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"content": "\u003cfigure id=\"attachment_143508\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/176645523.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-143508\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/176645523-640x410.jpg\" alt=\"Vehicle charging stations at Tesla Motors plant in Fremont. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"410\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Vehicle charging stations at Tesla Motors plant in Fremont. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>From the “You Never Know When You Might Need a Nice Hole in the Ground” Department:\u003c/p>\n\u003cp>Palo Alto’s Tesla Motors has created a stir with two announcements today: First, it will \u003ca href=\"http://asia.nikkei.com/Business/Deals/With-Tesla-deal-Panasonic-sees-risk-and-reward\" target=\"_blank\" rel=\"noopener\">partner with Japan’s Panasonic\u003c/a> on battery production at its much anticipated Gigafactory. And second, it has broken ground on a Gigafactory site outside Reno.\u003c/p>\n\u003cp>Normally, news of a factory groundbreaking might suggest a factory will actually be built at the site where ground has been broken. But Tesla is quick to say that the Nevada site is only “potentially” the location of the $5 billion Gigafactory. That’s because the facility is still the focus of a bidding war among several states. Here’s how Tesla explains the situation in \u003ca href=\"http://ir.teslamotors.com/secfiling.cfm?filingID=1193125-14-289598&CIK=1318605\" target=\"_blank\" rel=\"noopener\"> its Form 8-K report on current activities released today\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Consistent with our strategy to identify and break ground on multiple sites, we continue to evaluate other locations in Arizona, California, New Mexico and Texas. The final site for the first Gigafactory will be determined in the next few months, once we have full visibility and agreement on the relevant incentives and processes for enabling the Gigafactory to be fully operational to meet the timing for Model 3. We see these concurrent efforts as prudent. This vehicle will be our third-generation product and will substantially broaden the addressable market for Tesla, helping to accelerate the transition towards sustainable transportation. Any potentially duplicative investments are minor compared to the revenue that could be lost if the launch of Model 3 were affected by any delays at our primary Gigafactory site.\u003c/p>\u003c/blockquote>\n\u003cp>Tesla’s statement doesn’t really help you visualize the scale of the Nevada site, on Interstate 80 about 25 miles east of downtown Reno. \u003ca href=\"http://www.rgj.com/story/money/business/2014/07/31/tesla-confirms-reno-is-a-finalist-for-gigafactory-site/13424581/\" target=\"_blank\" rel=\"noopener\">The Reno Gazette-Journal’s story on the development\u003c/a> does:\u003c/p>\n\u003cblockquote>\u003cp>Lance Gilman, the developer of the industrial center where Tesla is doing work, told the RGJ Thursday the project is one of the largest grading projects ever in the United States.\u003c/p>\n\u003cp>“We have finished a superpad to accommodate 5 million square feet,” Gilman said. “We moved several million cubic yards of material.”\u003c/p>\n\u003cp>He added Tesla is still working on other sites.\u003c/p>\n\u003cp>“Speed is critical to them. We finished this in 3 1/2 weeks,” he said. “There’s nowhere else in world you can get a project up as fast as here. Tesla can start pouring concrete next week if they desire.”\u003c/p>\n\u003cp>Gilman said reports of Tesla stopping work at the Northern Nevada industrial center are partially true.\u003c/p>\n\u003cp>“They have reached transition point that they’re going to add square feet,” he said.\u003c/p>\u003c/blockquote>\n\u003cp>The guy is saying they’ve excavated a 5-million-square-foot site? That’s roughly the size of 80 football fields. And they’ve moved “several million” cubic yards of material? Assuming conservatively they mean 3 million cubic yards, that would be the volume of 1,200 Olympic swimming pools.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But the numbers that really count are the ones attached to dollar signs. As part of its deal with Tesla, Panasonic is expected to invest about $1 billion, mostly in battery-making equipment at the new plant. Tesla has said it will spend up to $5 billion on the facility, which is expected to employ about 6,500 people. Wherever it’s built.\u003c/p>\n\u003cp>The magnitude of the investment, the jobs and the prestige that would go along with winning a high-profile competition for a cutting-edge manufacturing facility have fueled the competition for the plant. City officials in Tucson, Arizona, \u003ca href=\"http://tucson.com/business/local/tucson-to-tesla-motors-your-building-permit-is-ready/article_c705ad7a-10b2-579e-9b4c-35e03fd54676.html\" target=\"_blank\" rel=\"noopener\">have approved a building permit\u003c/a> for the plant without waiting for an application from the company.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For its part, \u003ca href=\"http://www.mercurynews.com/business/ci_26126667/new-california-tax-credit-would-benefit-tesla-gigafactory\" target=\"_blank\" rel=\"noopener\">California has enacted a massive industrial tax credit\u003c/a> that apparently would benefit Tesla if it decides to build the Gigafactory here.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_143508\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/176645523.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-143508\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/176645523-640x410.jpg\" alt=\"Vehicle charging stations at Tesla Motors plant in Fremont. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"410\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Vehicle charging stations at Tesla Motors plant in Fremont. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>From the “You Never Know When You Might Need a Nice Hole in the Ground” Department:\u003c/p>\n\u003cp>Palo Alto’s Tesla Motors has created a stir with two announcements today: First, it will \u003ca href=\"http://asia.nikkei.com/Business/Deals/With-Tesla-deal-Panasonic-sees-risk-and-reward\" target=\"_blank\" rel=\"noopener\">partner with Japan’s Panasonic\u003c/a> on battery production at its much anticipated Gigafactory. And second, it has broken ground on a Gigafactory site outside Reno.\u003c/p>\n\u003cp>Normally, news of a factory groundbreaking might suggest a factory will actually be built at the site where ground has been broken. But Tesla is quick to say that the Nevada site is only “potentially” the location of the $5 billion Gigafactory. That’s because the facility is still the focus of a bidding war among several states. Here’s how Tesla explains the situation in \u003ca href=\"http://ir.teslamotors.com/secfiling.cfm?filingID=1193125-14-289598&CIK=1318605\" target=\"_blank\" rel=\"noopener\"> its Form 8-K report on current activities released today\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Consistent with our strategy to identify and break ground on multiple sites, we continue to evaluate other locations in Arizona, California, New Mexico and Texas. The final site for the first Gigafactory will be determined in the next few months, once we have full visibility and agreement on the relevant incentives and processes for enabling the Gigafactory to be fully operational to meet the timing for Model 3. We see these concurrent efforts as prudent. This vehicle will be our third-generation product and will substantially broaden the addressable market for Tesla, helping to accelerate the transition towards sustainable transportation. Any potentially duplicative investments are minor compared to the revenue that could be lost if the launch of Model 3 were affected by any delays at our primary Gigafactory site.\u003c/p>\u003c/blockquote>\n\u003cp>Tesla’s statement doesn’t really help you visualize the scale of the Nevada site, on Interstate 80 about 25 miles east of downtown Reno. \u003ca href=\"http://www.rgj.com/story/money/business/2014/07/31/tesla-confirms-reno-is-a-finalist-for-gigafactory-site/13424581/\" target=\"_blank\" rel=\"noopener\">The Reno Gazette-Journal’s story on the development\u003c/a> does:\u003c/p>\n\u003cblockquote>\u003cp>Lance Gilman, the developer of the industrial center where Tesla is doing work, told the RGJ Thursday the project is one of the largest grading projects ever in the United States.\u003c/p>\n\u003cp>“We have finished a superpad to accommodate 5 million square feet,” Gilman said. “We moved several million cubic yards of material.”\u003c/p>\n\u003cp>He added Tesla is still working on other sites.\u003c/p>\n\u003cp>“Speed is critical to them. We finished this in 3 1/2 weeks,” he said. “There’s nowhere else in world you can get a project up as fast as here. Tesla can start pouring concrete next week if they desire.”\u003c/p>\n\u003cp>Gilman said reports of Tesla stopping work at the Northern Nevada industrial center are partially true.\u003c/p>\n\u003cp>“They have reached transition point that they’re going to add square feet,” he said.\u003c/p>\u003c/blockquote>\n\u003cp>The guy is saying they’ve excavated a 5-million-square-foot site? That’s roughly the size of 80 football fields. And they’ve moved “several million” cubic yards of material? Assuming conservatively they mean 3 million cubic yards, that would be the volume of 1,200 Olympic swimming pools.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the numbers that really count are the ones attached to dollar signs. As part of its deal with Tesla, Panasonic is expected to invest about $1 billion, mostly in battery-making equipment at the new plant. Tesla has said it will spend up to $5 billion on the facility, which is expected to employ about 6,500 people. Wherever it’s built.\u003c/p>\n\u003cp>The magnitude of the investment, the jobs and the prestige that would go along with winning a high-profile competition for a cutting-edge manufacturing facility have fueled the competition for the plant. City officials in Tucson, Arizona, \u003ca href=\"http://tucson.com/business/local/tucson-to-tesla-motors-your-building-permit-is-ready/article_c705ad7a-10b2-579e-9b4c-35e03fd54676.html\" target=\"_blank\" rel=\"noopener\">have approved a building permit\u003c/a> for the plant without waiting for an application from the company.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For its part, \u003ca href=\"http://www.mercurynews.com/business/ci_26126667/new-california-tax-credit-would-benefit-tesla-gigafactory\" target=\"_blank\" rel=\"noopener\">California has enacted a massive industrial tax credit\u003c/a> that apparently would benefit Tesla if it decides to build the Gigafactory here.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART's Oakland Airport Connector Passes Crucial Test",
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"content": "\u003cfigure id=\"attachment_143401\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11356_photo-1.JPG-alt_132.jpg\">\u003cimg class=\"size-medium wp-image-143401\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11356_photo-1.JPG-alt_132-640x480.jpg\" alt=\"One of the trains for BART's Oakland Airport Connector. (Isabel Angell/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the trains for BART's Oakland Airport Connector. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's Oakland Airport Connector has reached a new milestone this week: A train completed its first fully automated loop around the system from the Coliseum station to airport terminals.\u003c/p>\n\u003cp>The Oakland Airport Connector runs on a cable system — pretty similar to the San Francisco cable cars, but without drivers. The system has four cable loops and one train per cable. The trains automatically switch cables four times: once at each end, and halfway between the two stops.\u003c/p>\n\u003cp>That halfway point is called the wheelhouse, and inside are four giant wheels with spinning cables. The noise from those spinning cables is almost deafening.\u003c/p>\n\u003cfigure id=\"attachment_143398\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11358_photo-2.JPG-alt_133.jpg\">\u003cimg class=\"size-medium wp-image-143398\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11358_photo-2.JPG-alt_133-640x480.jpg\" alt=\"Inside the Wheelhouse for BART's Oakland Airport Connector, one of the giant wheels spins a cable to pull the train along. (Isabel Angell/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Inside the Wheelhouse for BART's Oakland Airport Connector, one of the giant wheels spins a cable to pull the train along. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>But outside, the trains are almost silent. You can barely hear cars as they approach.\u003c/p>\n\u003cp>\"There's no motors. The only hum you hear is from the air conditioner. Otherwise, it's going to be dead silent.\" said project manager Tom Dunscombe.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"It's going to be like riding on a cloud. It's amazing,\" said Dean Hurst of \u003ca href=\"http://www.doppelmayr.com/en/\" target=\"_blank\">Doppelmayr, an Austrian company\u003c/a> that specializes in cable cars and other \"ropeway\" technologies.\u003c/p>\n\u003cp>\"The suspension and the ride quality is excellent,\" Hurst added.\u003c/p>\n\u003cp>The connector will replace AirBart, a tried-and-true shuttle bus system that's been running since the 1970s.\u003c/p>\n\u003cp>\"Between the Coliseum and the airport and back there's nine intersections, and traffic can vary day to day depending on what events are happening,\" Dunscombe said. \"So, as was said, the reliability should be much greater. So we're going to be delivering trains about every 4½ minutes to the Coliseum and to the airport.\"\u003c/p>\n\u003cfigure id=\"attachment_143399\" class=\"wp-caption aligncenter\" style=\"max-width: 467px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11360_photo.JPG-alt_134.jpg\">\u003cimg class=\"size-full wp-image-143399\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11360_photo.JPG-alt_134.jpg\" alt=\"A look inside one of the trains for BART's Oakland Airport Connector. The sandbags simulate a full load. (Isabel Angell/KQED)\" width=\"467\" height=\"350\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A look inside one of the trains for BART's Oakland Airport Connector. The sandbags simulate a full load. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The $484 million connector is scheduled to open in November. Each ride will cost $6 one way. A BART spokesman said senior, youth and disability discounts would apply to the fare. Airport workers will pay $2 per ride.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>So far, the project is on time and on budget.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_143401\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11356_photo-1.JPG-alt_132.jpg\">\u003cimg class=\"size-medium wp-image-143401\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11356_photo-1.JPG-alt_132-640x480.jpg\" alt=\"One of the trains for BART's Oakland Airport Connector. (Isabel Angell/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the trains for BART's Oakland Airport Connector. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's Oakland Airport Connector has reached a new milestone this week: A train completed its first fully automated loop around the system from the Coliseum station to airport terminals.\u003c/p>\n\u003cp>The Oakland Airport Connector runs on a cable system — pretty similar to the San Francisco cable cars, but without drivers. The system has four cable loops and one train per cable. The trains automatically switch cables four times: once at each end, and halfway between the two stops.\u003c/p>\n\u003cp>That halfway point is called the wheelhouse, and inside are four giant wheels with spinning cables. The noise from those spinning cables is almost deafening.\u003c/p>\n\u003cfigure id=\"attachment_143398\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11358_photo-2.JPG-alt_133.jpg\">\u003cimg class=\"size-medium wp-image-143398\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11358_photo-2.JPG-alt_133-640x480.jpg\" alt=\"Inside the Wheelhouse for BART's Oakland Airport Connector, one of the giant wheels spins a cable to pull the train along. (Isabel Angell/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Inside the Wheelhouse for BART's Oakland Airport Connector, one of the giant wheels spins a cable to pull the train along. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>But outside, the trains are almost silent. You can barely hear cars as they approach.\u003c/p>\n\u003cp>\"There's no motors. The only hum you hear is from the air conditioner. Otherwise, it's going to be dead silent.\" said project manager Tom Dunscombe.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"It's going to be like riding on a cloud. It's amazing,\" said Dean Hurst of \u003ca href=\"http://www.doppelmayr.com/en/\" target=\"_blank\">Doppelmayr, an Austrian company\u003c/a> that specializes in cable cars and other \"ropeway\" technologies.\u003c/p>\n\u003cp>\"The suspension and the ride quality is excellent,\" Hurst added.\u003c/p>\n\u003cp>The connector will replace AirBart, a tried-and-true shuttle bus system that's been running since the 1970s.\u003c/p>\n\u003cp>\"Between the Coliseum and the airport and back there's nine intersections, and traffic can vary day to day depending on what events are happening,\" Dunscombe said. \"So, as was said, the reliability should be much greater. So we're going to be delivering trains about every 4½ minutes to the Coliseum and to the airport.\"\u003c/p>\n\u003cfigure id=\"attachment_143399\" class=\"wp-caption aligncenter\" style=\"max-width: 467px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11360_photo.JPG-alt_134.jpg\">\u003cimg class=\"size-full wp-image-143399\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11360_photo.JPG-alt_134.jpg\" alt=\"A look inside one of the trains for BART's Oakland Airport Connector. The sandbags simulate a full load. (Isabel Angell/KQED)\" width=\"467\" height=\"350\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A look inside one of the trains for BART's Oakland Airport Connector. The sandbags simulate a full load. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The $484 million connector is scheduled to open in November. Each ride will cost $6 one way. A BART spokesman said senior, youth and disability discounts would apply to the fare. Airport workers will pay $2 per ride.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>So far, the project is on time and on budget.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "DeSaulnier Wants Criminal Probe of Bay Bridge Construction",
"title": "DeSaulnier Wants Criminal Probe of Bay Bridge Construction",
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"content": "\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\">\u003cimg class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The new eastern span of the Bay Bridge has been open nearly 11 months now. But the controversy over construction problems and cost overruns on the structure, which has been building for years, shows no sign of abating.\u003c/p>\n\u003cp>The latest sign: State Sen. Mark DeSaulnier (D-Concord) called, \u003ca href=\"http://www.sacbee.com/2014/07/26/6584786/state-senator-calls-for-criminal.html\" target=\"_blank\">via a story in the Sacramento Bee\u003c/a> over the weekend, for a criminal investigation into the construction issues. DeSaulnier says a report that his Senate Transportation and Housing Committee will release this week shows that Caltrans knowingly accepted substandard work at public expense.\u003c/p>\n\u003cp>The new report, which follows \u003ca href=\"http://ww2.kqed.org/news/2014/01/23/state-senate-report-on-bay-bridge-construction\" target=\"_blank\">a draft released in January\u003c/a>, will be the subject of a Sacramento hearing next week. DeSaulnier told the Bee's Charles Piller, who has produced a long series of investigative stories on the woes that have attended the bridge's construction, that some of the testimony expected is \"quite disturbing.\"\u003c/p>\n\u003cp>DeSaulnier, \u003ca href=\"http://sd07.senate.ca.gov/biography\" target=\"_blank\">in his second term in the state Senate\u003c/a>, is running to replace retiring Rep. George Miller (D-Martinez) in Congress.\u003c/p>\n\u003cp>Just to review, here are some of the problems tied to the bridge's construction: political battles over the bridge's design; the failure of massive steel rods designed to anchor the span's seismic stability devices; questions about the soundness of steel used in more than 2,000 other steel rods and bolts; leaks in the bridge's skyway structure that exposed crucial steel tendons to moisture and corrosion; leaks in the suspension span that could corrode structural steel; cracked welds in sections of road deck; and steel particles in the suspension tower's gleaming white finish that are causing it to yellow prematurely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The price tag for all that (and, yes, a functional bridge): $6.5 billion and counting (the San Francisco Chronicle's Phil Matier and Andrew Ross \u003ca href=\"http://www.sfgate.com/default/article/The-high-toll-of-needed-testing-on-Bay-Bridge-5650513.php\" target=\"_blank\">report today on the mounting bill\u003c/a> for testing the steel rods and bolts).\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/160730385&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\">\u003c/iframe>\u003c/p>\n\u003cp>In Piller's weekend story for the Bee, DeSaulnier said he wants independent authorities — experts who haven't been affiliated with the span's construction — to conduct a \"comprehensive review\" of the structure's defects. He also said he'd like the Federal Highway Administration to review Caltrans' handling of the project.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty told Piller he'd welcome further oversight, adding that he looks forward to next week's Senate hearing “as an opportunity to talk about why our confidence is so high” in the safety of the bridge.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Piller's story continues:\u003c/p>\n\u003cblockquote>\u003cp>Steve Heminger, executive director of the Metropolitan Transportation Commission and chairman of the oversight committee for Bay Bridge construction, recently said that some independent experts have “let perfect be the enemy of the good.” He and Caltrans say that the bridge is solid and will last 150 years. He declined to be interviewed for this story.\u003c/p>\n\u003cp>After years of delays and $5 billion in costs beyond the initial estimate, DeSaulnier said, neither he nor the public can passively accept such reassurances.\u003c/p>\n\u003cp>“We don’t know what we got for that – how much it will cost to maintain the bridge and what will happen when there’s another (major earthquake),” he said. “That’s three strikes to me. It’s a long way from perfection.”\u003c/p>\n\u003cp>DeSaulnier said officials have shown “indifference at the best, and at the worst, disdain, for the people who pay for the bridge” via taxes, and tolls that have risen sixfold since 1997.\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\">\u003cimg class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The new eastern span of the Bay Bridge has been open nearly 11 months now. But the controversy over construction problems and cost overruns on the structure, which has been building for years, shows no sign of abating.\u003c/p>\n\u003cp>The latest sign: State Sen. Mark DeSaulnier (D-Concord) called, \u003ca href=\"http://www.sacbee.com/2014/07/26/6584786/state-senator-calls-for-criminal.html\" target=\"_blank\">via a story in the Sacramento Bee\u003c/a> over the weekend, for a criminal investigation into the construction issues. DeSaulnier says a report that his Senate Transportation and Housing Committee will release this week shows that Caltrans knowingly accepted substandard work at public expense.\u003c/p>\n\u003cp>The new report, which follows \u003ca href=\"http://ww2.kqed.org/news/2014/01/23/state-senate-report-on-bay-bridge-construction\" target=\"_blank\">a draft released in January\u003c/a>, will be the subject of a Sacramento hearing next week. DeSaulnier told the Bee's Charles Piller, who has produced a long series of investigative stories on the woes that have attended the bridge's construction, that some of the testimony expected is \"quite disturbing.\"\u003c/p>\n\u003cp>DeSaulnier, \u003ca href=\"http://sd07.senate.ca.gov/biography\" target=\"_blank\">in his second term in the state Senate\u003c/a>, is running to replace retiring Rep. George Miller (D-Martinez) in Congress.\u003c/p>\n\u003cp>Just to review, here are some of the problems tied to the bridge's construction: political battles over the bridge's design; the failure of massive steel rods designed to anchor the span's seismic stability devices; questions about the soundness of steel used in more than 2,000 other steel rods and bolts; leaks in the bridge's skyway structure that exposed crucial steel tendons to moisture and corrosion; leaks in the suspension span that could corrode structural steel; cracked welds in sections of road deck; and steel particles in the suspension tower's gleaming white finish that are causing it to yellow prematurely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The price tag for all that (and, yes, a functional bridge): $6.5 billion and counting (the San Francisco Chronicle's Phil Matier and Andrew Ross \u003ca href=\"http://www.sfgate.com/default/article/The-high-toll-of-needed-testing-on-Bay-Bridge-5650513.php\" target=\"_blank\">report today on the mounting bill\u003c/a> for testing the steel rods and bolts).\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/160730385&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\">\u003c/iframe>\u003c/p>\n\u003cp>In Piller's weekend story for the Bee, DeSaulnier said he wants independent authorities — experts who haven't been affiliated with the span's construction — to conduct a \"comprehensive review\" of the structure's defects. He also said he'd like the Federal Highway Administration to review Caltrans' handling of the project.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty told Piller he'd welcome further oversight, adding that he looks forward to next week's Senate hearing “as an opportunity to talk about why our confidence is so high” in the safety of the bridge.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Piller's story continues:\u003c/p>\n\u003cblockquote>\u003cp>Steve Heminger, executive director of the Metropolitan Transportation Commission and chairman of the oversight committee for Bay Bridge construction, recently said that some independent experts have “let perfect be the enemy of the good.” He and Caltrans say that the bridge is solid and will last 150 years. He declined to be interviewed for this story.\u003c/p>\n\u003cp>After years of delays and $5 billion in costs beyond the initial estimate, DeSaulnier said, neither he nor the public can passively accept such reassurances.\u003c/p>\n\u003cp>“We don’t know what we got for that – how much it will cost to maintain the bridge and what will happen when there’s another (major earthquake),” he said. “That’s three strikes to me. It’s a long way from perfection.”\u003c/p>\n\u003cp>DeSaulnier said officials have shown “indifference at the best, and at the worst, disdain, for the people who pay for the bridge” via taxes, and tolls that have risen sixfold since 1997.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Major BART Delays Follow Reported Bomb Threat at Oakland's Coliseum Station",
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"content": "\u003cfigure id=\"attachment_142920\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/fruitvalebart072614.jpg\">\u003cimg class=\"wp-image-142920 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/fruitvalebart072614-640x361.jpg\" alt=\"The crowd at Oakland's Fruitvale Station amid major BART delays Friday morning. (@CALencioni/Twitter). \" width=\"640\" height=\"361\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The crowd at Oakland's Fruitvale Station amid major BART delays Friday morning. (\u003ca href=\"https://twitter.com/CALencioni/\" target=\"_blank\">@CALencioni\u003c/a>/Twitter).\u003c/figcaption>\u003c/figure>\n\u003cp>BART reports major delays throughout the system after a reported bomb threat at Oakland's Coliseum Station. The transit agency is urging riders to seek other forms of transportation.\u003c/p>\n\u003cp>\u003cstrong>Update, 9 a.m.: \u003c/strong>OK -- crisis over, everyone. The latest word from BART:\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\u003cp>BART recovering: coliseum has re-opened. We have established normal svc.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/statuses/492700840168550400\">July 25, 2014\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 8:55 a.m.: \u003c/strong>Trains have resumed running through BART's Coliseum Station. Passengers are reportedly being allowed to enter the station, though they still can't get off trains there.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> BART spokesman Jim Allison says the bomb report came in via 911 at 7:40 a.m. The call came from a member of the public who said they had overheard someone else make the threat, Allison said.\u003c/p>\n\u003cp>The Coliseum Station closure directly impacts BART's Fremont-Richmond, Fremont-Daly City and Daly City-Dublin/Pleasanton lines, but delays have rippled through the entire system. Trains are turning around at the Fruitvale and San Leandro stations and are not running through the Coliseum Station.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\u003cp>Coliseum Station remains closed due to police activity. Parallel bus service provided by AC Transit.\u003c/p>\n\u003cp>— SFBART (@SFBART) \u003ca href=\"https://twitter.com/SFBART/statuses/492694086294708226\">July 25, 2014\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>In an unrelated development, the BART system was awarded a Department of Homeland Security (DHS) transportation security grant of $17.4 million to secure the Transbay Tube against a potential terrorist attack.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_142920\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/fruitvalebart072614.jpg\">\u003cimg class=\"wp-image-142920 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/fruitvalebart072614-640x361.jpg\" alt=\"The crowd at Oakland's Fruitvale Station amid major BART delays Friday morning. (@CALencioni/Twitter). \" width=\"640\" height=\"361\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The crowd at Oakland's Fruitvale Station amid major BART delays Friday morning. (\u003ca href=\"https://twitter.com/CALencioni/\" target=\"_blank\">@CALencioni\u003c/a>/Twitter).\u003c/figcaption>\u003c/figure>\n\u003cp>BART reports major delays throughout the system after a reported bomb threat at Oakland's Coliseum Station. The transit agency is urging riders to seek other forms of transportation.\u003c/p>\n\u003cp>\u003cstrong>Update, 9 a.m.: \u003c/strong>OK -- crisis over, everyone. The latest word from BART:\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\u003cp>BART recovering: coliseum has re-opened. We have established normal svc.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/statuses/492700840168550400\">July 25, 2014\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 8:55 a.m.: \u003c/strong>Trains have resumed running through BART's Coliseum Station. Passengers are reportedly being allowed to enter the station, though they still can't get off trains there.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> BART spokesman Jim Allison says the bomb report came in via 911 at 7:40 a.m. The call came from a member of the public who said they had overheard someone else make the threat, Allison said.\u003c/p>\n\u003cp>The Coliseum Station closure directly impacts BART's Fremont-Richmond, Fremont-Daly City and Daly City-Dublin/Pleasanton lines, but delays have rippled through the entire system. Trains are turning around at the Fruitvale and San Leandro stations and are not running through the Coliseum Station.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\u003cp>Coliseum Station remains closed due to police activity. Parallel bus service provided by AC Transit.\u003c/p>\n\u003cp>— SFBART (@SFBART) \u003ca href=\"https://twitter.com/SFBART/statuses/492694086294708226\">July 25, 2014\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>In an unrelated development, the BART system was awarded a Department of Homeland Security (DHS) transportation security grant of $17.4 million to secure the Transbay Tube against a potential terrorist attack.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Bikeway on San Francisco's Embarcadero a Step Closer to Reality ",
"title": "Bikeway on San Francisco's Embarcadero a Step Closer to Reality ",
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"content": "\u003cfigure id=\"attachment_142655\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528.jpg\">\u003cimg class=\"wp-image-142655 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528-640x426.jpg\" alt=\"The Embarcadero attracts many bicyclists, as well as cars and pedstrians. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Embarcadero attracts many bicyclists, as well as cars and pedestrians. (Jeremy Raff/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>When planners were redesigning the Embarcadero in the 1990s, where \u003ca href=\"http://foundsf.org/index.php?title=The_Embarcadero_Reborn\" target=\"_blank\">a quake-damaged double-deck freeway had been torn down\u003c/a> and the surface street later transformed into a boulevard, they opted against building a separated path for bicyclists.\u003c/p>\n\u003cp>Instead, standard bike lanes were chosen and \"cyclists who wanted to stay off the street would be permitted to use the promenade,\" according to \u003ca href=\"http://www.spur.org/sites/default/files/migrated/anchors/PATRI2009.pdf\" target=\"_blank\">a 2009 study conducted for SPUR\u003c/a>, the San Francisco Urban Planning and Research Association, which was featured in \u003ca href=\"http://sf.streetsblog.org/2009/10/14/spur-offers-a-thrilling-bike-path-proposal/\" target=\"_blank\">this Streetsblog San Francisco story\u003c/a>.\u003c/p>\n\u003cp>More than two decades later, the Embarcadero, with its breathtaking views and growing number of attractions, has become a big draw for tourists, locals and workers. And conflicts are increasing on the street and on the promenade between drivers, bicyclists and pedestrians. The city is also experiencing a population boom.\u003c/p>\n\u003cp>Now, after a decade of prodding from bike advocates, officials from a number of city agencies agree the time has come to reconfigure the street and build a protected bikeway.\u003c/p>\n\u003cp>“We’re excited that after many years of discussion, the city is launching an actual planning process that will result in great improvements,\" said Leah Shahum, executive director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>. That public process, expected to last up to a year, begins tonight with \u003ca href=\"http://sfmta.com/zh-hant/calendar/meetings/embarcadero-enhancement-project-open-house\" target=\"_blank\">an open house\u003c/a> at Pier 1 that starts at 6 p.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The current green bike lanes on the Embarcadero can be troublesome because they're positioned between an auto lane and a parking lane. Bicyclists are often forced into car traffic to avoid shuttles, taxis, trucks and other vehicles that frequently block the bike lanes. That's why some bike riders prefer to stay on the promenade, where they feel safer.\u003c/p>\n\u003cp>Between 2006 and 2011, two pedestrians were killed and 84 people were injured on the Embarcadero while walking or riding a bicycle, according to the San Francisco Municipal Transportation Agency. Four pedestrians and three bicyclists were severely injured.\u003c/p>\n\u003cp>The most recent count by the SFMTA — taken two weeks ago between 4:30 p.m. and 5:30 p.m. at Embarcadero and Broadway -- found almost as many people walking as driving. People in cars accounted for 36 percent of those on the Embarcadero, while 32 percent were pedestrians, 23 percent were Muni passengers and 9 percent, or 550 people, were on bicycles.\u003c/p>\n\u003cfigure id=\"attachment_142783\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM.png\">\u003cimg class=\"wp-image-142783 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM-300x300.png\" alt=\"The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero. \" width=\"300\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero.\u003c/figcaption>\u003c/figure>\n\u003cp>Bike advocates say building a continuous and protected two-way bikeway -- separated from auto traffic -- along the entire 3-mile-long Embarcadero would attract bicyclists of all ages. \u003ca href=\"http://usa.streetsblog.org/2014/06/03/protected-bike-lanes-attract-riders-wherever-they-appear/\" target=\"_blank\">Studies have shown\u003c/a> that \u003ca href=\"http://la.streetsblog.org/2014/07/21/protected-bike-lanes-grow-in-ca-as-cities-face-down-old-concerns/\" target=\"_blank\">protected bike lanes\u003c/a> improve safety and attract more riders.\u003c/p>\n\u003cp>\"This will also allow the many people walking on the promenade to do so safe and comfortably without conflict from bike traffic,\" Shahum said.\u003c/p>\n\u003cp>Last year, during the America's Cup, the SFMTA \u003ca href=\"http://sf.streetsblog.org/2013/09/17/temporary-bikeway-provides-glimpse-of-bike-friendly-embarcadero/\" target=\"_blank\">set up a temporary two-way bikeway along a portion of the Embarcadero\u003c/a> that was deemed a success.\u003c/p>\n\u003cp>The Bicycle Coalition would like to see a permanent bikeway constructed on the east side of the Embarcadero because it \"has far fewer conflict areas such as driveways or parking zones that would put people biking and driving in conflict with each other,\" said Shahum.\u003c/p>\n\u003cp>Patrick Golier, who is heading the \u003ca href=\"http://sfmta.com/projects-planning/projects/embarcadero-enhancement-project\" target=\"_blank\">Embarcadero Enhancement Project\u003c/a> for the SFMTA, said Port of San Francisco officials have \"emphasized and re-emphasized with us how oversubscribed the promenade [east] side is, and how undersubscribed the west side of the street is.\"\u003c/p>\n\u003cp>Golier said planners may examine how to make the west side more attractive for bicyclists and pedestrians but acknowledged some concerns, such as the number of cross streets and \"strange three-legged intersections\" that \"would need to be addressed through detailed design.\"\u003c/p>\n\u003cp>The diversity and physical constraints of the street, Golier pointed out, seem to change on a block-by-block basis and \"pretty much everything’s up in the air.\"\u003c/p>\n\u003cp>Shahum would like to see something akin to the \u003ca href=\"https://www.traillink.com/trail/hudson-river-greenway.aspx\" target=\"_blank\">Hudson River Greenway\u003c/a> in New York. A recommended design is expected to be presented by the fall of 2015.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We do intend to deliver a project that addresses safety and comfort concerns for everyone,\" said Golier.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_142655\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528.jpg\">\u003cimg class=\"wp-image-142655 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528-640x426.jpg\" alt=\"The Embarcadero attracts many bicyclists, as well as cars and pedstrians. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Embarcadero attracts many bicyclists, as well as cars and pedestrians. (Jeremy Raff/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>When planners were redesigning the Embarcadero in the 1990s, where \u003ca href=\"http://foundsf.org/index.php?title=The_Embarcadero_Reborn\" target=\"_blank\">a quake-damaged double-deck freeway had been torn down\u003c/a> and the surface street later transformed into a boulevard, they opted against building a separated path for bicyclists.\u003c/p>\n\u003cp>Instead, standard bike lanes were chosen and \"cyclists who wanted to stay off the street would be permitted to use the promenade,\" according to \u003ca href=\"http://www.spur.org/sites/default/files/migrated/anchors/PATRI2009.pdf\" target=\"_blank\">a 2009 study conducted for SPUR\u003c/a>, the San Francisco Urban Planning and Research Association, which was featured in \u003ca href=\"http://sf.streetsblog.org/2009/10/14/spur-offers-a-thrilling-bike-path-proposal/\" target=\"_blank\">this Streetsblog San Francisco story\u003c/a>.\u003c/p>\n\u003cp>More than two decades later, the Embarcadero, with its breathtaking views and growing number of attractions, has become a big draw for tourists, locals and workers. And conflicts are increasing on the street and on the promenade between drivers, bicyclists and pedestrians. The city is also experiencing a population boom.\u003c/p>\n\u003cp>Now, after a decade of prodding from bike advocates, officials from a number of city agencies agree the time has come to reconfigure the street and build a protected bikeway.\u003c/p>\n\u003cp>“We’re excited that after many years of discussion, the city is launching an actual planning process that will result in great improvements,\" said Leah Shahum, executive director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>. That public process, expected to last up to a year, begins tonight with \u003ca href=\"http://sfmta.com/zh-hant/calendar/meetings/embarcadero-enhancement-project-open-house\" target=\"_blank\">an open house\u003c/a> at Pier 1 that starts at 6 p.m.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The current green bike lanes on the Embarcadero can be troublesome because they're positioned between an auto lane and a parking lane. Bicyclists are often forced into car traffic to avoid shuttles, taxis, trucks and other vehicles that frequently block the bike lanes. That's why some bike riders prefer to stay on the promenade, where they feel safer.\u003c/p>\n\u003cp>Between 2006 and 2011, two pedestrians were killed and 84 people were injured on the Embarcadero while walking or riding a bicycle, according to the San Francisco Municipal Transportation Agency. Four pedestrians and three bicyclists were severely injured.\u003c/p>\n\u003cp>The most recent count by the SFMTA — taken two weeks ago between 4:30 p.m. and 5:30 p.m. at Embarcadero and Broadway -- found almost as many people walking as driving. People in cars accounted for 36 percent of those on the Embarcadero, while 32 percent were pedestrians, 23 percent were Muni passengers and 9 percent, or 550 people, were on bicycles.\u003c/p>\n\u003cfigure id=\"attachment_142783\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM.png\">\u003cimg class=\"wp-image-142783 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM-300x300.png\" alt=\"The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero. \" width=\"300\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero.\u003c/figcaption>\u003c/figure>\n\u003cp>Bike advocates say building a continuous and protected two-way bikeway -- separated from auto traffic -- along the entire 3-mile-long Embarcadero would attract bicyclists of all ages. \u003ca href=\"http://usa.streetsblog.org/2014/06/03/protected-bike-lanes-attract-riders-wherever-they-appear/\" target=\"_blank\">Studies have shown\u003c/a> that \u003ca href=\"http://la.streetsblog.org/2014/07/21/protected-bike-lanes-grow-in-ca-as-cities-face-down-old-concerns/\" target=\"_blank\">protected bike lanes\u003c/a> improve safety and attract more riders.\u003c/p>\n\u003cp>\"This will also allow the many people walking on the promenade to do so safe and comfortably without conflict from bike traffic,\" Shahum said.\u003c/p>\n\u003cp>Last year, during the America's Cup, the SFMTA \u003ca href=\"http://sf.streetsblog.org/2013/09/17/temporary-bikeway-provides-glimpse-of-bike-friendly-embarcadero/\" target=\"_blank\">set up a temporary two-way bikeway along a portion of the Embarcadero\u003c/a> that was deemed a success.\u003c/p>\n\u003cp>The Bicycle Coalition would like to see a permanent bikeway constructed on the east side of the Embarcadero because it \"has far fewer conflict areas such as driveways or parking zones that would put people biking and driving in conflict with each other,\" said Shahum.\u003c/p>\n\u003cp>Patrick Golier, who is heading the \u003ca href=\"http://sfmta.com/projects-planning/projects/embarcadero-enhancement-project\" target=\"_blank\">Embarcadero Enhancement Project\u003c/a> for the SFMTA, said Port of San Francisco officials have \"emphasized and re-emphasized with us how oversubscribed the promenade [east] side is, and how undersubscribed the west side of the street is.\"\u003c/p>\n\u003cp>Golier said planners may examine how to make the west side more attractive for bicyclists and pedestrians but acknowledged some concerns, such as the number of cross streets and \"strange three-legged intersections\" that \"would need to be addressed through detailed design.\"\u003c/p>\n\u003cp>The diversity and physical constraints of the street, Golier pointed out, seem to change on a block-by-block basis and \"pretty much everything’s up in the air.\"\u003c/p>\n\u003cp>Shahum would like to see something akin to the \u003ca href=\"https://www.traillink.com/trail/hudson-river-greenway.aspx\" target=\"_blank\">Hudson River Greenway\u003c/a> in New York. A recommended design is expected to be presented by the fall of 2015.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We do intend to deliver a project that addresses safety and comfort concerns for everyone,\" said Golier.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Feds Propose New Safety Rules for Oil Trains",
"headTitle": "Feds Propose New Safety Rules for Oil Trains | KQED",
"content": "\u003cfigure id=\"attachment_19737\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/10880scr_fab34f3151f07aa-e1406166428720.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-19737\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/10880scr_fab34f3151f07aa-e1406166428720.jpg\" alt=\"Tank cars lined up in a rail yard in Richmond. (Craig Miller/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Tank cars lined up in a rail yard in Richmond. (Craig Miller/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The U.S. Department of Transportation is \u003ca href=\"http://www.phmsa.dot.gov/pv_obj_cache/pv_obj_id_75F600DC57D81471F96C328EB5DF9177527E1000/filename/Proposed_Rulemaking_Enhanced_Tank_Car_Standards_and_Operational_Controls_for_High_Hazard_Flammable_Trains_PHMSA_2012_0082_%28HM_251%29_RIN_2137_AE91.pdf\">proposing regulations\u003c/a> that would make trains carrying oil safer. There have been several fiery oil train derailments in other parts of the country in the past year, and last July, a train carrying crude oil from North Dakota’s Bakken formation exploded in the town of \u003cspan class=\"st\">Lac-Mégantic, Quebec, killing 47 people\u003c/span>.\u003c/p>\n\u003cp>The new rules include lower speed limits, better brakes and safer rail cars.\u003c/p>\n\u003cp>“We’re pleased to see that these recommendations were made,” said Kelly Huston, a deputy director at California’s Office of Emergency Services. State regulators have been \u003ca href=\"http://ww2.kqed.org/science/audio/california-has-little-say-over-oil-train-safety/\">pushing for tighter federal regulations\u003c/a> on oil trains.\u003c/p>\n\u003cp>Currently, one train a week carries a minimum of one million gallons of Bakken from North Dakota to a rail yard in Richmond.\u003c/p>\n\u003cp>Along with the proposed rules, the D.O.T. also \u003ca href=\"http://www.phmsa.dot.gov/pv_obj_cache/pv_obj_id_10B6171B1F17B07B32E437ADB3AC37F61DD70400/filename/07_21_14_Operation_Safe_Delivery_Report.pdf\">issued a report\u003c/a> finding that crude from the Bakken is more volatile than crude from other parts of the U.S., and that “there is an increased risk of a significant incident involving this material due to the significant volume that is transported, the routes and the extremely long distances it is moving by rail.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There’s no doubt we’re going to have better tank cars,” said Patti Goldman, an attorney with Earthjustice. She welcomes the rules, but says she doesn’t like the timeline, which doesn’t require the unsafe rail cars to be phased out until October, 2017. “It’s just going to happen too slowly and for too small a part of the hazardous shipments that we have on the rails.”\u003c/p>\n\u003cp>Last week, Earthjustice \u003ca href=\"http://earthjustice.org/sites/default/files/files/PetitionforEmergencyOrderReBakkenCrudeRailCars.pdf\">filed a petition\u003c/a> asking for older rail cars to be phased out immediately. \u003ca href=\"http://www.caloes.ca.gov/HazardousMaterials/Pages/Oil-By-Rail.aspx\">According to California officials\u003c/a>, as much as 82 percent of crude oil shipped in the U.S. — including the Bakken crude — is carried in old tank cars that cannot protect against explosions.\u003c/p>\n\u003cp>Trains delivered more than six million barrels of oil to California \u003ca href=\"http://energyalmanac.ca.gov/petroleum/statistics/2013_crude_by_rail.html\">last year\u003c/a>, from North Dakota, Alberta, Wyoming and other western states. State officials project that by 2016, the amount of crude traveling into California by train could surpass 100 million barrels.\u003c/p>\n\u003cp>Huston said the regulations are just one piece of improving crude-by-rail safety.\u003c/p>\n\u003cp>“We also have to provide better training for our first responders,” he said. “We should expand our hazardous materials response capability in the state, and we should look at regulating and inspecting the railroads more closely.”\u003c/p>\n\u003cp>California recently hired more rail safety inspectors. Huston said the OES is now evaluating what training the hazardous materials response teams need, and whether the teams are located in the best places to respond if there were an oil train accident.\u003c/p>\n\u003cp>The Association of American Railroads, an industry group, said in a \u003ca href=\"https://www.aar.org/newsandevents/Press-Releases/Pages/AAR-Responds-to-US-DOT-Proposed-Rule-on-Safety-of-Moving-Flammable-Liquids-by-Rail.aspx#.U8_7C7GU58E\">statement\u003c/a> it’s reviewing the D.O.T.’s proposals. A spokesman for the Western States Petroleum Association, which represents oil refiners, said they needed more time to review the regulations before commenting.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The D.O.T. is now \u003ca href=\"http://www.dot.gov/briefing-room/us-dot-announces-comprehensive-proposed-rulemaking-safe-transportation-crude-oil\">accepting public comment\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_19737\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/10880scr_fab34f3151f07aa-e1406166428720.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-19737\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/10880scr_fab34f3151f07aa-e1406166428720.jpg\" alt=\"Tank cars lined up in a rail yard in Richmond. (Craig Miller/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Tank cars lined up in a rail yard in Richmond. (Craig Miller/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The U.S. Department of Transportation is \u003ca href=\"http://www.phmsa.dot.gov/pv_obj_cache/pv_obj_id_75F600DC57D81471F96C328EB5DF9177527E1000/filename/Proposed_Rulemaking_Enhanced_Tank_Car_Standards_and_Operational_Controls_for_High_Hazard_Flammable_Trains_PHMSA_2012_0082_%28HM_251%29_RIN_2137_AE91.pdf\">proposing regulations\u003c/a> that would make trains carrying oil safer. There have been several fiery oil train derailments in other parts of the country in the past year, and last July, a train carrying crude oil from North Dakota’s Bakken formation exploded in the town of \u003cspan class=\"st\">Lac-Mégantic, Quebec, killing 47 people\u003c/span>.\u003c/p>\n\u003cp>The new rules include lower speed limits, better brakes and safer rail cars.\u003c/p>\n\u003cp>“We’re pleased to see that these recommendations were made,” said Kelly Huston, a deputy director at California’s Office of Emergency Services. State regulators have been \u003ca href=\"http://ww2.kqed.org/science/audio/california-has-little-say-over-oil-train-safety/\">pushing for tighter federal regulations\u003c/a> on oil trains.\u003c/p>\n\u003cp>Currently, one train a week carries a minimum of one million gallons of Bakken from North Dakota to a rail yard in Richmond.\u003c/p>\n\u003cp>Along with the proposed rules, the D.O.T. also \u003ca href=\"http://www.phmsa.dot.gov/pv_obj_cache/pv_obj_id_10B6171B1F17B07B32E437ADB3AC37F61DD70400/filename/07_21_14_Operation_Safe_Delivery_Report.pdf\">issued a report\u003c/a> finding that crude from the Bakken is more volatile than crude from other parts of the U.S., and that “there is an increased risk of a significant incident involving this material due to the significant volume that is transported, the routes and the extremely long distances it is moving by rail.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s no doubt we’re going to have better tank cars,” said Patti Goldman, an attorney with Earthjustice. She welcomes the rules, but says she doesn’t like the timeline, which doesn’t require the unsafe rail cars to be phased out until October, 2017. “It’s just going to happen too slowly and for too small a part of the hazardous shipments that we have on the rails.”\u003c/p>\n\u003cp>Last week, Earthjustice \u003ca href=\"http://earthjustice.org/sites/default/files/files/PetitionforEmergencyOrderReBakkenCrudeRailCars.pdf\">filed a petition\u003c/a> asking for older rail cars to be phased out immediately. \u003ca href=\"http://www.caloes.ca.gov/HazardousMaterials/Pages/Oil-By-Rail.aspx\">According to California officials\u003c/a>, as much as 82 percent of crude oil shipped in the U.S. — including the Bakken crude — is carried in old tank cars that cannot protect against explosions.\u003c/p>\n\u003cp>Trains delivered more than six million barrels of oil to California \u003ca href=\"http://energyalmanac.ca.gov/petroleum/statistics/2013_crude_by_rail.html\">last year\u003c/a>, from North Dakota, Alberta, Wyoming and other western states. State officials project that by 2016, the amount of crude traveling into California by train could surpass 100 million barrels.\u003c/p>\n\u003cp>Huston said the regulations are just one piece of improving crude-by-rail safety.\u003c/p>\n\u003cp>“We also have to provide better training for our first responders,” he said. “We should expand our hazardous materials response capability in the state, and we should look at regulating and inspecting the railroads more closely.”\u003c/p>\n\u003cp>California recently hired more rail safety inspectors. Huston said the OES is now evaluating what training the hazardous materials response teams need, and whether the teams are located in the best places to respond if there were an oil train accident.\u003c/p>\n\u003cp>The Association of American Railroads, an industry group, said in a \u003ca href=\"https://www.aar.org/newsandevents/Press-Releases/Pages/AAR-Responds-to-US-DOT-Proposed-Rule-on-Safety-of-Moving-Flammable-Liquids-by-Rail.aspx#.U8_7C7GU58E\">statement\u003c/a> it’s reviewing the D.O.T.’s proposals. A spokesman for the Western States Petroleum Association, which represents oil refiners, said they needed more time to review the regulations before commenting.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The D.O.T. is now \u003ca href=\"http://www.dot.gov/briefing-room/us-dot-announces-comprehensive-proposed-rulemaking-safe-transportation-crude-oil\">accepting public comment\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>By Bay City News\u003c/strong>\u003c/p>\n\u003cp>SAN FRANCISCO INTERNATIONAL AIRPORT — Travelers who want to move more quickly through airport security can now enroll in TSA Precheck at San Francisco International Airport, according to the Transportation Security Administration.\u003c/p>\n\u003cfigure id=\"attachment_142624\" class=\"wp-caption alignleft\" style=\"max-width: 320px\">\u003cimg class=\"wp-image-142624 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/travelers-640x417.jpg\" alt=\"travelers\" width=\"320\" height=\"209\">\u003cfigcaption class=\"wp-caption-text\">(Photo by Scott Olson/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>TSA Precheck allows travelers who voluntarily undergo a special prescreening process to go through expedited security screening when they travel.\u003c/p>\n\u003cp>The faster security screening lets travelers keep on their shoes and light outerwear, keep their laptop in its case, keep their liquids and gels in their carry-on and pass through dedicated TSA Precheck lanes at more than 115 airports nationwide.\u003c/p>\n\u003cp>More than 400,000 travelers have enrolled in TSA Precheck across the country, according to TSA.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Travelers who want to enroll in TSA Precheck must be U.S. citizens or lawful permanent residents, TSA said. The application begins online at \u003ca href=\"https://universalenroll.dhs.gov/\" target=\"_blank\">universalenroll.dhs.gov\u003c/a>.\u003c/p>\n\u003cp>Applicants must then visit an enrollment center in person to verify citizenship or immigration status and provide fingerprints, TSA said.\u003c/p>\n\u003caside class=\"pullquote alignleft\">When enrolled, travelers can:\n\u003cul>\n\u003cli>Keep on their shoes\u003c/li>\n\u003cli>Keep laptop in case\u003c/li>\n\u003cli>Keep liquids and gels in carry-on luggage\u003c/li>\n\u003cli>Use security express lanes at more than 115 airports in U.S.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The SFO TSA Precheck enrollment center is in the International Terminal near the BART station entrance and checkpoint G, the TSA said. There are also enrollment centers in Oakland, South San Francisco and Martinez, TSA said.\u003c/p>\n\u003cp>\"During the application process, travelers will provide basic biographical information about themselves,\" Fred Lau, TSA Federal Security Director at SFO, said in a statement. \"TSA uses that information to pre-screen applicants and, if approved, they become eligible for expedited screening on a consistent basis.\"\u003c/p>\n\u003cp>The TSA maintains a list of TSA Precheck eligibility requirements, as well as disqualifying criminal offenses and other actions that would make an applicant ineligible, on its website at \u003ca href=\"http://www.tsa.gov/tsa-precheck/eligibility-requirements\" target=\"_blank\">www.tsa.gov/tsa-precheck/eligibility-requirements\u003c/a>.\u003c/p>\n\u003cp>Once enrolled, TSA Precheck travelers will receive a Known Traveler Number, which is valid for five years. The process includes a nonrefundable $85 application processing fee.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The TSA still conducts random security measures, and no individual is guaranteed an expedited screening, according to TSA.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>By Bay City News\u003c/strong>\u003c/p>\n\u003cp>SAN FRANCISCO INTERNATIONAL AIRPORT — Travelers who want to move more quickly through airport security can now enroll in TSA Precheck at San Francisco International Airport, according to the Transportation Security Administration.\u003c/p>\n\u003cfigure id=\"attachment_142624\" class=\"wp-caption alignleft\" style=\"max-width: 320px\">\u003cimg class=\"wp-image-142624 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/travelers-640x417.jpg\" alt=\"travelers\" width=\"320\" height=\"209\">\u003cfigcaption class=\"wp-caption-text\">(Photo by Scott Olson/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>TSA Precheck allows travelers who voluntarily undergo a special prescreening process to go through expedited security screening when they travel.\u003c/p>\n\u003cp>The faster security screening lets travelers keep on their shoes and light outerwear, keep their laptop in its case, keep their liquids and gels in their carry-on and pass through dedicated TSA Precheck lanes at more than 115 airports nationwide.\u003c/p>\n\u003cp>More than 400,000 travelers have enrolled in TSA Precheck across the country, according to TSA.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Travelers who want to enroll in TSA Precheck must be U.S. citizens or lawful permanent residents, TSA said. The application begins online at \u003ca href=\"https://universalenroll.dhs.gov/\" target=\"_blank\">universalenroll.dhs.gov\u003c/a>.\u003c/p>\n\u003cp>Applicants must then visit an enrollment center in person to verify citizenship or immigration status and provide fingerprints, TSA said.\u003c/p>\n\u003caside class=\"pullquote alignleft\">When enrolled, travelers can:\n\u003cul>\n\u003cli>Keep on their shoes\u003c/li>\n\u003cli>Keep laptop in case\u003c/li>\n\u003cli>Keep liquids and gels in carry-on luggage\u003c/li>\n\u003cli>Use security express lanes at more than 115 airports in U.S.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The SFO TSA Precheck enrollment center is in the International Terminal near the BART station entrance and checkpoint G, the TSA said. There are also enrollment centers in Oakland, South San Francisco and Martinez, TSA said.\u003c/p>\n\u003cp>\"During the application process, travelers will provide basic biographical information about themselves,\" Fred Lau, TSA Federal Security Director at SFO, said in a statement. \"TSA uses that information to pre-screen applicants and, if approved, they become eligible for expedited screening on a consistent basis.\"\u003c/p>\n\u003cp>The TSA maintains a list of TSA Precheck eligibility requirements, as well as disqualifying criminal offenses and other actions that would make an applicant ineligible, on its website at \u003ca href=\"http://www.tsa.gov/tsa-precheck/eligibility-requirements\" target=\"_blank\">www.tsa.gov/tsa-precheck/eligibility-requirements\u003c/a>.\u003c/p>\n\u003cp>Once enrolled, TSA Precheck travelers will receive a Known Traveler Number, which is valid for five years. The process includes a nonrefundable $85 application processing fee.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The TSA still conducts random security measures, and no individual is guaranteed an expedited screening, according to TSA.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Embarcadero BART Station Gets Dramatic Cleaning",
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"content": "\u003cfigure id=\"attachment_142503\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"wp-image-142503 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/sandwash-640x423.jpg\" alt=\"sandwash\" width=\"640\" height=\"423\">\u003cfigcaption class=\"wp-caption-text\">The walls of the Embarcadero BART station are getting a cleaning. This photo was first posted to the \u003ca href=\"http://www.reddit.com/r/sanfrancisco/comments/2bbodo/embarcadero_bart_gets_a_cleaning_for_the_first/\" target=\"_blank\">San Francisco Reddit\u003c/a> board earlier this week. (Photo posted to Reddit by broostenq.)\u003c/figcaption>\u003c/figure>\n\u003cp>The Embarcadero BART station is getting a thorough scrub-down this week. Workers on the graveyard shift have been sandblasting sections of the walls along the tracks at night, says BART spokeswoman Alicia Trost.\u003c/p>\n\u003cp>The results are dramatic: It almost appears the clean sections of the wall have been painted white.\u003c/p>\n\u003cp>Despite appearances, the station walls aren't plain gray concrete but are actually white \u003ca href=\"http://en.wikipedia.org/wiki/Terrazzo\" target=\"_blank\">terrazzo\u003c/a>, a composite material made of rock and glass chips suspended in cement. Decades of brake dust from BART and Muni trains, plus the grime brought into the stations by humans, have caked the walls in filth.\u003c/p>\n\u003cp>“The main reason that Embarcadero is such a problem station with the walls getting as dark as they do is that it’s the first station out of the Transbay Tube,\" Trost said. \"The walls collect all the subway grime and train brake dust that blows out from the tube.\"\u003c/p>\n\u003cp>Earlier this year, a decades-old textile installation, \"Legs\" by Barbara Shawcroft, was \u003ca href=\"http://www.kqed.org/arts/visualarts/article.jsp?essid=121315\" target=\"_blank\">removed from the station\u003c/a>. Originally orange, the work had grown so dark with soot it was barely perceptible against the station walls. In its 35 years on display, it was cleaned twice, at great expense.\u003c/p>\n\u003cfigure id=\"attachment_142535\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-medium wp-image-142535\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/legschange-640x446.jpg\" alt='Left: Barbara Shawcroft’s “Legs” in 1978. (Photo courtesy of the artist. Taken by William Hocker.) Right: \"Legs\" in 2008. (Maria Hanafy/KQED) ' width=\"640\" height=\"446\">\u003cfigcaption class=\"wp-caption-text\">Left: Barbara Shawcroft’s “Legs” in 1978. (Photo courtesy of the artist. Taken by William Hocker.) Right: \"Legs\" in 2008. (Maria Hanafy/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"audio-wrap\">\n\u003ch2>Listen:\u003c/h2>\n\u003cp>http://www.kqed.org/.stream/anon/radio/science/2014/07/20140721science.mp3\u003c/p>\n\u003c/div>\n\u003cfigure id=\"attachment_19557\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/Miille_Bakken1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-19557\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/Miille_Bakken1.jpg\" alt=\"A BNSF train with tank cars crosses a trestle in the Feather River Canyon in Northern California. (Courtesy of Jake Miille)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BNSF train with tank cars crosses a trestle in the Feather River Canyon in Northern California. (\u003ca href=\"http://jakemiillephotography.com/\">Jake Miille/Jake Miille Photography\u003c/a>)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, Friday, July 25:\u003c/strong> On Wednesday, the federal Department of Transportation \u003ca href=\"http://ww2.kqed.org/science/2014/07/23/feds-propose-new-safety-rules-for-oil-trains/\">proposed new regulations\u003c/a> aimed at improving the safety of trains carrying oil. \u003c/p>\n\u003cp>\u003cstrong>Original story (Monday, July 21):\u003c/strong>\u003cbr>\nThe number of trains carrying crude oil across California is increasing rapidly, and two official reports say the state is not ready. Regulators are preparing, with funds for disaster response and more track inspectors, but they’re limited in how much they can do to make rail transport safer.\u003c/p>\n\u003cp>“My view is it’s pretty undeniably bringing in extra risks to the state,” said Paul King, deputy director for rail safety at the California Public Utilities Commission (CPUC).\u003c/p>\n\u003cp>“These trains explode,” King said. “If that were to happen in a town, there’s no telling the damage. And of course we know what happened in little Lac-Mégantic.” That’s the town in Quebec where a train carrying crude from North Dakota’s Bakken formation derailed last July. The explosion killed 47 people.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘These trains explode.’\u003ccite>— Paul King, California Public Utilities Commission\u003c/cite>\u003c/aside>\n\u003cp>Bakken crude is volatile. In the past year, trains transporting crude from the Bakken have also exploded in North Dakota, Virginia and Alabama.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Trains carrying Bakken crude traverse California, too, bringing the oil to refineries here. And while the CPUC regulates rail in California, the state can’t actually do much when it comes telling the railroads how they can operate. Almost all of those rules are up to the federal government.\u003c/p>\n\u003cp>\u003cstrong>‘Our Hands in California Are Tied’\u003c/strong>\u003c/p>\n\u003cp>The state can’t set speed limits on crude oil trains. It can’t tell railroads to choose less hazardous routes. It can’t tell oil companies not to bring trains carrying the volatile crude through cities. It can’t tell oil companies to ship that crude in stronger tank cars. It can’t require upgraded braking systems.\u003c/p>\n\u003cp>Neither can local governments, though the cities of Davis, Richmond and Berkeley have all passed resolutions expressing their opposition to the transport of crude oil by rail.\u003c/p>\n\u003cp>“I almost feel like our hands in California are tied, yet all these trains are going through our communities,” State Senator Hannah-Beth Jackson, a democrat from Santa Barbara, said at a hearing last month.\u003c/p>\n\u003cp>Trains carried nearly 6.3 million barrels of oil into California in 2013. That’s more than five times more than in 2012. According to the California Energy Commission, by 2016 that number could balloon to more than 100 million barrels.\u003c/p>\n\u003cp>That’s because there’s an oil boom in the middle part of the continent, and to get that crude from Alberta and North Dakota to California, oil companies have to use trains.\u003c/p>\n\u003cfigure id=\"attachment_19558\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/lacmegantic.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-19558\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/lacmegantic.jpg\" alt=\"Firefighters douse blazes after in Lac-Megantic on July 6, 2013. (François Laplante-Delagrave/AFP/Getty Images)\" width=\"640\" height=\"428\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Firefighters douse blazes in Lac-Megantic on July 6, 2013. (François Laplante-Delagrave/AFP/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Steps Towards Safer Shipping\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>There are ways to make the trains safer.\u003c/p>\n\u003cp>Most of the tank cars used to transport crude oil, including the volatile Bakken crude, are old, and can’t protect against explosions. After the disaster in Lac-Mégantic, \u003ca href=\"https://www.tc.gc.ca/eng/railsafety/tsb-2014-962.html\">Canada required\u003c/a> that the most dangerous of the cars — the same tank cars that carry as much as 82 percent of crude oil in the U.S. — be removed from service, and that the rest be retrofitted.\u003c/p>\n\u003cp>The U.S. is considering stricter tank car standards. Last week, the advocacy group Earthjustice sent a \u003ca href=\"http://earthjustice.org/sites/default/files/files/PetitionforEmergencyOrderReBakkenCrudeRailCars.pdf\">letter to the U.S. Department of Transportation\u003c/a>, urging the agency to move faster by issuing an emergency order immediately banning the use of the unsafe cars.\u003c/p>\n\u003cp>But California can’t require any of this. The CPUC intends to urge the DOT to “move expeditiously” to update its tank car regulations. That, and other recommendations, are laid out in a \u003ca href=\"http://www.caloes.ca.gov/HazardousMaterials/Pages/Oil-By-Rail.aspx\">recent report on crude-by-rail\u003c/a> safety in the state. The state wants the feds to require that there be newer braking technology on oil trains and a GPS-based system that prevents accidents on oil train routes. According to King, the CPUC will submit those recommendations to the Federal Railroad Administration soon.\u003c/p>\n\u003cp>The railroads have already adopted some \u003ca href=\"https://www.aar.org/newsandevents/Press-Releases/Pages/Freight-Railroads-Join-U-S-Transportation-Secretary-Foxx-in-Announcing-Industry-Crude-By-Rail-Safety-Initiative.aspx#.U8huG7GU58E\">voluntary safety measures\u003c/a>, including lower speed limits and increased track inspections. And Burlington Northern Santa Fe Railway, the company that is currently transporting large amounts of Bakken crude in California, is asking railcar manufacturers to submit bids to build 5,000 safer cars. (The railroads typically don’t own the cars used to ship material; the oil companies themselves either own or lease them.)\u003c/p>\n\u003cp>The CPUC has done one of the main things it can: hire more railroad safety inspectors. The CPUC keeps a list of the most hazardous sections of track, and according to \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/06621650-B00C-42F5-ABA2-AE617FF39392/0/RailroadLocalSafetyHazardAnnualReportfor2013Final7114.pdf\">a recent report\u003c/a>, the most frequent cause of derailments at those sites are track problems. The new state budget adds seven positions, bringing the CPUC’s inspection staff to 38. CPUC staff checks all the tracks in California once a year and, going forward, will check the tracks on Bakken oil train routes twice a year.[contextly_sidebar id=”sRuVMXrfcyA2EbJyn8ugfGCUznnKPsll”]\u003c/p>\n\u003cp>\u003cstrong>A Past Disaster\u003c/strong>\u003c/p>\n\u003cp>California once tried to introduce stricter railroad regulations.\u003c/p>\n\u003cp>In July, 1991, a train derailed in Northern California at a bend in the track where it crosses the Upper Sacramento River, near the town of Dunsmuir. It spilled 19,000 gallons of a pesticide called metam sodium into the river.\u003c/p>\n\u003cp>“It killed everything down to the bacteria,” said Mark Stopher, who was hired by the California Department of Fish and Wildlife to assess the damage to the river.\u003c/p>\n\u003cp>The poison killed more than a million fish, and every insect and plant in the river for 40 miles. “Nobody’s ever seen anything like that before,” he said. In \u003ca href=\"http://youtu.be/k4UucmnSXSo\">video\u003c/a> from the time, you can see fish struggling to escape the river and get into tributaries. Stopher said they all died.\u003c/p>\n\u003cp>“It was kind of a blow to the heart to lose the river,” said Phil Dietrich, executive director of a conservation group called River Exchange.\u003c/p>\n\u003cp>The Upper Sacramento had been a popular fishing destination. So when the fish were gone, the tourists, and their money, disappeared too.\u003c/p>\n\u003cp>But it was a pulse of poison; metam sodium doesn’t linger. A few years later, the fish were back. The tourists are back, too. It could have been worse, if what spilled had been a substance that lasts in the environment for a longer time. Oil, for instance.\u003c/p>\n\u003cp>After the accident, the CPUC tried to require stronger track at Cantara Loop, to keep it from happening again.\u003c/p>\n\u003cp>“We were trying to adopt regulations where there were none,” said King. But they couldn’t. The railroad sued the CPUC, and eventually the court sided with the railroad, reinforcing the Federal Railroad Administration’s jurisdiction. There is a large rail in place on the bridge now, to help keep trains from derailing into the river. According to the CPUC, there have been four derailments in the area since 2009.\u003c/p>\n\u003cp>“Our role is limited,” King said. “Our role is to ensure that the regulations that the federal government has in place are followed.”\u003c/p>\n\u003cp>\u003cstrong>Beefing Up Clean-Up \u003c/strong>\u003c/p>\n\u003cp>Even if the the state can’t do all it wants to keep an accident from happening, it can prepare to respond to one.\u003c/p>\n\u003cp>In June, dozens of fire fighters, public health experts and Red Cross volunteers gathered near Cantara Loop to run a drill. The scenario was that an oil train had collided with an illegal marijuana grower’s truck at the site of the ’91 spill. The truck wrecked, and the train derailed and spilled oil into the river. \u003cstrong>\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Firefighters pulled the casualties (volunteers marked with paint) away from the scene, a helicopter brought tools to treat people who’d been doused in dangerous chemicals and a team deployed a drone to get a view of the (largely imaginary) disaster scene from above.\u003c/p>\n\u003cp>“We want to make sure California’s prepared to respond,” said Alexia Rettalack of California’s Office of Spill Prevention and Response (OSPR). “Spills happen. When product moves, things happen.”\u003c/p>\n\u003cp>OSPR got more money in this year’s budget, so that it can prepare for inland oil spills. Until now, the agency focused only on marine accidents. The state Office of Emergency Services is also looking for ways to better prepare emergency responders, many of whom are volunteers, for an oil train explosion. And state lawmakers are considering a couple of crude-by-rail bills that would improve emergency responses.\u003c/p>\n\u003cp>Dietrich emphasizes that what happened in Dunsmuir in 1991 was a rare event, and yet, the memory lingers.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“It comes down to we care about our river and about our towns,” he said. “And we hope that the agencies and the railroad are on top of it.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/div>\n\u003cfigure id=\"attachment_19557\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/Miille_Bakken1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-19557\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/Miille_Bakken1.jpg\" alt=\"A BNSF train with tank cars crosses a trestle in the Feather River Canyon in Northern California. (Courtesy of Jake Miille)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BNSF train with tank cars crosses a trestle in the Feather River Canyon in Northern California. (\u003ca href=\"http://jakemiillephotography.com/\">Jake Miille/Jake Miille Photography\u003c/a>)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, Friday, July 25:\u003c/strong> On Wednesday, the federal Department of Transportation \u003ca href=\"http://ww2.kqed.org/science/2014/07/23/feds-propose-new-safety-rules-for-oil-trains/\">proposed new regulations\u003c/a> aimed at improving the safety of trains carrying oil. \u003c/p>\n\u003cp>\u003cstrong>Original story (Monday, July 21):\u003c/strong>\u003cbr>\nThe number of trains carrying crude oil across California is increasing rapidly, and two official reports say the state is not ready. Regulators are preparing, with funds for disaster response and more track inspectors, but they’re limited in how much they can do to make rail transport safer.\u003c/p>\n\u003cp>“My view is it’s pretty undeniably bringing in extra risks to the state,” said Paul King, deputy director for rail safety at the California Public Utilities Commission (CPUC).\u003c/p>\n\u003cp>“These trains explode,” King said. “If that were to happen in a town, there’s no telling the damage. And of course we know what happened in little Lac-Mégantic.” That’s the town in Quebec where a train carrying crude from North Dakota’s Bakken formation derailed last July. The explosion killed 47 people.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘These trains explode.’\u003ccite>— Paul King, California Public Utilities Commission\u003c/cite>\u003c/aside>\n\u003cp>Bakken crude is volatile. In the past year, trains transporting crude from the Bakken have also exploded in North Dakota, Virginia and Alabama.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Trains carrying Bakken crude traverse California, too, bringing the oil to refineries here. And while the CPUC regulates rail in California, the state can’t actually do much when it comes telling the railroads how they can operate. Almost all of those rules are up to the federal government.\u003c/p>\n\u003cp>\u003cstrong>‘Our Hands in California Are Tied’\u003c/strong>\u003c/p>\n\u003cp>The state can’t set speed limits on crude oil trains. It can’t tell railroads to choose less hazardous routes. It can’t tell oil companies not to bring trains carrying the volatile crude through cities. It can’t tell oil companies to ship that crude in stronger tank cars. It can’t require upgraded braking systems.\u003c/p>\n\u003cp>Neither can local governments, though the cities of Davis, Richmond and Berkeley have all passed resolutions expressing their opposition to the transport of crude oil by rail.\u003c/p>\n\u003cp>“I almost feel like our hands in California are tied, yet all these trains are going through our communities,” State Senator Hannah-Beth Jackson, a democrat from Santa Barbara, said at a hearing last month.\u003c/p>\n\u003cp>Trains carried nearly 6.3 million barrels of oil into California in 2013. That’s more than five times more than in 2012. According to the California Energy Commission, by 2016 that number could balloon to more than 100 million barrels.\u003c/p>\n\u003cp>That’s because there’s an oil boom in the middle part of the continent, and to get that crude from Alberta and North Dakota to California, oil companies have to use trains.\u003c/p>\n\u003cfigure id=\"attachment_19558\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/lacmegantic.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-19558\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2014/07/lacmegantic.jpg\" alt=\"Firefighters douse blazes after in Lac-Megantic on July 6, 2013. (François Laplante-Delagrave/AFP/Getty Images)\" width=\"640\" height=\"428\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Firefighters douse blazes in Lac-Megantic on July 6, 2013. (François Laplante-Delagrave/AFP/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Steps Towards Safer Shipping\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>There are ways to make the trains safer.\u003c/p>\n\u003cp>Most of the tank cars used to transport crude oil, including the volatile Bakken crude, are old, and can’t protect against explosions. After the disaster in Lac-Mégantic, \u003ca href=\"https://www.tc.gc.ca/eng/railsafety/tsb-2014-962.html\">Canada required\u003c/a> that the most dangerous of the cars — the same tank cars that carry as much as 82 percent of crude oil in the U.S. — be removed from service, and that the rest be retrofitted.\u003c/p>\n\u003cp>The U.S. is considering stricter tank car standards. Last week, the advocacy group Earthjustice sent a \u003ca href=\"http://earthjustice.org/sites/default/files/files/PetitionforEmergencyOrderReBakkenCrudeRailCars.pdf\">letter to the U.S. Department of Transportation\u003c/a>, urging the agency to move faster by issuing an emergency order immediately banning the use of the unsafe cars.\u003c/p>\n\u003cp>But California can’t require any of this. The CPUC intends to urge the DOT to “move expeditiously” to update its tank car regulations. That, and other recommendations, are laid out in a \u003ca href=\"http://www.caloes.ca.gov/HazardousMaterials/Pages/Oil-By-Rail.aspx\">recent report on crude-by-rail\u003c/a> safety in the state. The state wants the feds to require that there be newer braking technology on oil trains and a GPS-based system that prevents accidents on oil train routes. According to King, the CPUC will submit those recommendations to the Federal Railroad Administration soon.\u003c/p>\n\u003cp>The railroads have already adopted some \u003ca href=\"https://www.aar.org/newsandevents/Press-Releases/Pages/Freight-Railroads-Join-U-S-Transportation-Secretary-Foxx-in-Announcing-Industry-Crude-By-Rail-Safety-Initiative.aspx#.U8huG7GU58E\">voluntary safety measures\u003c/a>, including lower speed limits and increased track inspections. And Burlington Northern Santa Fe Railway, the company that is currently transporting large amounts of Bakken crude in California, is asking railcar manufacturers to submit bids to build 5,000 safer cars. (The railroads typically don’t own the cars used to ship material; the oil companies themselves either own or lease them.)\u003c/p>\n\u003cp>The CPUC has done one of the main things it can: hire more railroad safety inspectors. The CPUC keeps a list of the most hazardous sections of track, and according to \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/06621650-B00C-42F5-ABA2-AE617FF39392/0/RailroadLocalSafetyHazardAnnualReportfor2013Final7114.pdf\">a recent report\u003c/a>, the most frequent cause of derailments at those sites are track problems. The new state budget adds seven positions, bringing the CPUC’s inspection staff to 38. CPUC staff checks all the tracks in California once a year and, going forward, will check the tracks on Bakken oil train routes twice a year.\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>A Past Disaster\u003c/strong>\u003c/p>\n\u003cp>California once tried to introduce stricter railroad regulations.\u003c/p>\n\u003cp>In July, 1991, a train derailed in Northern California at a bend in the track where it crosses the Upper Sacramento River, near the town of Dunsmuir. It spilled 19,000 gallons of a pesticide called metam sodium into the river.\u003c/p>\n\u003cp>“It killed everything down to the bacteria,” said Mark Stopher, who was hired by the California Department of Fish and Wildlife to assess the damage to the river.\u003c/p>\n\u003cp>The poison killed more than a million fish, and every insect and plant in the river for 40 miles. “Nobody’s ever seen anything like that before,” he said. In \u003ca href=\"http://youtu.be/k4UucmnSXSo\">video\u003c/a> from the time, you can see fish struggling to escape the river and get into tributaries. Stopher said they all died.\u003c/p>\n\u003cp>“It was kind of a blow to the heart to lose the river,” said Phil Dietrich, executive director of a conservation group called River Exchange.\u003c/p>\n\u003cp>The Upper Sacramento had been a popular fishing destination. So when the fish were gone, the tourists, and their money, disappeared too.\u003c/p>\n\u003cp>But it was a pulse of poison; metam sodium doesn’t linger. A few years later, the fish were back. The tourists are back, too. It could have been worse, if what spilled had been a substance that lasts in the environment for a longer time. Oil, for instance.\u003c/p>\n\u003cp>After the accident, the CPUC tried to require stronger track at Cantara Loop, to keep it from happening again.\u003c/p>\n\u003cp>“We were trying to adopt regulations where there were none,” said King. But they couldn’t. The railroad sued the CPUC, and eventually the court sided with the railroad, reinforcing the Federal Railroad Administration’s jurisdiction. There is a large rail in place on the bridge now, to help keep trains from derailing into the river. According to the CPUC, there have been four derailments in the area since 2009.\u003c/p>\n\u003cp>“Our role is limited,” King said. “Our role is to ensure that the regulations that the federal government has in place are followed.”\u003c/p>\n\u003cp>\u003cstrong>Beefing Up Clean-Up \u003c/strong>\u003c/p>\n\u003cp>Even if the the state can’t do all it wants to keep an accident from happening, it can prepare to respond to one.\u003c/p>\n\u003cp>In June, dozens of fire fighters, public health experts and Red Cross volunteers gathered near Cantara Loop to run a drill. The scenario was that an oil train had collided with an illegal marijuana grower’s truck at the site of the ’91 spill. The truck wrecked, and the train derailed and spilled oil into the river. \u003cstrong>\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Firefighters pulled the casualties (volunteers marked with paint) away from the scene, a helicopter brought tools to treat people who’d been doused in dangerous chemicals and a team deployed a drone to get a view of the (largely imaginary) disaster scene from above.\u003c/p>\n\u003cp>“We want to make sure California’s prepared to respond,” said Alexia Rettalack of California’s Office of Spill Prevention and Response (OSPR). “Spills happen. When product moves, things happen.”\u003c/p>\n\u003cp>OSPR got more money in this year’s budget, so that it can prepare for inland oil spills. Until now, the agency focused only on marine accidents. The state Office of Emergency Services is also looking for ways to better prepare emergency responders, many of whom are volunteers, for an oil train explosion. And state lawmakers are considering a couple of crude-by-rail bills that would improve emergency responses.\u003c/p>\n\u003cp>Dietrich emphasizes that what happened in Dunsmuir in 1991 was a rare event, and yet, the memory lingers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/drakesbay.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142179\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/drakesbay-640x450.jpg\" alt=\"Oyster Fisherman Battles National Park Service Over Harvest Rights\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nAfter nearly two years of legal battles and the U.S. Supreme Court's declining to hear the case, the federal government has given the owner of the Drakes Bay Oyster Company until the \u003ca href=\"http://ww2.kqed.org/news/07/14/2014/Drakes_Bay_Oysters\" target=\"_blank\">end of July to shut down its retail and canning operation\u003c/a>. \"We can't stop the federal government,\" owner Kevin Lunny told the Marin Independent Journal last week. \"That's the way it is.\" (Justin Sullivan/Getty Images)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/As-stadium.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142180\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/As-stadium-640x450.jpg\" alt=\"Boston Red Sox v Oakland Athletics\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nThe Oakland City Council voted to \u003ca href=\"http://ww2.kqed.org/news/2014/07/17/oakland-a-future-uncertain-after-city-council-amends-deal/\" target=\"_blank\">make changes to a proposed deal that would keep the A's at the Coliseum\u003c/a> for the next 10 years. Despite previous warnings that the deal, negotiated over 14 months, must remain as is, A's co-owner Lew Wolff said the team is considering the changes.\u003cspan style=\"color: #000000\"> \u003c/span>(Jason O. Watson/Getty Images)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/shuttle-stops.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142181\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/shuttle-stops-640x450.jpg\" alt=\"shuttle stops\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nThe San Francisco Municipal Transportation Agency board of directors voted to \u003ca href=\"http://ww2.kqed.org/news/2014/07/15/sfmta-to-vote-on-higher-fees-for-google-tech-buses/\" target=\"_blank\">approve a fee increase from $1 to $3.55 per stop per day\u003c/a>, after fewer shuttle providers than expected signed up for an 18-month pilot program. The new fee would take effect later this year and rise to $3.67 next year. (Mark Andrew Boyer/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/flag-football-1.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142190\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/flag-football-1-640x449.jpg\" alt=\"flag football (1)\" width=\"640\" height=\"449\">\u003c/a>\u003cbr>\nJohn Barberini of Hayward watches the Legends of Candlestick flag football game, an event featuring former San Francisco 49ers' greats against a team of retired NFL stars. It was billed as the final football game at the stadium, now slated for demolition next year. (Dan Brekke/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/water-fines.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142182\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/water-fines-640x449.jpg\" alt=\"water fines\" width=\"640\" height=\"449\">\u003c/a>\u003cbr>\nAfter largely ignoring a conservation law passed during the last drought, some of California’s \u003ca href=\"http://blogs.kqed.org/science/2014/07/17/california-water-districts-face-suit-for-ignoring-conservation-law/\" target=\"_blank\">largest agricultural water districts are facing a lawsuit\u003c/a> that would force them to measure how much water farmers use. The 2009 law was designed to push the state’s biggest water users to conserve by closely monitoring their consumption. But more than 20 water districts haven't turned in their water management plans and may face fines. (Craig Miller/KQED)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/lawn-watering.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142183\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/lawn-watering-640x450.jpg\" alt=\"lawn watering\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nState regulators have \u003ca href=\"http://blogs.kqed.org/science/2014/07/15/california-regulators-approve-fines-for-wasting-water/\" target=\"_blank\">approved new fines aimed at water wasters\u003c/a>, hoping the penalties will lead to a reduction in water use amid one of the severest droughts in California history. \u003ca href=\"http://www.swrcb.ca.gov/board_info/agendas/2014/jul/071514_10_staffpres.pdf\" target=\"_blank\">New data shows\u003c/a> that even though Gov. Jerry Brown asked Californians to cut back on water by 20 percent earlier this year, overall consumption actually edged up in May 2014 compared to the previous three Mays.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/drakesbay.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142179\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/drakesbay-640x450.jpg\" alt=\"Oyster Fisherman Battles National Park Service Over Harvest Rights\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nAfter nearly two years of legal battles and the U.S. Supreme Court's declining to hear the case, the federal government has given the owner of the Drakes Bay Oyster Company until the \u003ca href=\"http://ww2.kqed.org/news/07/14/2014/Drakes_Bay_Oysters\" target=\"_blank\">end of July to shut down its retail and canning operation\u003c/a>. \"We can't stop the federal government,\" owner Kevin Lunny told the Marin Independent Journal last week. \"That's the way it is.\" (Justin Sullivan/Getty Images)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/As-stadium.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142180\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/As-stadium-640x450.jpg\" alt=\"Boston Red Sox v Oakland Athletics\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nThe Oakland City Council voted to \u003ca href=\"http://ww2.kqed.org/news/2014/07/17/oakland-a-future-uncertain-after-city-council-amends-deal/\" target=\"_blank\">make changes to a proposed deal that would keep the A's at the Coliseum\u003c/a> for the next 10 years. Despite previous warnings that the deal, negotiated over 14 months, must remain as is, A's co-owner Lew Wolff said the team is considering the changes.\u003cspan style=\"color: #000000\"> \u003c/span>(Jason O. Watson/Getty Images)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/shuttle-stops.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142181\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/shuttle-stops-640x450.jpg\" alt=\"shuttle stops\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nThe San Francisco Municipal Transportation Agency board of directors voted to \u003ca href=\"http://ww2.kqed.org/news/2014/07/15/sfmta-to-vote-on-higher-fees-for-google-tech-buses/\" target=\"_blank\">approve a fee increase from $1 to $3.55 per stop per day\u003c/a>, after fewer shuttle providers than expected signed up for an 18-month pilot program. The new fee would take effect later this year and rise to $3.67 next year. (Mark Andrew Boyer/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/flag-football-1.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142190\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/flag-football-1-640x449.jpg\" alt=\"flag football (1)\" width=\"640\" height=\"449\">\u003c/a>\u003cbr>\nJohn Barberini of Hayward watches the Legends of Candlestick flag football game, an event featuring former San Francisco 49ers' greats against a team of retired NFL stars. It was billed as the final football game at the stadium, now slated for demolition next year. (Dan Brekke/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/water-fines.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-142182\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/water-fines-640x449.jpg\" alt=\"water fines\" width=\"640\" height=\"449\">\u003c/a>\u003cbr>\nAfter largely ignoring a conservation law passed during the last drought, some of California’s \u003ca href=\"http://blogs.kqed.org/science/2014/07/17/california-water-districts-face-suit-for-ignoring-conservation-law/\" target=\"_blank\">largest agricultural water districts are facing a lawsuit\u003c/a> that would force them to measure how much water farmers use. The 2009 law was designed to push the state’s biggest water users to conserve by closely monitoring their consumption. But more than 20 water districts haven't turned in their water management plans and may face fines. (Craig Miller/KQED)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "SFMTA Approves Higher Fees For Google, Tech Buses",
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"content": "\u003cp>\u003cstrong>By Bay City News\u003c/strong>\u003c/p>\n\u003cp>Companies using San Francisco city bus stops to pick up and drop off passengers on commuter shuttles will have to pay more.\u003c/p>\n\u003cfigure id=\"attachment_137366\" class=\"wp-caption alignright\" style=\"max-width: 408px\">\u003cimg class=\"wp-image-137366\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/05/RS8537_IMG_9782-scr-640x426.jpg\" alt=\"Tech workers board a shuttle bus in San Francisco. (Mark Andrew Boyer/KQED)\" width=\"408\" height=\"272\">\u003cfigcaption class=\"wp-caption-text\">Tech workers board a shuttle bus in San Francisco. (Mark Andrew Boyer/KQED) \u003ccite>(Mark Andrew Boyer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The San Francisco Municipal Transportation Agency board of directors voted to approve a fee increase from $1 per stop per day to $3.55 after fewer shuttle providers than expected signed up for an 18-month pilot program.\u003c/p>\n\u003cp>The new fee would take effect later this year and rise to $3.67 next year.\u003c/p>\n\u003cp>The pilot, which begins Aug. 1, allows companies operating shuttle buses -- seen by critics as a sign of inequality and housing displacement -- to use Muni bus stops for a fee in order to limit the impact on Muni service.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The board also approved the first list of shared Muni stops, along with a handful of white zones. Shuttles will use the white zones at locations where Muni stops are too busy to handle private buses.\u003c/p>\n\u003cp>The $1 fee had to be revised after SFMTA officials realized the costs of the project were going to be more than the $1.6 million originally anticipated, and that the number of stops per day was fewer than expected -- only 2,449 were requested from shuttle providers, 40 percent less than anticipated, SFMTA officials said.\u003c/p>\n\u003cp>One objection raised at today's meeting was from the Mission Bay Transit Management Association, which operates small shuttles that run to and from the Mission Bay neighborhood, which they said was mandated by the city's redevelopment plan.\u003c/p>\n\u003cp>The shuttles run between the Caltrain station, the Powell Street BART station and the Mission Bay neighborhood and are intended as a first-and-last-stop solution for people who have few transit options for getting there, said Corinne Woods of the Mission Bay Citizens Advisory Committee.\u003c/p>\n\u003cp>The Mission Bay TMA is a nonprofit enterprise that charges a fee to property owners to operate the service. Mission Bay has seen a huge influx of new residents and businesses recently but still has few public transit options, \"so the shuttle service is really critical,\" Woods said.\u003c/p>\n\u003cp>Several speakers argued the Mission Bay shuttles should not be charged the same fees as the large corporate buses operating regionally and that the proposed fee increase could cripple the shuttle service's operating budget. SFMTA board Chairman Tom Nolan said the speakers \"raised a good point.\"\u003c/p>\n\u003cp>Carli Paine, an SFMTA transportation manager, said about 80 percent of shuttles using Muni stops take passengers to destinations within San Francisco, while the other 20 percent take passengers to destinations outside the city.\u003c/p>\n\u003cp>She said they looked into the possibility of a tiered pricing system for different kinds of shuttles, but that the San Francisco City Attorney's office advised them that was not permitted.\u003c/p>\n\u003cp>Critics argue the shuttles take up city resources and impact rents in San Francisco by encouraging highly paid workers to move there.\u003c/p>\n\u003cp>Sara Shortt, who is named as a plaintiff in a lawsuit against the program, said at today's meeting that the increased fees were \"a step in the right direction.\" But she questioned whether they would be enough to cover enforcement costs. Shortt said those costs rise as the buses use parking spots or idle in the street rather than bus stops, to avoid paying the fees.\u003c/p>\n\u003cp>Emily Loper, a policy associate for the Bay Area Council praised today's decision, saying that the commuter shuttles are \"innovative transportation\" that take cars off the road.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"The benefits are immense,\" she said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>By Bay City News\u003c/strong>\u003c/p>\n\u003cp>Companies using San Francisco city bus stops to pick up and drop off passengers on commuter shuttles will have to pay more.\u003c/p>\n\u003cfigure id=\"attachment_137366\" class=\"wp-caption alignright\" style=\"max-width: 408px\">\u003cimg class=\"wp-image-137366\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/05/RS8537_IMG_9782-scr-640x426.jpg\" alt=\"Tech workers board a shuttle bus in San Francisco. (Mark Andrew Boyer/KQED)\" width=\"408\" height=\"272\">\u003cfigcaption class=\"wp-caption-text\">Tech workers board a shuttle bus in San Francisco. (Mark Andrew Boyer/KQED) \u003ccite>(Mark Andrew Boyer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The San Francisco Municipal Transportation Agency board of directors voted to approve a fee increase from $1 per stop per day to $3.55 after fewer shuttle providers than expected signed up for an 18-month pilot program.\u003c/p>\n\u003cp>The new fee would take effect later this year and rise to $3.67 next year.\u003c/p>\n\u003cp>The pilot, which begins Aug. 1, allows companies operating shuttle buses -- seen by critics as a sign of inequality and housing displacement -- to use Muni bus stops for a fee in order to limit the impact on Muni service.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The board also approved the first list of shared Muni stops, along with a handful of white zones. Shuttles will use the white zones at locations where Muni stops are too busy to handle private buses.\u003c/p>\n\u003cp>The $1 fee had to be revised after SFMTA officials realized the costs of the project were going to be more than the $1.6 million originally anticipated, and that the number of stops per day was fewer than expected -- only 2,449 were requested from shuttle providers, 40 percent less than anticipated, SFMTA officials said.\u003c/p>\n\u003cp>One objection raised at today's meeting was from the Mission Bay Transit Management Association, which operates small shuttles that run to and from the Mission Bay neighborhood, which they said was mandated by the city's redevelopment plan.\u003c/p>\n\u003cp>The shuttles run between the Caltrain station, the Powell Street BART station and the Mission Bay neighborhood and are intended as a first-and-last-stop solution for people who have few transit options for getting there, said Corinne Woods of the Mission Bay Citizens Advisory Committee.\u003c/p>\n\u003cp>The Mission Bay TMA is a nonprofit enterprise that charges a fee to property owners to operate the service. Mission Bay has seen a huge influx of new residents and businesses recently but still has few public transit options, \"so the shuttle service is really critical,\" Woods said.\u003c/p>\n\u003cp>Several speakers argued the Mission Bay shuttles should not be charged the same fees as the large corporate buses operating regionally and that the proposed fee increase could cripple the shuttle service's operating budget. SFMTA board Chairman Tom Nolan said the speakers \"raised a good point.\"\u003c/p>\n\u003cp>Carli Paine, an SFMTA transportation manager, said about 80 percent of shuttles using Muni stops take passengers to destinations within San Francisco, while the other 20 percent take passengers to destinations outside the city.\u003c/p>\n\u003cp>She said they looked into the possibility of a tiered pricing system for different kinds of shuttles, but that the San Francisco City Attorney's office advised them that was not permitted.\u003c/p>\n\u003cp>Critics argue the shuttles take up city resources and impact rents in San Francisco by encouraging highly paid workers to move there.\u003c/p>\n\u003cp>Sara Shortt, who is named as a plaintiff in a lawsuit against the program, said at today's meeting that the increased fees were \"a step in the right direction.\" But she questioned whether they would be enough to cover enforcement costs. Shortt said those costs rise as the buses use parking spots or idle in the street rather than bus stops, to avoid paying the fees.\u003c/p>\n\u003cp>Emily Loper, a policy associate for the Bay Area Council praised today's decision, saying that the commuter shuttles are \"innovative transportation\" that take cars off the road.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"The benefits are immense,\" she said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"tagline": "Art is where you find it",
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"soldout": {
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"tagline": "A new future for housing",
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"info": "Tech Nation is a weekly public radio program, hosted by Dr. Moira Gunn. Founded in 1993, it has grown from a simple interview show to a multi-faceted production, featuring conversations with noted technology and science leaders, and a weekly science and technology-related commentary.",
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"title": "TED Radio Hour",
"info": "The TED Radio Hour is a journey through fascinating ideas, astonishing inventions, fresh approaches to old problems, and new ways to think and create.",
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"userAgentReducer": {
"userAgent": "Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)",
"isBot": true
},
"requestOutcomesReducer": {
"notFound": []
}
}
