCarSalesInCaliforniaGraphic\" width=\"550\" height=\"1425\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/NewCarSalesInCaliforniaGraphic.png 550w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/NewCarSalesInCaliforniaGraphic-400x1036.png 400w\" sizes=\"(max-width: 550px) 100vw, 550px\">\u003c/p>\n\u003cp>\u003cstrong>Lawmakers Send Mixed Messages\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Exactly how this will happen is anybody’s guess. The state is relying on the requirements it’s placed on carmakers to get us there. The industry’s response: We can make the cars, but we can’t make people buy them. And car buyers? At the moment, most of them prefer bigger, fuel-slurping cars — especially with gasoline relatively cheap — and they’re put off by the larger price tags and smaller driving range of electric cars.\u003c/p>\n\u003cp>The state of California has exercised its own policy-making power to help overcome these practical problems: issuing financial incentives for the purchase of low-emission cars, encouraging entrepreneurs and utilities to build out a network of convenient charging stations, and rewarding carmakers for filling the market. But political support from the Legislature has been erratic.\u003c/p>\n\u003cp>The Legislature took until the last week of its session before finally topping up the funds in the state’s low-emissions vehicle rebate program. It also failed to approve a bill that would have codified the electric vehicle goals as law.\u003c/p>\n\u003cp>The maneuvering revealed a split among the Democrats who dominate the Legislature: environmentalist coastal lawmakers running up against resistance from moderate Democrats representing poorer districts. Many of those lawmakers have received major \u003ca href=\"https://calmatters.org/articles/oil-money-flows-for-black-and-latino-democrats/\">campaign contributions from the oil industry\u003c/a>. The pushback, which framed the debate around environmental justice issues, led lawmakers to agree to specific spending to make zero emission cars and charging stations more accessible for low income communities.\u003c/p>\n\u003cp>It may not be enough.\u003c/p>\n\u003cp>“Our trajectory for 2025 is OK,” said state Air Resources Board commissioner Hector de la Torre. “After 2025 is where we are not doing so great. There’s an order of magnitude to go beyond.”\u003c/p>\n\u003caside class=\"pullquote alignright\">As a market share, hybrid electric and fully electric cars have been stuck at only 3 percent of new cars sold in the state. Undaunted, the state intends that by 2025, just nine years from now, zero-emission cars will make up 15 percent of California’s new car fleet—a five-fold increase.\u003c/aside>\n\u003cp>Via a 2012 Executive Order, Gov. Brown called for 1.5 million zero-emission vehicles in operation statewide by 2025. That number today: about 220,000. The governor’s order also set a target that by 2050, “virtually all personal transportation in the state will be based on zero-emission vehicles.”\u003c/p>\n\u003cp>“We are way behind, we are really way behind,” said Michael Schneider, Chief Environmental Officer at San Diego Gas & Electric.\u003c/p>\n\u003cp>\u003cstrong>Low-Income Residents Left Behind\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Consumers often like the idea of buying an electric car, at least in theory. But purchasing still-emerging technology comes at a steep price. A Nissan Leaf runs about $30,000, a Chevrolet Volt about $35,000. That makes mid-sized electrics $5,000-$10,000 more expensive than comparable gasoline models. Tesla’s boutique models are in the “if you have to ask…” category, topping out at more than $137,000.\u003c/p>\n\u003cp>Although seven other states have joined California in establishing programs to juice sales of zero emission cars, California has lagged in expanding ownership much beyond wealthier coastal areas. Research shows that higher-income neighborhoods are buying these cars at ten times the rate of lower-income areas — a gap that’s widening.\u003c/p>\n\u003cp>Getting zero emission cars into garages in disadvantaged communities is enlightened self-interest for everyone: lower income Californians tend to live in areas with the worst air quality, are more likely to have longer commutes, and do so in older, more polluting cars. “If you are being realistic about meeting these targets, you need to target communities of color,” said Joel Espino, an attorney with the Greenlining Institute.\u003c/p>\n\u003cfigure id=\"attachment_713859\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-713859\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/05/IMG_0118-800x600.jpg\" alt=\"Scott Mercer and Abdellah Cherkaoui with the electric car charging service, Volta\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-768x576.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-1440x1080.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-1920x1440.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/05/IMG_0118.jpg 2016w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Scott Mercer and Abdellah Cherkaoui with the electric car charging service, Volta \u003ccite>(Andrea Kissack/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Officials are working on it. Need-based programs in parts of Los Angeles and the San Joaquin Valley provide rebates and low interest loans—as much as $13,500—to allow low-income drivers to buy low-emission vehicles.\u003c/p>\n\u003cp>Assemblyman Jim Cooper (D-Elk Grove) is a business-friendly Democrat who proposed a bill that would have expanded the rebate program into his district. The bill stalled, leaving Cooper fed up with the incentive program.\u003c/p>\n\u003cp>“We’re not meeting the goals right now of reaching the middle class and poor people,” he said. “People who are wealthy buy electric cars to drive in carpool lane and get to work quicker. Meanwhile, poor people are in their old clunkers. It’s crazy. Areas that really need the cleaner air—the ones that suffer the most—not much is being done. I’m really soured on the whole thing. I like electric vehicles but I am not supportive of welfare to the rich.”\u003c/p>\n\u003cp>\u003cstrong>Sustainability Not Included\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Since 2009 California has offered rebates to consumers: $5,000 for hydrogen fuel vehicles, $2,500 for full-battery electric cars, and $1,500 for plug-in hybrids. Added to a federal tax credit of up to $7,500, these incentives have kept the engine of the zero-emission car market ticking over.\u003c/p>\n\u003cp>But the federal incentive is set to phase out in 2019 and the state capped income eligibility at $250,000 a year.\u003c/p>\n\u003cp>Willing buyers are frustrated by the waiting list to receive state reimbursement, via a fund replenished by the Legislature’s 11\u003csup>th\u003c/sup> hour injection of $365 million from the proceeds of California’s cap-and-trade auctions. The changing landscape has led to what manufacturers describe as a “purchasing pause.”\u003c/p>\n\u003cp>Jamie Hall, who manages the advanced vehicle program at General Motors, said car makers “are no longer talking about incentives because it’s on-again off-again. This is creating confusion in the market.”\u003c/p>\n\u003cp>There’s also “range anxiety,” the newfangled term for concern that motorists will be stranded without a charge or made to wait for hours re-energizing their car’s battery. From the teeny Smart Car’s average range of 68 miles to the Leaf’s 107, affordable electric cars are limiting.\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“We need to build the rest of the machine,” said John Bozzella, president of Global Automakers, an industry group representing a dozen vehicle manufacturers. “If I am in a community and I don’t see a single charging station, my view will be that these technologies are still exotic. I’ll wait ten years.”\u003c/p>\n\u003cp>The state has only about 10,000 public charging stations—too few to service the anticipated surge of clean car sales, should a million more chargeable cars flood the roads.\u003c/p>\n\u003cp>\u003cstrong>The Cool Factor\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>But public and private institutions are quickly adding stations, in part to comply with the state’s building code that requires new construction to be ‘charge ready.’\u003c/p>\n\u003cp>On the optimistic side, \u003ca href=\"http://www.hybridcars.com/california-plug-in-sales-led-us-last-year-with-nearly-five-times-greater-market-share/\">more than half\u003c/a> of the nation’s stock of battery electric, plug-in hybrid and hydrogen vehicles are sold in California. And more than two dozen different low-emission vehicle models are for sale here, with more on the way.\u003c/p>\n\u003cp>California has the bad timing to be goosing along electric cars at a time when gasoline prices have fallen, consumers are showing a stronger appetite for larger cars, and Millennials—a natural constituency for “cool cars”—seem more interested in ride-sharing than car-buying.\u003c/p>\n\u003cp>Yet more than 400,000 people have put down $1,000 deposits on Tesla’s Model 3, the company’s “affordable” $35,000 sedan, which is promised for delivery by the end of next year, and there is heightened consumer interest in the newly-released Chevy Bolt, an all-electric with a 230-mile range.\u003c/p>\n\u003cp>And those 20-somethings who use using ride-hailing services? Researchers say that the more frequently they ride in electric cars, the more likely they are to purchase one—and electrics are becoming more popular among Uber and Lyft drivers.\u003c/p>\n\u003cp>One of those Uber drivers is the semi-retired Feeney.\u003c/p>\n\u003cp>He’s on the waiting list for a Tesla.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Valero Agrees to $157,800 Fine for Benicia Refinery Violations",
"title": "Valero Agrees to $157,800 Fine for Benicia Refinery Violations",
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"content": "\u003cp>The U.S. Environmental Protection Agency and Valero Refining Company-California agreed on a settlement this week that will force the oil company to pay a $157,800 fine for mismanagement of hazardous waste and toxic chemicals at its Benicia crude oil refinery.\u003c/p>\n\u003cp>The EPA cited the oil company for illegally disposing benzene -- a \u003ca href=\"http://www.cancer.org/cancer/cancercauses/othercarcinogens/intheworkplace/benzene\" target=\"_blank\">known human carcinogen\u003c/a> -- into an unlined stormwater retention pond in violation of the Resource Conservation and Recovery Act (RCRA), which governs the management and disposal of hazardous waste. The settlement also covers violations of the Emergency Planning and Community Right-to-Know Act, where Valero failed to inform the public about all of its toxic chemical releases.\u003c/p>\n\u003cp>The violations were discovered during a routine EPA inspection of the facility in May 2014.\u003c/p>\n\u003cp>\"This settlement was primarily driven by difficulty we experienced on a handful of occasions during some extreme weather events that occurred a number of years ago, and the agreement outlines what we are doing improve the refinery's ability to handle extreme rainfall events in the future,\" said Valero spokeswoman Lillian Riojas in a statement.\u003c/p>\n\u003cp>As part of the settlement, Valero will have to improve its piping by June 2017 to prevent similar toxic releases in the future. These improvements would allow hazardous waste to be recycled into the system instead of discharged into a stormwater basin, and the EPA estimates they will prevent 5,000 pounds of benzene from being released into the environment over the next 10 years.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Any stormwater that could potentially get into the groundwater and/or into the bay are major concerns with the violations,\" said Joel Jones, assistant director for enforcement for EPA Region 9. Jones said that even though these were relatively minor violations, the dense population surrounding the Benicia refinery makes it crucial that Valero comply with regulations.\u003c/p>\n\u003cp>\"In any case where there are violations, we take it very seriously even if they're minor,\" Jones said, \"and the companies are fairly responsive to solving those issues.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other violations covered by the settlement include failing to determine if solid waste generated at the Benicia refinery was hazardous, failing to minimize the risk of unplanned chemical releases and failing to maintain complete and accurate records at the facility.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. Environmental Protection Agency and Valero Refining Company-California agreed on a settlement this week that will force the oil company to pay a $157,800 fine for mismanagement of hazardous waste and toxic chemicals at its Benicia crude oil refinery.\u003c/p>\n\u003cp>The EPA cited the oil company for illegally disposing benzene -- a \u003ca href=\"http://www.cancer.org/cancer/cancercauses/othercarcinogens/intheworkplace/benzene\" target=\"_blank\">known human carcinogen\u003c/a> -- into an unlined stormwater retention pond in violation of the Resource Conservation and Recovery Act (RCRA), which governs the management and disposal of hazardous waste. The settlement also covers violations of the Emergency Planning and Community Right-to-Know Act, where Valero failed to inform the public about all of its toxic chemical releases.\u003c/p>\n\u003cp>The violations were discovered during a routine EPA inspection of the facility in May 2014.\u003c/p>\n\u003cp>\"This settlement was primarily driven by difficulty we experienced on a handful of occasions during some extreme weather events that occurred a number of years ago, and the agreement outlines what we are doing improve the refinery's ability to handle extreme rainfall events in the future,\" said Valero spokeswoman Lillian Riojas in a statement.\u003c/p>\n\u003cp>As part of the settlement, Valero will have to improve its piping by June 2017 to prevent similar toxic releases in the future. These improvements would allow hazardous waste to be recycled into the system instead of discharged into a stormwater basin, and the EPA estimates they will prevent 5,000 pounds of benzene from being released into the environment over the next 10 years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Any stormwater that could potentially get into the groundwater and/or into the bay are major concerns with the violations,\" said Joel Jones, assistant director for enforcement for EPA Region 9. Jones said that even though these were relatively minor violations, the dense population surrounding the Benicia refinery makes it crucial that Valero comply with regulations.\u003c/p>\n\u003cp>\"In any case where there are violations, we take it very seriously even if they're minor,\" Jones said, \"and the companies are fairly responsive to solving those issues.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other violations covered by the settlement include failing to determine if solid waste generated at the Benicia refinery was hazardous, failing to minimize the risk of unplanned chemical releases and failing to maintain complete and accurate records at the facility.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "How California Is Learning to Love Drinking Recycled Water",
"headTitle": "How California Is Learning to Love Drinking Recycled Water | KQED",
"content": "\u003cp>Would you rather drink a cup of recycled wastewater or advanced purified water?\u003c/p>\n\u003cp>Actually, that’s a trick question – both terms are often used to talk about the same thing. But when it comes to public acceptance of the practice, the language you use makes a big difference. And so does education about how the process works.\u003c/p>\n\u003cp>Those are some of the things that have helped shift attitudes in California around potable reuse (drinking wastewater that has been purified for drinking). But it’s been a long road to get there and a few bumps remain.\u003c/p>\n\u003cp>Decades ago, the idea of treating wastewater to drinking water standards was met with resistance and it earned the unfortunate moniker of “\u003ca href=\"http://www.kpbs.org/news/2010/aug/04/political-analysis-legacy-toilet-tap/\" target=\"_blank\" rel=\"noopener\">toilet to tap\u003c/a>” in 1995, which became widely touted in defeating proposals to purify recycled water for drinking in Southern California in the 1990s.\u003c/p>\n\u003cfigure id=\"attachment_620612\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-620612\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/purple-hydrant-800x534.jpg\" alt=\"A purple colored hydrant designates a recycled water fill station in Mountain View, California.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-400x267.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-768x513.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-1440x961.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-1920x1282.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-1180x788.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-960x641.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A purple colored hydrant designates a recycled water fill station in Mountain View, California. \u003ccite>(Tara Lohan)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But \u003ca href=\"http://www.ocwd.com/\" target=\"_blank\" rel=\"noopener\">Orange County\u003c/a> paved a different way forward for California by using indirect potable reuse – treating wastewater to drinking water standards and then putting it back underground to mingle with water in the aquifer before being pumped back out for drinking.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Add to the equation another multi-year drought (just entering year six) and increased pressure on water sources from climate change and competing interests, and many Californians now seem ready to welcome recycled water into their homes. \u003ca href=\"https://www.sandiego.gov/water/purewater/purewatersd\" target=\"_blank\" rel=\"noopener\">San Diego\u003c/a> and \u003ca href=\"http://www.valleywater.org/SVAWPC.aspx\" target=\"_blank\" rel=\"noopener\">Silicon Valley\u003c/a> are both on their way.\u003c/p>\n\u003cp>\u003cstrong>Just Don’t Call It Wastewater\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>In January, the water technology company Xylem conducted a survey of 3,000 Californians to gauge their support of water recycling. Water recycling can mean water treated for non-potable purposes, such as industrial uses and irrigation, but in this survey it was defined to mean wastewater that had been treated and purified for drinking.\u003c/p>\n\u003cp>Of those surveyed, 42 percent were very willing to use recycled water in their everyday lives and 41 percent were somewhat willing. The numbers increase with more information. The survey found that 89 percent of people were willing to use recycled water after receiving information about how the treatment process works.\u003c/p>\n\u003cp>The findings are similar to what Santa Clara Valley Water District has found as they have tested their customers on the concept as well. The water district has a facility, the \u003ca href=\"http://www.valleywater.org/SVAWPC.aspx\" target=\"_blank\" rel=\"noopener\">Silicon Valley Advanced Water Purification Center\u003c/a>, that can treat wastewater to drinking water standards, but currently the water is only used to supplement recycled water for non-potable uses such as irrigation. In the near future (likely the next two to three years), the agency may be using the water for indirect potable reuse to supplement groundwater for drinking.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘With enough information and education, you can change people’s understanding and perception.’\u003ccite>Marta Lugo, Santa Clara Valley Water District\u003c/cite>\u003c/aside>\n\u003cp>A survey the agency conducted in Santa Clara County in 2010 found that initially, people were pretty opposed to the idea of one day drinking recycled water – only 31 percent were in favor of it. But after being read information about how the treatment and purification process works, 53 percent were supportive. And then after being given additional information about why it’s good for the environment and helps support groundwater supplies, support rose to 69 percent.\u003c/p>\n\u003cp>“What we learned from that is with enough information and education you can change people’s understanding and perception,” said Marta Lugo, a public information representative of Santa Clara Valley Water District. Since education is key, in 2014 when the water district opened their water purification center, they immediately kicked off a public tour program.\u003c/p>\n\u003cp>\u003cstrong>Tasting is Believing\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>If seeing is believing, then tasting usually seals the deal. Lugo said an open-house event last October drew 900 people from the community, and more than 90 percent took a taste test. “Many were surprised when they saw, smelled and tasted it,” said Lugo. “If people see their neighbors taking a taste, or their friends and peers, they get over a psychological barrier – it becomes normalized.”\u003c/p>\n\u003cp>She says that acceptance has also grown during California’s drought, and being in Silicon Valley, they are aided by having many tech-minded residents. But a 2014 survey found that the biggest factor driving public acceptance of drinking recycled water is actually concern for the environment — the fact that recycled water is good for rivers, streams, fish, plants and wildlife, she said.\u003c/p>\n\u003cp>The language is also important, said Lugo. People are more accepting when it is referred to as “highly” or “advanced purified water.” It’s not just semantics but an important distinction. Many Californians are already familiar with recycled water that is transported in purple pipes for irrigation and industrial uses.\u003c/p>\n\u003cfigure id=\"attachment_1054003\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1054003\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-800x534.jpg\" alt=\"A view inside the Silicon Valley Advanced Water Purification Center in San Jose, Calif.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-400x267.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-768x513.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-1180x788.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-960x641.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water.jpg 1400w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A view inside the Silicon Valley Advanced Water Purification Center in San Jose, Calif. \u003ccite>(Tara Lohan/Water Deeply)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They are also repeatedly cautioned not to drink purple pipe water. “We had to find a way to disassociate from that, because even though we are recycling water, it is not the same water in the purple pipes. It’s a step ahead of that recycled water.”\u003c/p>\n\u003cp>Water from the Silicon Valley Advanced Water Purification Center goes through three main processes – microfiltration, reverse osmosis and ultraviolet light. If it was to be used for drinking water, it would also receive advanced oxidation.\u003c/p>\n\u003cp>Next year, the California legislature is likely to begin addressing regulations for \u003ca href=\"https://www.newsdeeply.com/water/articles/2016/09/20/wastewater-a-new-frontier-for-water-recycling\" target=\"_blank\" rel=\"noopener\">direct potable reuse\u003c/a>, which will give another boost to the idea of wastewater as part of the water supply. But it will likely be many more years before direct potable use is widespread.\u003c/p>\n\u003cp class=\"fin\">Water agencies like Santa Clara Valley Water District are moving slowly. “It’s not an overnight process, it’s taken years of education,” said Lugo. “It has only been in the last year and a half that we have moved to aggressively talking about recycled water for drinking water supplies – either for groundwater replenishment or for direct use. It’s a process, but for the most part, the community has been very supportive.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>This article originally appeared on Water Deeply, and you can find it \u003ca href=\"https://www.newsdeeply.com/water/articles/2016/10/06/how-california-is-learning-to-love-drinking-recycled-water\">here\u003c/a>. For important news about the California drought, you can sign up to the \u003ca href=\"http://waterdeeply.us5.list-manage.com/subscribe?u=8b78e9a34ff7443ec1e8c62c6&id=2947becb78\">Water Deeply email list\u003c/a>.\u003c/em>\u003c/p>\n\n",
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"excerpt": "It wasn’t too long ago that the so-called “yuck factor” associated with recycled water was a deal breaker for many communities. But new research shows that Californians are warming to the concept.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Would you rather drink a cup of recycled wastewater or advanced purified water?\u003c/p>\n\u003cp>Actually, that’s a trick question – both terms are often used to talk about the same thing. But when it comes to public acceptance of the practice, the language you use makes a big difference. And so does education about how the process works.\u003c/p>\n\u003cp>Those are some of the things that have helped shift attitudes in California around potable reuse (drinking wastewater that has been purified for drinking). But it’s been a long road to get there and a few bumps remain.\u003c/p>\n\u003cp>Decades ago, the idea of treating wastewater to drinking water standards was met with resistance and it earned the unfortunate moniker of “\u003ca href=\"http://www.kpbs.org/news/2010/aug/04/political-analysis-legacy-toilet-tap/\" target=\"_blank\" rel=\"noopener\">toilet to tap\u003c/a>” in 1995, which became widely touted in defeating proposals to purify recycled water for drinking in Southern California in the 1990s.\u003c/p>\n\u003cfigure id=\"attachment_620612\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-620612\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/purple-hydrant-800x534.jpg\" alt=\"A purple colored hydrant designates a recycled water fill station in Mountain View, California.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-400x267.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-768x513.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-1440x961.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-1920x1282.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-1180x788.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant-960x641.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/04/purple-hydrant.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A purple colored hydrant designates a recycled water fill station in Mountain View, California. \u003ccite>(Tara Lohan)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But \u003ca href=\"http://www.ocwd.com/\" target=\"_blank\" rel=\"noopener\">Orange County\u003c/a> paved a different way forward for California by using indirect potable reuse – treating wastewater to drinking water standards and then putting it back underground to mingle with water in the aquifer before being pumped back out for drinking.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Add to the equation another multi-year drought (just entering year six) and increased pressure on water sources from climate change and competing interests, and many Californians now seem ready to welcome recycled water into their homes. \u003ca href=\"https://www.sandiego.gov/water/purewater/purewatersd\" target=\"_blank\" rel=\"noopener\">San Diego\u003c/a> and \u003ca href=\"http://www.valleywater.org/SVAWPC.aspx\" target=\"_blank\" rel=\"noopener\">Silicon Valley\u003c/a> are both on their way.\u003c/p>\n\u003cp>\u003cstrong>Just Don’t Call It Wastewater\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>In January, the water technology company Xylem conducted a survey of 3,000 Californians to gauge their support of water recycling. Water recycling can mean water treated for non-potable purposes, such as industrial uses and irrigation, but in this survey it was defined to mean wastewater that had been treated and purified for drinking.\u003c/p>\n\u003cp>Of those surveyed, 42 percent were very willing to use recycled water in their everyday lives and 41 percent were somewhat willing. The numbers increase with more information. The survey found that 89 percent of people were willing to use recycled water after receiving information about how the treatment process works.\u003c/p>\n\u003cp>The findings are similar to what Santa Clara Valley Water District has found as they have tested their customers on the concept as well. The water district has a facility, the \u003ca href=\"http://www.valleywater.org/SVAWPC.aspx\" target=\"_blank\" rel=\"noopener\">Silicon Valley Advanced Water Purification Center\u003c/a>, that can treat wastewater to drinking water standards, but currently the water is only used to supplement recycled water for non-potable uses such as irrigation. In the near future (likely the next two to three years), the agency may be using the water for indirect potable reuse to supplement groundwater for drinking.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘With enough information and education, you can change people’s understanding and perception.’\u003ccite>Marta Lugo, Santa Clara Valley Water District\u003c/cite>\u003c/aside>\n\u003cp>A survey the agency conducted in Santa Clara County in 2010 found that initially, people were pretty opposed to the idea of one day drinking recycled water – only 31 percent were in favor of it. But after being read information about how the treatment and purification process works, 53 percent were supportive. And then after being given additional information about why it’s good for the environment and helps support groundwater supplies, support rose to 69 percent.\u003c/p>\n\u003cp>“What we learned from that is with enough information and education you can change people’s understanding and perception,” said Marta Lugo, a public information representative of Santa Clara Valley Water District. Since education is key, in 2014 when the water district opened their water purification center, they immediately kicked off a public tour program.\u003c/p>\n\u003cp>\u003cstrong>Tasting is Believing\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>If seeing is believing, then tasting usually seals the deal. Lugo said an open-house event last October drew 900 people from the community, and more than 90 percent took a taste test. “Many were surprised when they saw, smelled and tasted it,” said Lugo. “If people see their neighbors taking a taste, or their friends and peers, they get over a psychological barrier – it becomes normalized.”\u003c/p>\n\u003cp>She says that acceptance has also grown during California’s drought, and being in Silicon Valley, they are aided by having many tech-minded residents. But a 2014 survey found that the biggest factor driving public acceptance of drinking recycled water is actually concern for the environment — the fact that recycled water is good for rivers, streams, fish, plants and wildlife, she said.\u003c/p>\n\u003cp>The language is also important, said Lugo. People are more accepting when it is referred to as “highly” or “advanced purified water.” It’s not just semantics but an important distinction. Many Californians are already familiar with recycled water that is transported in purple pipes for irrigation and industrial uses.\u003c/p>\n\u003cfigure id=\"attachment_1054003\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1054003\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-800x534.jpg\" alt=\"A view inside the Silicon Valley Advanced Water Purification Center in San Jose, Calif.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-400x267.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-768x513.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-1180x788.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water-960x641.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2016/10/Santa-Clara-water.jpg 1400w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A view inside the Silicon Valley Advanced Water Purification Center in San Jose, Calif. \u003ccite>(Tara Lohan/Water Deeply)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They are also repeatedly cautioned not to drink purple pipe water. “We had to find a way to disassociate from that, because even though we are recycling water, it is not the same water in the purple pipes. It’s a step ahead of that recycled water.”\u003c/p>\n\u003cp>Water from the Silicon Valley Advanced Water Purification Center goes through three main processes – microfiltration, reverse osmosis and ultraviolet light. If it was to be used for drinking water, it would also receive advanced oxidation.\u003c/p>\n\u003cp>Next year, the California legislature is likely to begin addressing regulations for \u003ca href=\"https://www.newsdeeply.com/water/articles/2016/09/20/wastewater-a-new-frontier-for-water-recycling\" target=\"_blank\" rel=\"noopener\">direct potable reuse\u003c/a>, which will give another boost to the idea of wastewater as part of the water supply. But it will likely be many more years before direct potable use is widespread.\u003c/p>\n\u003cp class=\"fin\">Water agencies like Santa Clara Valley Water District are moving slowly. “It’s not an overnight process, it’s taken years of education,” said Lugo. “It has only been in the last year and a half that we have moved to aggressively talking about recycled water for drinking water supplies – either for groundwater replenishment or for direct use. It’s a process, but for the most part, the community has been very supportive.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>This article originally appeared on Water Deeply, and you can find it \u003ca href=\"https://www.newsdeeply.com/water/articles/2016/10/06/how-california-is-learning-to-love-drinking-recycled-water\">here\u003c/a>. For important news about the California drought, you can sign up to the \u003ca href=\"http://waterdeeply.us5.list-manage.com/subscribe?u=8b78e9a34ff7443ec1e8c62c6&id=2947becb78\">Water Deeply email list\u003c/a>.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>FRESNO -- New figures Wednesday show Californians' summer water use up by more than a third since the same time last year, making water regulators worry some areas have abandoned drought-time water savings since the state lifted mandatory conservation orders.\u003c/p>\n\u003cp>\"We're at yellow alert,\" said Felicia Marcus, chairwoman of the state Water Resources Control Board, as the board released August figures showing conservation by cities and towns dropping.\u003c/p>\n\u003cp>Water regulators would be looking closely at the causes for the increased water use, Marcus said. \"I'm not ready to go to red alert until we figure it out.\"\u003c/p>\n\u003cp>California is heading into a possible sixth consecutive year of drought with uncertainty of what this coming winter -- the rainy season in the state -- will do to ease the historic dry spell, officials said.\u003c/p>\n\u003cp>Last winter, a near-average amount of rain and snow fell in Northern California, prompting officials to relax conservation efforts statewide by turning over control to local water districts.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That may have been a mistake, said Tracy Quinn, a Southern California-based water expert with the Natural Resources Defense Council.\u003c/p>\n\u003cp>Ever since, Quinn said Wednesday, she notices more Californians have gone back to running water sprinklers full tilt, and hears friends and family expressing uncertainty whether the state is even in drought anymore.\u003c/p>\n\u003cp>\"It's very clear that at least in this drought, voluntary conservation hasn't been successful,\" Quinn said. \"What got us the savings we need is mandatory conservation throughout the state.\"\u003c/p>\n\u003cp>Overall, California cities and towns saved less than 18 percent on water in August, compared with the period before Gov. Jerry Brown declared a drought emergency. The amount saved was down 36 percent from August 2015, when urban Californians were under Brown's order to cut water use by 25 percent.\u003c/p>\n\u003cp>Water districts on the south coast were among the highest water users, state officials reported Wednesday.\u003c/p>\n\u003cp>Poor-performing districts include La Habra in Orange County, Casitas Municipal Water District in Ventura County, Lake Lee Water District in Riverside County and Norwalk, a city of just over 100,000 residents in Los Angeles County.\u003c/p>\n\u003cp>In Norwalk, city official Adriana Figueroa cited a record-keeping error by the local water supplier, and said the city still has all its drought-time water use restrictions in force.\u003c/p>\n\u003cp>Representatives for the other districts did not immediately respond to requests for comment by The Associated Press.\u003c/p>\n\u003cp>At least seven water districts used more water in August than before the drought, officials reported.\u003c/p>\n\u003cp>Officials highlighted 114 water districts, however, for saving more than 20 percent in August than before the drought. They include Sacramento, Alameda County Water District and San Gabriel Valley Water Company.\u003c/p>\n\u003cp>Some communities are doing a good job of conserving, but some aren't, said Max Gomberg, a senior climate scientist for the state water board, adding that in January regulators will consider returning to state-mandated water restrictions.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We never know what the winter's going to bring,\" Gomberg said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>FRESNO -- New figures Wednesday show Californians' summer water use up by more than a third since the same time last year, making water regulators worry some areas have abandoned drought-time water savings since the state lifted mandatory conservation orders.\u003c/p>\n\u003cp>\"We're at yellow alert,\" said Felicia Marcus, chairwoman of the state Water Resources Control Board, as the board released August figures showing conservation by cities and towns dropping.\u003c/p>\n\u003cp>Water regulators would be looking closely at the causes for the increased water use, Marcus said. \"I'm not ready to go to red alert until we figure it out.\"\u003c/p>\n\u003cp>California is heading into a possible sixth consecutive year of drought with uncertainty of what this coming winter -- the rainy season in the state -- will do to ease the historic dry spell, officials said.\u003c/p>\n\u003cp>Last winter, a near-average amount of rain and snow fell in Northern California, prompting officials to relax conservation efforts statewide by turning over control to local water districts.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That may have been a mistake, said Tracy Quinn, a Southern California-based water expert with the Natural Resources Defense Council.\u003c/p>\n\u003cp>Ever since, Quinn said Wednesday, she notices more Californians have gone back to running water sprinklers full tilt, and hears friends and family expressing uncertainty whether the state is even in drought anymore.\u003c/p>\n\u003cp>\"It's very clear that at least in this drought, voluntary conservation hasn't been successful,\" Quinn said. \"What got us the savings we need is mandatory conservation throughout the state.\"\u003c/p>\n\u003cp>Overall, California cities and towns saved less than 18 percent on water in August, compared with the period before Gov. Jerry Brown declared a drought emergency. The amount saved was down 36 percent from August 2015, when urban Californians were under Brown's order to cut water use by 25 percent.\u003c/p>\n\u003cp>Water districts on the south coast were among the highest water users, state officials reported Wednesday.\u003c/p>\n\u003cp>Poor-performing districts include La Habra in Orange County, Casitas Municipal Water District in Ventura County, Lake Lee Water District in Riverside County and Norwalk, a city of just over 100,000 residents in Los Angeles County.\u003c/p>\n\u003cp>In Norwalk, city official Adriana Figueroa cited a record-keeping error by the local water supplier, and said the city still has all its drought-time water use restrictions in force.\u003c/p>\n\u003cp>Representatives for the other districts did not immediately respond to requests for comment by The Associated Press.\u003c/p>\n\u003cp>At least seven water districts used more water in August than before the drought, officials reported.\u003c/p>\n\u003cp>Officials highlighted 114 water districts, however, for saving more than 20 percent in August than before the drought. They include Sacramento, Alameda County Water District and San Gabriel Valley Water Company.\u003c/p>\n\u003cp>Some communities are doing a good job of conserving, but some aren't, said Max Gomberg, a senior climate scientist for the state water board, adding that in January regulators will consider returning to state-mandated water restrictions.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We never know what the winter's going to bring,\" Gomberg said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A native California frog once on the brink of extinction is making an encouraging comeback in Yosemite National Park, raising hopes for amphibians like it worldwide that are dying off at an alarming rate, researchers said Monday.\u003c/p>\n\u003cp>The Sierra Nevada yellow-legged frog — little more than 3 inches long and known for the coloring under its hind legs — was once the most abundant amphibian in the mountain range.\u003c/p>\n\u003cp>[contextly_sidebar id=”GhXCbFrQe550VIrKoAcIH5ygS74JdmPh”]They were so numerous that they bounded by the dozens into lakes and streams with each step of an approaching person, says lead researcher Roland Knapp of the University of California Sierra Nevada Aquatic Research Laboratory.\u003c/p>\n\u003cp>Their numbers began to plummet roughly a century ago as they were gobbled up by non-native trout stocked for fishing. Disease later struck, removing them from 90 percent of their native habitat in the Sierra, scientists say.\u003c/p>\n\u003cp>Efforts to save the frog from extinction have led to a sevenfold increase in their numbers in Yosemite in the last 20 years, says Knapp, who charted the frog’s rebound in \u003ca href=\"http://www.pnas.org/content/early/2016/09/28/1600983113.abstract\" target=\"_blank\" rel=\"noopener\">a study published Monday\u003c/a> in the Proceedings of the National Academy of Sciences.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s got a long way to go to get to where it was,” he says. “It’s certainly an important milestone.”\u003c/p>\n\u003cp>Park officials stopped stocking non-native fish in some Yosemite lakes, helping the comeback, and it appears that the frog has developed a resistance to the disease deadly to amphibians, called the chytrid fungus.\u003c/p>\n\u003cp>The disease has led to the extinction of more than 200 species of amphibians around the world in the last 30 years, Knapp said.\u003c/p>\n\u003cp>The frog’s ability to develop a resistance, combined with better management practices, could reverse the decline of amphibians elsewhere, researchers say.\u003c/p>\n\u003cp>The rebound of the yellow-legged frog is limited to Yosemite, which makes up 13 percent of its historical habitat in the Sierra. Researchers say that elsewhere in the range, the frog remains scarce.\u003c/p>\n\u003cp>It is still protected as a federally endangered species, and state wildlife officials consider it threatened in California.\u003c/p>\n\u003cp>Yosemite National Park called the rebound a rare success story in the world of endangered species, and one that made them hopeful the yellow-legged frog would eventually come off the endangered list.\u003c/p>\n\u003cp>“A lot of people think that species linger on this list in perpetuity and we very rarely see species coming off the list,” says Rob Grasso, the park’s aquatic ecologist.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“This shows it can be done, and even such an imperiled species as the Sierra Nevada yellow-legged frog can recover when the odds are highly stacked against it,” Grasso says. “One day, it could be off the list. This gives us tremendous hope.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A native California frog once on the brink of extinction is making an encouraging comeback in Yosemite National Park, raising hopes for amphibians like it worldwide that are dying off at an alarming rate, researchers said Monday.\u003c/p>\n\u003cp>The Sierra Nevada yellow-legged frog — little more than 3 inches long and known for the coloring under its hind legs — was once the most abundant amphibian in the mountain range.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>They were so numerous that they bounded by the dozens into lakes and streams with each step of an approaching person, says lead researcher Roland Knapp of the University of California Sierra Nevada Aquatic Research Laboratory.\u003c/p>\n\u003cp>Their numbers began to plummet roughly a century ago as they were gobbled up by non-native trout stocked for fishing. Disease later struck, removing them from 90 percent of their native habitat in the Sierra, scientists say.\u003c/p>\n\u003cp>Efforts to save the frog from extinction have led to a sevenfold increase in their numbers in Yosemite in the last 20 years, says Knapp, who charted the frog’s rebound in \u003ca href=\"http://www.pnas.org/content/early/2016/09/28/1600983113.abstract\" target=\"_blank\" rel=\"noopener\">a study published Monday\u003c/a> in the Proceedings of the National Academy of Sciences.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s got a long way to go to get to where it was,” he says. “It’s certainly an important milestone.”\u003c/p>\n\u003cp>Park officials stopped stocking non-native fish in some Yosemite lakes, helping the comeback, and it appears that the frog has developed a resistance to the disease deadly to amphibians, called the chytrid fungus.\u003c/p>\n\u003cp>The disease has led to the extinction of more than 200 species of amphibians around the world in the last 30 years, Knapp said.\u003c/p>\n\u003cp>The frog’s ability to develop a resistance, combined with better management practices, could reverse the decline of amphibians elsewhere, researchers say.\u003c/p>\n\u003cp>The rebound of the yellow-legged frog is limited to Yosemite, which makes up 13 percent of its historical habitat in the Sierra. Researchers say that elsewhere in the range, the frog remains scarce.\u003c/p>\n\u003cp>It is still protected as a federally endangered species, and state wildlife officials consider it threatened in California.\u003c/p>\n\u003cp>Yosemite National Park called the rebound a rare success story in the world of endangered species, and one that made them hopeful the yellow-legged frog would eventually come off the endangered list.\u003c/p>\n\u003cp>“A lot of people think that species linger on this list in perpetuity and we very rarely see species coming off the list,” says Rob Grasso, the park’s aquatic ecologist.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“This shows it can be done, and even such an imperiled species as the Sierra Nevada yellow-legged frog can recover when the odds are highly stacked against it,” Grasso says. “One day, it could be off the list. This gives us tremendous hope.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "After Record Heat, California Fires Burn Into the Fall",
"title": "After Record Heat, California Fires Burn Into the Fall",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>A wildfire in the mountains of Santa Clara County has destroyed a dozen homes and consumed about 4,400 acres of forest.\u003c/p>\n\u003cp>The Loma Fire has been burning in the Santa Cruz Mountains since Sept. 26, and although it is more than 60 percent contained, it still threatens more than 150 structures, \u003ca href=\"http://www.fire.ca.gov/current_incidents/incidentdetails/Index/1457\">according to Cal Fire\u003c/a>, the state agency in charge of wildfire efforts. Almost 2,000 personnel, including inmate fire crews, are fighting the blaze.\u003c/p>\n\u003cp>Bryan Martin of Cal Fire said the fire is difficult for firefighters because it's burning through \"steep, steep terrain and inaccessible areas.\"\u003c/p>\n\u003cp>Despite the remote area, the fire is \u003ca href=\"https://twitter.com/SJSU/status/780791842761768960\">visible from San Jose\u003c/a>. Evacuations are still in place for multiple areas around the blaze, and a local church is serving as a \u003ca href=\"http://www.fire.ca.gov/current_incidents/incidentdetails/Index/1457\">shelter\u003c/a>. Another option for residents is a nearby clothing-optional resort that has offered lodging to evacuated people and animals, \u003ca href=\"http://www.santacruzsentinel.com/general-news/20160930/nudist-resort-offers-aid-to-loma-fire-victims\">reports the Santa Cruz Sentinel\u003c/a>.\u003c/p>\n\u003cp>The Loma Fire is one of nine\u003ca href=\"https://www.google.com/maps/d/viewer?ll=37.055177%2C-120.454102&spn=17.505593%2C18.720703&hl=en&msa=0&z=5&source=embed&ie=UTF8&mid=1ZpcZ8OMZh1G1XwRmt9GaCwH6f-g\"> major active blazes\u003c/a> burning across California, after a \u003ca href=\"http://www.vcstar.com/story/weather/2016/09/26/high-temperatures-and-winds-tap-monday/91108924/\">record-breaking\u003c/a> heat wave last week and a weather phenomenon known as the \u003ca href=\"http://www.crh.noaa.gov/glossary.php?word=SANTA%20ANA%20WIND\">Santa Ana wind\u003c/a>, which brings hot, dusty air sweeping across the desiccated landscape of drought-ridden Southern California.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"100%\" height=\"450\" scrolling=\"no\" frameborder=\"no\" src=\"http://firetracker.scpr.org/loma-fire-santa-clara-2016/embed/\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Although September brings cooler temperatures to much of the country, much of the southwestern U.S. remains hot well into autumn. \"Most of CA's most damaging wildfires happen in fall,\" Cal Fire warned people on Twitter, \u003ca href=\"https://twitter.com/CAL_FIRE/status/781959324000149504\">posting a notice\u003c/a> that the top seven most destructive fires in the state's history all happened in September and October.\u003c/p>\n\u003cp>The costs associated with fighting wildfires in California are enormous. Farther south, the 130,000-acre \u003ca href=\"http://inciweb.nwcg.gov/incident/4888/\">Soberanes Fire\u003c/a> is still burning near Monterey. That blaze, which has been burning for two months, cost the most to fight of any fire in U.S. history at more than $200 million, according to a recent \u003ca href=\"https://ww2.kqed.org/news/2016/09/20/california-fire-becomes-costliest-in-u-s-history/\">report by The Associated Press\u003c/a>. The cost of battling the flames when the Soberanes Fire was at its most intense reached $8 million per day, the U.S. Forest Service told the wire service.\u003c/p>\n\u003cp>Emily Guerin of NPR member station KPCC \u003ca href=\"http://www.scpr.org/news/2016/08/19/63757/why-fighting-california-s-wildfires-cost-more-than/\">reported\u003c/a> the cost per acre for fighting wildfires in California is already high compared to other states, and it is still growing. She reported that, in 2016, Cal Fire expects to spend more on fighting fires than it has since at least 2000.\u003c/p>\n\u003cfigure id=\"attachment_11114861\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11114861\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/Fire2-800x533.jpg\" alt=\"Sampson Spence of Fremont Fire douses flames as they approach a road in the Santa Cruz Mountains near Loma Prieta, California\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/Fire2-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/Fire2-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/Fire2-960x639.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/Fire2.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Sampson Spence of Fremont Fire douses flames as they approach a road in the Santa Cruz Mountains near Loma Prieta, California. \u003ccite>(Josh Edelson/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://www.scpr.org/news/2016/08/19/63757/why-fighting-california-s-wildfires-cost-more-than/\">Guerin reports\u003c/a> California's population density is one reason for the high cost:\u003c/p>\n\u003cblockquote>\u003cp>\"What makes California's wildfires so expensive? It's primarily that a lot of people live in the wilderness areas, according to Chris Mehl, policy director with the Montana-based nonprofit research group Headwaters Economics. Fire agencies often devote the majority of their resources to protecting homes: between 33 and 90 percent of the cost of suppressing fires is spent on structure protection, according to Mehl.\u003c/p>\n\u003cp>\"'So it's significant no matter what,' he said. 'But when you get a fire like [the \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/08/23/491093515/california-firefighters-contain-blue-cut-fire-grapple-with-other-blazes\">Blue Cut Fire in San Bernardino County\u003c/a>], that percentage goes way up because they're using all their resources to try to protect structures and people.'\u003c/p>\n\u003cp>\"Compare that to a wildfire, even a much larger one, burning in a remote wilderness area in Montana. Fire agencies may let those fires burn, flying over them a few times a day to monitor them, Mehl said. The idea is that fire is a natural part of the ecosystem, and if it can burn without threatening communities or infrastructure, it should be allowed to do so.\"\u003c/p>\u003c/blockquote>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=After+Record+Heat%2C+California+Fires+Burn+Into+The+Fall&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "The Loma Fire in the Santa Cruz Mountains has destroyed a dozen homes, and threatens more than 150 structures. Meanwhile, the massive Soberanes Fire is still burning two months after it began.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A wildfire in the mountains of Santa Clara County has destroyed a dozen homes and consumed about 4,400 acres of forest.\u003c/p>\n\u003cp>The Loma Fire has been burning in the Santa Cruz Mountains since Sept. 26, and although it is more than 60 percent contained, it still threatens more than 150 structures, \u003ca href=\"http://www.fire.ca.gov/current_incidents/incidentdetails/Index/1457\">according to Cal Fire\u003c/a>, the state agency in charge of wildfire efforts. Almost 2,000 personnel, including inmate fire crews, are fighting the blaze.\u003c/p>\n\u003cp>Bryan Martin of Cal Fire said the fire is difficult for firefighters because it's burning through \"steep, steep terrain and inaccessible areas.\"\u003c/p>\n\u003cp>Despite the remote area, the fire is \u003ca href=\"https://twitter.com/SJSU/status/780791842761768960\">visible from San Jose\u003c/a>. Evacuations are still in place for multiple areas around the blaze, and a local church is serving as a \u003ca href=\"http://www.fire.ca.gov/current_incidents/incidentdetails/Index/1457\">shelter\u003c/a>. Another option for residents is a nearby clothing-optional resort that has offered lodging to evacuated people and animals, \u003ca href=\"http://www.santacruzsentinel.com/general-news/20160930/nudist-resort-offers-aid-to-loma-fire-victims\">reports the Santa Cruz Sentinel\u003c/a>.\u003c/p>\n\u003cp>The Loma Fire is one of nine\u003ca href=\"https://www.google.com/maps/d/viewer?ll=37.055177%2C-120.454102&spn=17.505593%2C18.720703&hl=en&msa=0&z=5&source=embed&ie=UTF8&mid=1ZpcZ8OMZh1G1XwRmt9GaCwH6f-g\"> major active blazes\u003c/a> burning across California, after a \u003ca href=\"http://www.vcstar.com/story/weather/2016/09/26/high-temperatures-and-winds-tap-monday/91108924/\">record-breaking\u003c/a> heat wave last week and a weather phenomenon known as the \u003ca href=\"http://www.crh.noaa.gov/glossary.php?word=SANTA%20ANA%20WIND\">Santa Ana wind\u003c/a>, which brings hot, dusty air sweeping across the desiccated landscape of drought-ridden Southern California.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"100%\" height=\"450\" scrolling=\"no\" frameborder=\"no\" src=\"http://firetracker.scpr.org/loma-fire-santa-clara-2016/embed/\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Although September brings cooler temperatures to much of the country, much of the southwestern U.S. remains hot well into autumn. \"Most of CA's most damaging wildfires happen in fall,\" Cal Fire warned people on Twitter, \u003ca href=\"https://twitter.com/CAL_FIRE/status/781959324000149504\">posting a notice\u003c/a> that the top seven most destructive fires in the state's history all happened in September and October.\u003c/p>\n\u003cp>The costs associated with fighting wildfires in California are enormous. Farther south, the 130,000-acre \u003ca href=\"http://inciweb.nwcg.gov/incident/4888/\">Soberanes Fire\u003c/a> is still burning near Monterey. That blaze, which has been burning for two months, cost the most to fight of any fire in U.S. history at more than $200 million, according to a recent \u003ca href=\"https://ww2.kqed.org/news/2016/09/20/california-fire-becomes-costliest-in-u-s-history/\">report by The Associated Press\u003c/a>. The cost of battling the flames when the Soberanes Fire was at its most intense reached $8 million per day, the U.S. Forest Service told the wire service.\u003c/p>\n\u003cp>Emily Guerin of NPR member station KPCC \u003ca href=\"http://www.scpr.org/news/2016/08/19/63757/why-fighting-california-s-wildfires-cost-more-than/\">reported\u003c/a> the cost per acre for fighting wildfires in California is already high compared to other states, and it is still growing. She reported that, in 2016, Cal Fire expects to spend more on fighting fires than it has since at least 2000.\u003c/p>\n\u003cfigure id=\"attachment_11114861\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11114861\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/Fire2-800x533.jpg\" alt=\"Sampson Spence of Fremont Fire douses flames as they approach a road in the Santa Cruz Mountains near Loma Prieta, California\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/Fire2-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/Fire2-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/Fire2-960x639.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/Fire2.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Sampson Spence of Fremont Fire douses flames as they approach a road in the Santa Cruz Mountains near Loma Prieta, California. \u003ccite>(Josh Edelson/AFP/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://www.scpr.org/news/2016/08/19/63757/why-fighting-california-s-wildfires-cost-more-than/\">Guerin reports\u003c/a> California's population density is one reason for the high cost:\u003c/p>\n\u003cblockquote>\u003cp>\"What makes California's wildfires so expensive? It's primarily that a lot of people live in the wilderness areas, according to Chris Mehl, policy director with the Montana-based nonprofit research group Headwaters Economics. Fire agencies often devote the majority of their resources to protecting homes: between 33 and 90 percent of the cost of suppressing fires is spent on structure protection, according to Mehl.\u003c/p>\n\u003cp>\"'So it's significant no matter what,' he said. 'But when you get a fire like [the \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/08/23/491093515/california-firefighters-contain-blue-cut-fire-grapple-with-other-blazes\">Blue Cut Fire in San Bernardino County\u003c/a>], that percentage goes way up because they're using all their resources to try to protect structures and people.'\u003c/p>\n\u003cp>\"Compare that to a wildfire, even a much larger one, burning in a remote wilderness area in Montana. Fire agencies may let those fires burn, flying over them a few times a day to monitor them, Mehl said. The idea is that fire is a natural part of the ecosystem, and if it can burn without threatening communities or infrastructure, it should be allowed to do so.\"\u003c/p>\u003c/blockquote>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=After+Record+Heat%2C+California+Fires+Burn+Into+The+Fall&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Digital health is booming. The market that includes health apps and wearables will increase around \u003cem>1,200 percent\u003c/em> over the next eight years, according to one \u003ca href=\"http://www.digitaljournal.com/pr/3084642\" target=\"_blank\">forecast\u003c/a>.\u003c/p>\n\u003cp>So what's propelling this surge in demand? \"A growing proliferation of chronic diseases, namely diabetes, cancer and heart ailments ... \" the report says.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We don’t need an app that counts steps, because that really just tells you that your day doesn’t naturally incorporate the time and space to walk.'\u003c/aside>\n\u003cp>Not only is this trend alarming, said the Robert Wood Johnson Foundation's Stephen Downs at the recent Stanford Medicine X conference, but many of the solutions offered by digital health companies are \u003ca href=\"https://ww2.kqed.org/futureofyou/2016/09/20/weight-loss-study-finds-fitness-tracker-is-no-help/\" target=\"_blank\">not going to help\u003c/a>.\u003c/p>\n\u003cp>In this age of the Fitbit, Downs said, digital health companies are focused on monitoring the consequences of our \u003ca href=\"http://stateofobesity.org/physical-inactivity/\" target=\"_blank\">notoriously sedentary lifestyles. \u003c/a>But what is really called for from innovators is to stop treating symptoms and start remedying the roots of the problem.\u003c/p>\n\u003cp>“The system needs to be re-engineered!” said Downs, chief technology and strategy officer of RWJF, a philanthropic organization focused on health. \"We don’t need an app that counts steps, because that really just tells you that your day doesn’t naturally incorporate the time and space to walk.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Progress = Inactivity\u003c/strong>\u003c/p>\n\u003cp>Downs is of the opinion that some of our most cherished and widely used inventions have resulted in a kind of apocalypse of inactivity: Automobiles helped create pedestrian-unfriendly suburbs; washing machines provided leisure time -- to watch more TV. And the appearance of the remote control meant we no longer even had to get up to change the channel.\u003c/p>\n\u003cp>Even our thumb muscles have been given the day off since digital assistants like Siri gained the ability to write our text messages, he noted.\u003c/p>\n\u003cp>All these things, combined with an automobile-driven, fast food culture, said Downs, have contributed to a national \u003ca href=\"http://www.diabetes.org/diabetes-basics/statistics/\">diabetes epidemic\u003c/a> and a stunning rise in \u003ca href=\"http://stateofobesity.org/obesity-rates-trends-overview/\" target=\"_blank\">obesity rates\u003c/a>.\u003c/p>\n\u003cp>\u003cb>We Need Stuff Like This \u003c/b>\u003c/p>\n\u003cp>So how to remedy the roots of the unhealthy environments we've created? Downs says engineers and designers in \u003cem>all\u003c/em> industries should be thinking about their products' effects on our health.\u003c/p>\n\u003cp>He cited the \u003ca href=\"http://cp.media.mit.edu/\" target=\"_blank\">Changing Places\u003c/a> group at the Massachusetts Institute of Technology media lab as a project that's attempting to create core solutions that fundamentally change human behavior. One of the lab's initiatives: designing ways to feed people healthier diets through \u003ca href=\"http://web.mit.edu/jiw/www/MITCityFarm/\" target=\"_blank\">urban farms\u003c/a> that make use of city spaces. (Imagine crops growing on the sides of buildings, for instance.)\u003c/p>\n\u003cfigure id=\"attachment_253672\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2016/09/bldgs.jpg\">\u003cimg class=\"wp-image-253672 size-medium\" src=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2016/09/bldgs-800x581.jpg\" alt=\"Crops grown on the side of a building could help foster urban farming.\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs-800x581.jpg 800w, https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs-400x290.jpg 400w, https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs-768x558.jpg 768w, https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs-960x697.jpg 960w, https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs.jpg 1000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crops grown on the side of a building could help foster urban farming. \u003ccite>(MIT CityFARM)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The MIT researchers claim their techniques could not only completely eliminate the massive amounts of water used by agriculture, but also render\u003cb> \u003c/b>unnecessary fertilizers and pesticides.\u003c/p>\n\u003cp>Downs also pointed to a food delivery service called \u003ca href=\"https://www.blueapron.com/?cvosrc=search-paid.google.brand30&gclid=CNS2zru1sM8CFQuqaQodXTIFng&utm_campaign=brand30&utm_medium=search-paid&utm_source=google\" target=\"_blank\">Blue Apron\u003c/a> as the kind of upstream innovation that can have a positive effect on health. The company sends a box of fresh food to your doorstep, with all the ingredients and spices to cook a meal at home. Not exactly fast food -- but \u003cem>faster\u003c/em> food with better nutrition.\u003c/p>\n\u003cp>\"This is about finding solutions for people that are more compelling than the patterns that we have established,\" he said.\u003c/p>\n\u003cp>A furniture company like the San Francisco-based \u003ca href=\"http://store.steelcase.com/\" target=\"_blank\">Steelcase\u003c/a> can have an impact, too, Downs said. The company designs chairs, lamps and tables that are intended to inspire movement, remove stress and improve focus.\u003c/p>\n\u003cp>Even ride services such as Uber and Lyft, Downs said, might lead to healthier lifestyles if they influence urban dwellers to ditch their cars altogether -- someone who no longer has a car sitting in their garage may be more inclined to walk or bike.\u003c/p>\n\u003cp>One caveat: Downs said the problem with many of these solutions is they're prohibitively expensive for most people.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"People who are innovating like this really need to think about price points that are available for the masses, not just the well-off folks in Silicon Valley.\"\u003c/p>\n\n",
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"excerpt": "Digital health companies offer a lot of monitoring devices, but they don't address core societal problems that hinder health, says the Robert Woods Johnson Foundation's chief technology officer.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Digital health is booming. The market that includes health apps and wearables will increase around \u003cem>1,200 percent\u003c/em> over the next eight years, according to one \u003ca href=\"http://www.digitaljournal.com/pr/3084642\" target=\"_blank\">forecast\u003c/a>.\u003c/p>\n\u003cp>So what's propelling this surge in demand? \"A growing proliferation of chronic diseases, namely diabetes, cancer and heart ailments ... \" the report says.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We don’t need an app that counts steps, because that really just tells you that your day doesn’t naturally incorporate the time and space to walk.'\u003c/aside>\n\u003cp>Not only is this trend alarming, said the Robert Wood Johnson Foundation's Stephen Downs at the recent Stanford Medicine X conference, but many of the solutions offered by digital health companies are \u003ca href=\"https://ww2.kqed.org/futureofyou/2016/09/20/weight-loss-study-finds-fitness-tracker-is-no-help/\" target=\"_blank\">not going to help\u003c/a>.\u003c/p>\n\u003cp>In this age of the Fitbit, Downs said, digital health companies are focused on monitoring the consequences of our \u003ca href=\"http://stateofobesity.org/physical-inactivity/\" target=\"_blank\">notoriously sedentary lifestyles. \u003c/a>But what is really called for from innovators is to stop treating symptoms and start remedying the roots of the problem.\u003c/p>\n\u003cp>“The system needs to be re-engineered!” said Downs, chief technology and strategy officer of RWJF, a philanthropic organization focused on health. \"We don’t need an app that counts steps, because that really just tells you that your day doesn’t naturally incorporate the time and space to walk.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Progress = Inactivity\u003c/strong>\u003c/p>\n\u003cp>Downs is of the opinion that some of our most cherished and widely used inventions have resulted in a kind of apocalypse of inactivity: Automobiles helped create pedestrian-unfriendly suburbs; washing machines provided leisure time -- to watch more TV. And the appearance of the remote control meant we no longer even had to get up to change the channel.\u003c/p>\n\u003cp>Even our thumb muscles have been given the day off since digital assistants like Siri gained the ability to write our text messages, he noted.\u003c/p>\n\u003cp>All these things, combined with an automobile-driven, fast food culture, said Downs, have contributed to a national \u003ca href=\"http://www.diabetes.org/diabetes-basics/statistics/\">diabetes epidemic\u003c/a> and a stunning rise in \u003ca href=\"http://stateofobesity.org/obesity-rates-trends-overview/\" target=\"_blank\">obesity rates\u003c/a>.\u003c/p>\n\u003cp>\u003cb>We Need Stuff Like This \u003c/b>\u003c/p>\n\u003cp>So how to remedy the roots of the unhealthy environments we've created? Downs says engineers and designers in \u003cem>all\u003c/em> industries should be thinking about their products' effects on our health.\u003c/p>\n\u003cp>He cited the \u003ca href=\"http://cp.media.mit.edu/\" target=\"_blank\">Changing Places\u003c/a> group at the Massachusetts Institute of Technology media lab as a project that's attempting to create core solutions that fundamentally change human behavior. One of the lab's initiatives: designing ways to feed people healthier diets through \u003ca href=\"http://web.mit.edu/jiw/www/MITCityFarm/\" target=\"_blank\">urban farms\u003c/a> that make use of city spaces. (Imagine crops growing on the sides of buildings, for instance.)\u003c/p>\n\u003cfigure id=\"attachment_253672\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2016/09/bldgs.jpg\">\u003cimg class=\"wp-image-253672 size-medium\" src=\"http://ww2.kqed.org/futureofyou/wp-content/uploads/sites/13/2016/09/bldgs-800x581.jpg\" alt=\"Crops grown on the side of a building could help foster urban farming.\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs-800x581.jpg 800w, https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs-400x290.jpg 400w, https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs-768x558.jpg 768w, https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs-960x697.jpg 960w, https://ww2.kqed.org/app/uploads/sites/13/2016/09/bldgs.jpg 1000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crops grown on the side of a building could help foster urban farming. \u003ccite>(MIT CityFARM)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The MIT researchers claim their techniques could not only completely eliminate the massive amounts of water used by agriculture, but also render\u003cb> \u003c/b>unnecessary fertilizers and pesticides.\u003c/p>\n\u003cp>Downs also pointed to a food delivery service called \u003ca href=\"https://www.blueapron.com/?cvosrc=search-paid.google.brand30&gclid=CNS2zru1sM8CFQuqaQodXTIFng&utm_campaign=brand30&utm_medium=search-paid&utm_source=google\" target=\"_blank\">Blue Apron\u003c/a> as the kind of upstream innovation that can have a positive effect on health. The company sends a box of fresh food to your doorstep, with all the ingredients and spices to cook a meal at home. Not exactly fast food -- but \u003cem>faster\u003c/em> food with better nutrition.\u003c/p>\n\u003cp>\"This is about finding solutions for people that are more compelling than the patterns that we have established,\" he said.\u003c/p>\n\u003cp>A furniture company like the San Francisco-based \u003ca href=\"http://store.steelcase.com/\" target=\"_blank\">Steelcase\u003c/a> can have an impact, too, Downs said. The company designs chairs, lamps and tables that are intended to inspire movement, remove stress and improve focus.\u003c/p>\n\u003cp>Even ride services such as Uber and Lyft, Downs said, might lead to healthier lifestyles if they influence urban dwellers to ditch their cars altogether -- someone who no longer has a car sitting in their garage may be more inclined to walk or bike.\u003c/p>\n\u003cp>One caveat: Downs said the problem with many of these solutions is they're prohibitively expensive for most people.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"People who are innovating like this really need to think about price points that are available for the masses, not just the well-off folks in Silicon Valley.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>In 2007, San Francisco became the first U.S. city to ban single-use plastic bags. California Governor Jerry Brown later followed suit, signing a statewide ban in 2014. But the ban never officially went into effect: the plastics industry stalled it by gathering enough signatures for a referendum to be placed on the November 2016 ballot – Proposition 67 – that could overturn the law by popular vote. Proposition 65, another measure brought forth by the plastic bag industry, proposes using the fees that grocery stores charge for bags to fund environmental programs. Currently, retailers keep the bag fees. Environmental groups claim that the dual propositions are an industry ploy to undermine the ban and confuse voters, while proponents of Prop. 67 say they are fighting to protect bag makers’ jobs. We check in on the issue.\u003c/p>\n\u003cp>\u003cstrong>More Information:\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/series/election-2016/\">KQED’s Full Election Coverage\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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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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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"onourwatch": {
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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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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
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