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"title": "Occupy Brings Protest to Oakland Port",
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"content": "\u003cfigure id=\"attachment_49693\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/occupyport2.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-49693\" title=\"occupyport2\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/occupyport2-300x203.jpg\" alt=\"\" width=\"300\" height=\"203\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Officers from the Alameda County Sheriff Department create a line as Occupy protestors gather at berths 55 and 56 at the Port of Oakland. (Caitlin Esch/KQED)\u003c/figcaption>\u003c/figure>\n\u003cul>\n\u003cli>\u003ca href=\"http://ww2.kqed.org/news/2011/12/12/occupy-port-protest-live-tweets-from-reporters/#update\">Latest updates\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Today protesters are trying to shut down ports along the West Coast. In Oakland, protesters gathered around 5:30 a.m. at the West Oakland BART station. Our reporter Andrew Stelzer estimated about a thousand who then marched through the streets of West Oakland. From AP:\u003c/p>\n\u003cblockquote>\u003cp>The protesters are targeting the locations because they believe American ports have become “economic engines for the elite.” They are most upset by two West Coast companies — giant West Coast port operator SSA Marine and grain exporter EGT — that they believe epitomize the big corporations that make up the “1 percent.” Goldman Sachs owns a major stake in SSA Marine, and the bank has been a repeated target of Occupy protesters since the movement began. The two port companies have also engaged in high-profile clashes with union workers lately, and the Occupy protesters want to stand up for the workers.\u003c/p>\u003c/blockquote>\n\u003caside class=\"pullquote alignleft\">\n\u003cp>More live coverage online:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.insidebayarea.com/oakland-tribune/ci_19528961\">Oakland Tribune live blog\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.ustream.tv/channel/9636787\">Live video stream\u003c/a> (Spencer Mills)\u003c/li>\n\u003cli>\u003ca href=\"http://twitter.com/#%21/search?q=%23occupytheports\">Twitter: #occupytheports\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>\u003ca name=\"update\">\u003c/a>\u003c/p>\n\u003ch1>Updates:\u003c/h1>\n\u003cp>\u003cem>10:30 p.m.\u003c/em> \u003cstrong>Signing Off\u003c/strong>\u003c/p>\n\u003cp>We’re calling it a day on the blogging Occupy front. We’ll be back tomorrow morning here on News Fix and on \u003ca href=\"http://www.kqed.org/radio/listen/\">KQED Radio\u003c/a> with the latest.\u003c/p>\n\u003cp>\u003cem>7:40 p.m.\u003c/em> Occupy protestors decided to continue the protest during the general assembly, with some protestors staying at the berths until the 3 a.m. shift tomorrow morning.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cem>6:10 p.m.\u003c/em> KQED’s Caitlin Esch says that hundreds of protestors are gathered at berths 55 and 56 in Oakland. “It’s a dance party atmosphere, there trucks with huge amps on them and people are just dancing in the street,” she said.\u003c/p>\n\u003cp>Protestors are holding a general assembly at the port at 7 p.m. to decide whether to extend the blockade until the 3 a.m. shift, since employers did not order any workers for Monday’s evening shift.\u003c/p>\n\u003cp>\u003cem>4:58 p.m.\u003c/em> \u003cstrong>The story according to the Chron…\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2011/12/12/BAJK1MBE5E.DTL\">Oakland port workers kept home as protesters march\u003c/a>\u003c/p>\n\u003cp>No longshore workers will be called in to the Port of Oakland tonight as Occupy protesters renew their efforts to blockade the docks, according to a spokesman for the International Longshore Workers Union. The decision, which could effective close port operations for the evening, came as several hundred protesters gathered outside Oakland City Hall at Frank Ogawa Plaza and began marching toward the waterfront behind a large banner that declared, “Port Closing.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>4:15 p.m.\u003c/em> \u003cstrong>The story according to the Port of Oakland\u003c/strong>\u003c/p>\n\u003cp>Protesters have already declared victory today; looks like the port is trying to do the same. It issued a press release this afternoon called “Myths and Facts About the Port of Oakland Protests”:\u003c/p>\n\u003cblockquote>\u003cp>While news reports today have for the most part accurately described protest activity at the Port of Oakland today, some incorrect information and rumors persist. The Port would like to separate fact from rumor:\u003c/p>\n\u003cp>Myth: The Port of Oakland is closed.\u003c/p>\n\u003cp>The Port is not closed. Operations have continued throughout the day after sporadic interruptions due to the morning protest activities.\u003c/p>\n\u003cp>As for the rest of the day and overnight, the Port anticipates very limited terminal activity.\u003c/p>\n\u003cp>Myth: The Port of Oakland was shut down today.\u003c/p>\n\u003cp>The Port remained operational today, even though there were disruptions throughout the morning that affected terminal operations and truck traffic. Trucks were moving cargo into and out of Port facilities as early as 7:00 a.m. and into and out of the majority of facilities by 10:30 a.m.\u003c/p>\n\u003cp>No ships were loaded or unloaded today. Yard and gate operations at some terminals continued regarding cargo that had already been unloaded. Some terminals could not operate at all because of protesters.\u003c/p>\n\u003cp>Myth: Shifts were cancelled.\u003c/p>\n\u003cp>Terminal operators are responsible for ordering and cancelling shifts. No shifts were cancelled today. Some Longshoremen were unable to report to work for health and safety reasons. Some were released due to the inability to fill a labor order. As a result, some terminals were unable to operate normally.\u003c/p>\n\u003cp>Myth: Some or all terminals were closed today.\u003c/p>\n\u003cp>All terminals opened today. Some were unable to accept cargo due to protesters.\u003c/p>\n\u003cp>Myth: Oakland was the only west coast port impacted.\u003c/p>\n\u003cp>We understand from news reports that operators at the Port of Portland shut two terminals, affecting four ship operations. As a result, 200 Longshoreman were not able to work there. At the Port of LA and Long Beach, there was apparently minor operational impact and protesters were dispersed this morning. At the Port of Seattle, protest activity is expected later today and tonight.\u003c/p>\n\u003cp>Myth: Customs enforcement personnel were not at all terminals.\u003c/p>\n\u003cp>Some terminals experienced a delay in Customs personnel arrival.\u003c/p>\n\u003cp>Myth: An arbitrator was called in and sent Longshoremen home.\u003c/p>\n\u003cp>Not true. Under the labor agreement between the Pacific Maritime Association (PMA) and the International Longshore and Warehouse Union (ILWU), an arbitrator may be called to determine if it is safe for workers to report to work. In this case, PMA decided not to call out the arbitrator. It remains possible that the ILWU may still request an arbitration to determine if they should to be paid for the inability to report to work but at no time today was an arbitrator called.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>4:07 p.m.\u003c/em> \u003cstrong>Scott Olsen speaks\u003c/strong>\u003c/p>\n\u003cp>Here’s a \u003ca href=\"http://www.twitvid.com/25KM5\">video interview with Scott Olsen\u003c/a> at today’s demonstration, giving an update on his health. The Iraqi War vet was critically injured by a projectile, ostensibly thrown by police, during a clash with Occupy Oakland protesters in October.\u003c/p>\n\u003cp>\u003cem>3:35 p.m.\u003c/em> \u003cstrong>Occupy Oakland rally\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://www.ustream.tv/occupyoakland\">\u003cstrong>Watch live here\u003c/strong>\u003c/a>…\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cem>2:55 p.m.\u003c/em> \u003cstrong>Terminal closure\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://www.vtnocal.com/default.asp?SiteID=TTI_OAK\">TTI’s announcement\u003c/a> that its Oakland terminal was unable to open for business today.\u003c/p>\n\u003cblockquote>\u003cp>Due to protesters who have congregated in front of the terminal’s main gate TTI will be unable to open for business today. We will resume operations tomorrow at the normal time.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>2:05 p.m.\u003c/em> \u003cstrong>Labor union support — or not\u003c/strong>\u003c/p>\n\u003cp>Whether or not the affected labor unions support today’s action is a big topic of debate. On one side of the issue: An \u003ca href=\"http://cleanandsafeports.org/blog/2011/12/12/an-open-letter-from-america%E2%80%99s-port-truck-drivers-on-occupy-the-ports/\">Open Letter from America’s Port Truck Drivers on Occupy the Ports\u003c/a>, signed by three port drivers and two other truckers:\u003c/p>\n\u003cblockquote>\u003cp>We are the front-line workers who haul container rigs full of imported and exported goods to and from the docks and warehouses every day.\u003c/p>\n\u003cp>We have been elected by committees of our co-workers at the Ports of Los Angeles, Long Beach, Oakland, Seattle, Tacoma, New York and New Jersey to tell our collective story. We have accepted the honor to speak up for our brothers and sisters about our working conditions despite the risk of retaliation we face. One of us is a mother, the rest of us fathers. Between the five of us we have 11children and one more baby on the way. We have a combined 46 years of experience driving cargo from our shores for America’s stores.\u003c/p>\n\u003cp>We are inspired that a non-violent democratic movement that insists on basic economic fairness is capturing the hearts and minds of so many working people. Thank you “99 Percenters” for hearing our call for justice. We are humbled and overwhelmed by recent attention. Normally we are invisible.\u003c/p>\n\u003cp>Today’s demonstrations will impact us. While we cannot officially speak for every worker who shares our occupation, we can use this opportunity to reveal what it’s like to walk a day in our shoes for the 110,000 of us in America whose job it is to be a port truck driver. It may be tempting for media to ask questions about whether we support a shutdown, but there are no easy answers. Instead, we ask you, are you willing to listen and learn why a one-word response is impossible? \u003ca href=\"http://cleanandsafeports.org/blog/2011/12/12/an-open-letter-from-america%E2%80%99s-port-truck-drivers-on-occupy-the-ports/\">Full letter\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>The letter goes on to describe poor working conditions and a loss of labor rights in the trucking industry.\u003c/p>\n\u003cp>Representing a different view: From Chronicle columnist Andrew S. Ross this weekend, \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2011/12/08/BUTP1M8VTI.DTL\">Union not keen on new Occupy Oakland\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>(T)he folks [protesters] purport to be in solidarity with don’t seem hot on the idea to “effectively shut down the hubs of commerce” at all.\u003c/p>\n\u003cp>“Any actions organized by outside groups, including the proposed Dec. 12 shutdown of various terminals on the West Coast, have not been vetted by our union’s democratically led process,” the International Longshore and Warehouse Union said. “Any decisions made by groups outside of the union’s democratic process do not hold water, regardless of the intent.”\u003c/p>\n\u003cp>The Occupy movements that make a fetish of applying direct democracy and near absolute consensus to its own decision making might want to take note of that.\u003c/p>\n\u003cp>Richard Mead, president of ILWU Local 10, which represents dockworkers at the Port of Oakland, said, “Our position is in the international’s press release. We’re not facilitating (Occupy Oakland’s strike call) in any way. We just want that clear.”\u003c/p>\n\u003cp>Jeff Smith, president of ILWU Local 8 in Portland, Ore., went further, telling the Portland Tribune his union won’t honor picket lines. “This is a third-party strike. We have to go to work,” he said.\u003c/p>\u003c/blockquote>\n\u003cp>A couple of weeks ago, KQED’s Mina Kim spoke to Occupy Oakland’s Barucha Peller, who described herself as a member of the Coordinated West Coast Port Blockade Assembly. Peller talks about the Occupy movement’s reasons for focusing on the port. The conversation speaks to the question and perhaps some of the contradictions inherent in an outside group taking on an issue specific to organized labor. Edited transcript:\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>What is the port action about? \u003c/strong>\u003c/p>\n\u003cp>It’s about shutting down Wall Street on the waterfront. Shutting down Goldman Sachs, which owns a part of the SSA terminal, and EGT, a multiational grain exporter rupturing \u003ca href=\"http://www.reuters.com/article/2011/09/21/us-longshoremen-arrests-idUSTRE78K7TC20110921\">longshoremen jurisdiction\u003c/a> in Longview, Washington.\u003c/p>\n\u003cp>We’ve identified the fact that a the 1% makes a great deal of its profit on the ports and on the backs of exploited labor.\u003c/p>\n\u003cp>\u003cstrong>Have you been working with longshoremen? \u003c/strong>\u003c/p>\n\u003cp>We’ve been working with rank-and-file longshoremen. Legally, no union can sanction a strike. There are no-strike clauses. But we’re not asking for a strike, we’re asking for a blockade like on Nov 2.\u003c/p>\n\u003cp>Historically, since the anti-apartheid movement, people will go down and create community pickets and shut down the ports. These ports are public, anyone can go down there and protest. We know that the longshoremen rank and file largely support the aims of the Occupy movement.\u003c/p>\n\u003cp>As well, this west coast coordinated port blockade is in solidarity with the longshoremen’s struggle against EGT in Longview Washington, which is ruptuing their jurisdition and is a direct threat to the survival of the ILWU. While the ILWU international may not be able to officially say anything about the port blockade, this is a large number of people taking on the issues that we all have with the 1%. EGT is not only a longshoreman issue, but they have economically plundered people from Argentina to Brazil and all around the world… And of course, Goldman Sachs owns a large part of the SSA terminal, and we all know what Goldman Sachs has done to a large part of our communities.\u003c/p>\n\u003cp>\u003cstrong>How would you respond to people who say that shutting down the port would hurt members of the 99% like truckers and other workers who need the shift? \u003c/strong>\u003c/p>\n\u003cp>It’s the same thing as in the general strike, where the right wing tried to accuse occupy Oakland of hurting small businesses. But we all have to make a sacrifice here, to strike back against the 1% and take our lives back from the 1%. This is what this movement is all about.\u003c/p>\n\u003cp>\u003cstrong>Did anyone from the Longview union ask you guys to shut down the port in solidarity with their fight? \u003c/strong>\u003c/p>\n\u003cp>No. The occupation movement doesn’t need to take marching orders from anyone. It’s a mass of people self-organizing to get their material needs met and to strike back against he 1%. Of course we’ve been aware of the issue in Longview and applauding the resistance by the longshoremen up in Longview for resisting EGT, but like I said, EGT and other companies operating up there are a concern of everyone.\u003c/p>\n\u003cp>Nobody from the longshoremen has asked the Occupy movement to do anytning.\u003c/p>\n\u003cp>\u003cstrong>Are you worried about support from the union’s rank and file, or do you think you definitely have their support? \u003c/strong>\u003c/p>\n\u003cp>The rank and file traditionally will honor community picket lines around social justice issues. I think the longshoremen are not unaware of the aims of the Occupy movement and a lot of those aims speak to them as well. Rank and file are also part of the Occupy movement, not separate. Across the board, rank and file union members as well as non-unionized workers, make up a large part of the Occupy movement.\u003c/p>\n\u003cp>\u003cstrong>Any plans to coordinate more with the ILWU?\u003c/strong>\u003c/p>\n\u003cp>It’s a very sad thing what’s happened to the unions in the U.S. because of no-strike clauses and different legal ramifications. It’s sad that unions have to distance themselves from things like this for fear of being sued.\u003c/p>\n\u003cp>Nobody can speak for the leadership of the ILWU. But working class people understand that EGT and Goldman Sachs are Wall Street on the waterfront, and it’s important to shut down Wall Street because of the way these big companies have plundered our lives.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c!--more-->\u003cbr>\n\u003cem>1 p.m.\u003c/em> \u003cstrong>Workers sent home\u003c/strong>\u003c/p>\n\u003cp>From \u003ca href=\"http://sg.news.yahoo.com/protesters-halt-operations-western-ports-191912986.html\">AP\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>In Oakland, shipping companies and the longshoremen’s union agreed to send home about 150 workers, essentially halting operations at two terminals. In Portland, authorities shuttered two terminals after arresting two people who were carrying weapons.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>12:30 p.m.\u003c/em> \u003cstrong>Quan presser\u003c/strong>\u003c/p>\n\u003cp>The press conference by Jean Quan and other Oakland officials was short and not particularly informative. Quan thanked police and protesters for keeping things peaceful. She asked the protesters to “respect the rights of the 99%” who are trying to work.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>Quan also said the Port of Oakland is unique because it’s the “only port in the country” that exports more than imports. She said it’s particularly critical for agricultural shipments, and that 800,000 jobs across the country are linked to port shipments.\u003c/p>\n\u003cp>A reporter asked whether Quan has had a change of heart about actions against the port, as her husband had been out with protesters last month, during the general strike, when the port was shut down for a few hours. Quan said she has never supported any shutdown of the port, and that her husband was a “community monitor” during the first action.\u003c/p>\n\u003cp>Interim Police Chief Howard Jordan said there have been reports of violence or injury.\u003c/p>\n\u003cp>A port official said merely that there have been “impacts” at the terminals, mostly “backups” in terms of the truck traffic. He said he didn’t know if reports from protesters that “no ships were unloaded today” were true or not.\u003c/p>\n\u003cp>We have calls out to the ILWU and the operator of one of the terminals, TTI, regarding the claim by protesters that the union has sent some workers home.\u003c/p>\n\u003cp>\u003cem>12:15 p.m.\u003c/em> Live now from KGO, a \u003ca href=\"http://abclocal.go.com/kgo/livenow?id=8464068#&cmp=twi-kgo-livenow-8464068\">\u003cstrong>news conference regarding the Port of Oakland situation\u003c/strong>\u003c/a>. Mayor Jean Quan, City Administerator Deanna Santana, Chief of Police Howard Jordan, and port officials will speak.\u003c/p>\n\u003cp>\u003cem>11:53 a.m.\u003c/em> \u003ca href=\"http://storify.com/kqednews/photos-dec-12-occupy-protests-at-port-of-oakland\">\u003cstrong>Photographic recap\u003c/strong>\u003c/a> put together by KQED’s Ian Hill.\u003c/p>\n\u003cp>\u003cem>11:15 a.m. \u003c/em>\u003cstrong>Protesters Declare Victory\u003c/strong>\u003cem>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cblockquote>\u003cp>KQED reporters Caitlin Esch and Andrew Stelzer report that Occupy protesters are leaving the Port of Oakland and declaring their efforts a success. The protesters blocked two terminals that were expecting shipments today. Drivers are starting to turn around their trucks and protesters are making their way back to Oakland. It is unclear whether protesters and workers will report for the Port’s second shift, which begins at 7:00 p.m. However, \u003ca href=\"http://www.hanjin.com/en/terminal/oakland.jsp\" target=\"_blank\" rel=\"noopener\">Hanjin\u003c/a>, the shipping company that operates out of the blocked terminals has posted this notice \u003ca href=\"http://www.vtnocal.com/default.asp?SiteID=TTI_OAK\" target=\"_blank\" rel=\"noopener\"> online\u003c/a>: “Due to protesters who have congregated in front of the terminal’s main gate TTI will be unable to open for business today. We will resume operations tomorrow at the normal time.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>9:45 a.m. \u003c/em>\u003cstrong>Former Quan Advisor at Port Protest\u003c/strong>\u003cem>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cblockquote>\u003cp>(Bay City News) – Oakland attorney Dan Siegel, Mayor Jean Quan’s former legal adviser, was among those participating in the march to the port this morning. Siegel resigned as Quan’s unpaid legal adviser on Nov. 14, the morning that police raided the Occupy Oakland encampment outside City Hall. He was leaving this morning’s protest at about 7:20 a.m., heading to a client’s court hearing.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>9:40 a.m. \u003c/em>\u003cstrong>Truckers Left Waiting\u003c/strong>\u003cem>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cblockquote>\u003cp>(Bay City News) – As of 9 a.m., hundreds of protesters had blocked off the entrance to Berths 30-32, and Alamed\u003cbr>\na County sheriff’s deputies were keeping an eye on hundreds more who had gathered at the entrance to Berths 55-56.\u003c/p>\n\u003cp>Dozens of trucks were lined up outside both entrances as drivers\u003cbr>\nwaited to get into the port. One truck driver, who declined to give his name, said he had come from Santa Rosa and had been waiting since 5 a.m. He said he anticipates that the port will be closed all day and is awaiting instructions on what to do with his cargo.\u003c/p>\n\u003cp>Protester Shake Anderson, who said he has been involved in the\u003cbr>\nOccupy Oakland movement since the beginning, said the demonstrators’ strategy is to keep a large crowd at the port to make it difficult for police to makearrests.\u003c/p>\n\u003cp>“It’s all about numbers,” he said.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>9:11 a.m. \u003c/em>\u003cstrong>Trucker: ‘They Should Protest at the White House, Not Where I Am Trying to Make a Living’\u003c/strong>\u003c/p>\n\u003cp>\u003cem>8:45 a.m.\u003c/em> \u003cstrong>Report: Three Ports Blocked\u003c/strong>\u003c/p>\n\u003cp>Caitlin Esch, who is at the port now, says at least three gates at the port are effectively blocked, with nothing moving in or out as protesters clog up the entrances. Trucks are lined up, some trying to drop off, some trying to pick up.\u003c/p>\n\u003cp>“A lot of the truckers came in from far away — Nevada, Denver, Kansas, and so they’re not leaving until they complete their task,” Esch says. The truckers say they’re going to be living in their trucks until they can complete their assignments. One trucker whom Esch talked to was trying to drop off beef from Denver; he was extremely angry.\u003c/p>\n\u003cp>An Occupy Oakland organizer said the group would try to have at least 100 people marching in front of each entrance, but the three that Caitlin Esch has observed so far have had more than that number.\u003c/p>\n\u003cp>\u003cem>8:06 a.m.\u003c/em> \u003cstrong>Protestor’s Live Stream\u003c/strong>\u003c/p>\n\u003cp>Live video stream from Spencer Mills (aka \u003ca href=\"http://twitter.com/oakfosho\">OakFoSho\u003c/a> on Twitter), who has been live-streaming Occupy Oakland protests:\u003c/p>\n\u003cdiv style=\"text-align: center\">\u003ciframe loading=\"lazy\" style=\"border: 0px none transparent\" src=\"http://www.ustream.tv/embed/9636787\" frameborder=\"0\" scrolling=\"no\" width=\"480\" height=\"296\">\u003c/iframe>\u003c/div>\n\u003cp>\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Occupy Movement Tries to Shut Down West Coast Ports\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>(AP) OAKLAND, Calif. — Anti-Wall Street protesters along the West Coast joined an effort Monday to blockade some of the nation’s busiest docks, with the idea that if they cut off the ports, they cut into corporate profits.\u003c/p>\n\u003cp>The protesters are targeting the locations because they believe American ports have become “economic engines for the elite.” They are most upset by two West Coast companies — giant West Coast port operator SSA Marine and grain exporter EGT — that they believe epitomize the big corporations that make up the “1 percent.”\u003c/p>\n\u003cp>Goldman Sachs owns a major stake in SSA Marine, and the bank has been a repeated target of Occupy protesters since the movement began. The two port companies have also engaged in high-profile clashes with union workers lately, and the Occupy protesters want to stand up for the workers.\u003c/p>\n\u003cp>Several hundred people began picketing at the Port of Oakland before dawn and blocked some trucks from going inside. Police are monitoring at the scene, but no major clashes have been reported so far. Occupy protesters successfully shut down the port in November.\u003c/p>\n\u003cp>In Southern California, as many as 400 demonstrators gathered in a park and planned to march on the Port of Long Beach. Occupy protesters said they plan to head to a dock facility owned by SSA Marine.\u003c/p>\n\u003cp>About 300 people gathered at Kelly Point Park in Portland, Ore., and Kari Koch, organizer with Shut Down the Ports Working Group of Occupy Portland, said she expected hundreds more to picket the nearby terminal. Police arrested three people and seized a gun and sword from people who said they were on the way to the demonstration.\u003c/p>\n\u003cp>Occupy groups also planned blockades in Seattle, Tacoma, Wash., and Vancouver, British Columbia.\u003c/p>\n\u003cp>The protests being billed as action against “Wall Street on the waterfront” are perhaps the Occupy movement’s most dramatic gesture since police raids sent most remaining camps scattering last month. Demonstrators began forming those camps around the country about two months ago to protest what they call corporate greed and economic inequality.\u003c/p>\n\u003cp>“We will not stand for corporate profits at the expense of working people, we will not stand for attacks on workers, and we will not allow our schools to be closed, social services slashed, and families to be impoverished by your greed!” Koch said Monday in statement.\u003c/p>\u003c/blockquote>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Related:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://westcoastportshutdown.org/sites/default/files/portmap.pdf\">Map of the Port of Oakland\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.occupyoakland.org/\">Occupy Oakland\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.occupytheports.com/\">Occupy the Ports web site\u003c/a>\u003c/li>\n\u003c/ul>\n\n",
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"description": "Latest updates Today protesters are trying to shut down ports along the West Coast. In Oakland, protesters gathered around 5:30 a.m. at the West Oakland BART station. Our reporter Andrew Stelzer estimated about a thousand who then marched through the streets of West Oakland. From AP: The protesters are targeting the locations because they believe",
"title": "Occupy Brings Protest to Oakland Port | KQED",
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"headline": "Occupy Brings Protest to Oakland Port",
"datePublished": "2011-12-12T16:10:04-08:00",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_49693\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/occupyport2.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-49693\" title=\"occupyport2\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/occupyport2-300x203.jpg\" alt=\"\" width=\"300\" height=\"203\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Officers from the Alameda County Sheriff Department create a line as Occupy protestors gather at berths 55 and 56 at the Port of Oakland. (Caitlin Esch/KQED)\u003c/figcaption>\u003c/figure>\n\u003cul>\n\u003cli>\u003ca href=\"http://ww2.kqed.org/news/2011/12/12/occupy-port-protest-live-tweets-from-reporters/#update\">Latest updates\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Today protesters are trying to shut down ports along the West Coast. In Oakland, protesters gathered around 5:30 a.m. at the West Oakland BART station. Our reporter Andrew Stelzer estimated about a thousand who then marched through the streets of West Oakland. From AP:\u003c/p>\n\u003cblockquote>\u003cp>The protesters are targeting the locations because they believe American ports have become “economic engines for the elite.” They are most upset by two West Coast companies — giant West Coast port operator SSA Marine and grain exporter EGT — that they believe epitomize the big corporations that make up the “1 percent.” Goldman Sachs owns a major stake in SSA Marine, and the bank has been a repeated target of Occupy protesters since the movement began. The two port companies have also engaged in high-profile clashes with union workers lately, and the Occupy protesters want to stand up for the workers.\u003c/p>\u003c/blockquote>\n\u003caside class=\"pullquote alignleft\">\n\u003cp>More live coverage online:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.insidebayarea.com/oakland-tribune/ci_19528961\">Oakland Tribune live blog\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.ustream.tv/channel/9636787\">Live video stream\u003c/a> (Spencer Mills)\u003c/li>\n\u003cli>\u003ca href=\"http://twitter.com/#%21/search?q=%23occupytheports\">Twitter: #occupytheports\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>\u003ca name=\"update\">\u003c/a>\u003c/p>\n\u003ch1>Updates:\u003c/h1>\n\u003cp>\u003cem>10:30 p.m.\u003c/em> \u003cstrong>Signing Off\u003c/strong>\u003c/p>\n\u003cp>We’re calling it a day on the blogging Occupy front. We’ll be back tomorrow morning here on News Fix and on \u003ca href=\"http://www.kqed.org/radio/listen/\">KQED Radio\u003c/a> with the latest.\u003c/p>\n\u003cp>\u003cem>7:40 p.m.\u003c/em> Occupy protestors decided to continue the protest during the general assembly, with some protestors staying at the berths until the 3 a.m. shift tomorrow morning.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>6:10 p.m.\u003c/em> KQED’s Caitlin Esch says that hundreds of protestors are gathered at berths 55 and 56 in Oakland. “It’s a dance party atmosphere, there trucks with huge amps on them and people are just dancing in the street,” she said.\u003c/p>\n\u003cp>Protestors are holding a general assembly at the port at 7 p.m. to decide whether to extend the blockade until the 3 a.m. shift, since employers did not order any workers for Monday’s evening shift.\u003c/p>\n\u003cp>\u003cem>4:58 p.m.\u003c/em> \u003cstrong>The story according to the Chron…\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2011/12/12/BAJK1MBE5E.DTL\">Oakland port workers kept home as protesters march\u003c/a>\u003c/p>\n\u003cp>No longshore workers will be called in to the Port of Oakland tonight as Occupy protesters renew their efforts to blockade the docks, according to a spokesman for the International Longshore Workers Union. The decision, which could effective close port operations for the evening, came as several hundred protesters gathered outside Oakland City Hall at Frank Ogawa Plaza and began marching toward the waterfront behind a large banner that declared, “Port Closing.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>4:15 p.m.\u003c/em> \u003cstrong>The story according to the Port of Oakland\u003c/strong>\u003c/p>\n\u003cp>Protesters have already declared victory today; looks like the port is trying to do the same. It issued a press release this afternoon called “Myths and Facts About the Port of Oakland Protests”:\u003c/p>\n\u003cblockquote>\u003cp>While news reports today have for the most part accurately described protest activity at the Port of Oakland today, some incorrect information and rumors persist. The Port would like to separate fact from rumor:\u003c/p>\n\u003cp>Myth: The Port of Oakland is closed.\u003c/p>\n\u003cp>The Port is not closed. Operations have continued throughout the day after sporadic interruptions due to the morning protest activities.\u003c/p>\n\u003cp>As for the rest of the day and overnight, the Port anticipates very limited terminal activity.\u003c/p>\n\u003cp>Myth: The Port of Oakland was shut down today.\u003c/p>\n\u003cp>The Port remained operational today, even though there were disruptions throughout the morning that affected terminal operations and truck traffic. Trucks were moving cargo into and out of Port facilities as early as 7:00 a.m. and into and out of the majority of facilities by 10:30 a.m.\u003c/p>\n\u003cp>No ships were loaded or unloaded today. Yard and gate operations at some terminals continued regarding cargo that had already been unloaded. Some terminals could not operate at all because of protesters.\u003c/p>\n\u003cp>Myth: Shifts were cancelled.\u003c/p>\n\u003cp>Terminal operators are responsible for ordering and cancelling shifts. No shifts were cancelled today. Some Longshoremen were unable to report to work for health and safety reasons. Some were released due to the inability to fill a labor order. As a result, some terminals were unable to operate normally.\u003c/p>\n\u003cp>Myth: Some or all terminals were closed today.\u003c/p>\n\u003cp>All terminals opened today. Some were unable to accept cargo due to protesters.\u003c/p>\n\u003cp>Myth: Oakland was the only west coast port impacted.\u003c/p>\n\u003cp>We understand from news reports that operators at the Port of Portland shut two terminals, affecting four ship operations. As a result, 200 Longshoreman were not able to work there. At the Port of LA and Long Beach, there was apparently minor operational impact and protesters were dispersed this morning. At the Port of Seattle, protest activity is expected later today and tonight.\u003c/p>\n\u003cp>Myth: Customs enforcement personnel were not at all terminals.\u003c/p>\n\u003cp>Some terminals experienced a delay in Customs personnel arrival.\u003c/p>\n\u003cp>Myth: An arbitrator was called in and sent Longshoremen home.\u003c/p>\n\u003cp>Not true. Under the labor agreement between the Pacific Maritime Association (PMA) and the International Longshore and Warehouse Union (ILWU), an arbitrator may be called to determine if it is safe for workers to report to work. In this case, PMA decided not to call out the arbitrator. It remains possible that the ILWU may still request an arbitration to determine if they should to be paid for the inability to report to work but at no time today was an arbitrator called.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>4:07 p.m.\u003c/em> \u003cstrong>Scott Olsen speaks\u003c/strong>\u003c/p>\n\u003cp>Here’s a \u003ca href=\"http://www.twitvid.com/25KM5\">video interview with Scott Olsen\u003c/a> at today’s demonstration, giving an update on his health. The Iraqi War vet was critically injured by a projectile, ostensibly thrown by police, during a clash with Occupy Oakland protesters in October.\u003c/p>\n\u003cp>\u003cem>3:35 p.m.\u003c/em> \u003cstrong>Occupy Oakland rally\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://www.ustream.tv/occupyoakland\">\u003cstrong>Watch live here\u003c/strong>\u003c/a>…\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cem>2:55 p.m.\u003c/em> \u003cstrong>Terminal closure\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://www.vtnocal.com/default.asp?SiteID=TTI_OAK\">TTI’s announcement\u003c/a> that its Oakland terminal was unable to open for business today.\u003c/p>\n\u003cblockquote>\u003cp>Due to protesters who have congregated in front of the terminal’s main gate TTI will be unable to open for business today. We will resume operations tomorrow at the normal time.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>2:05 p.m.\u003c/em> \u003cstrong>Labor union support — or not\u003c/strong>\u003c/p>\n\u003cp>Whether or not the affected labor unions support today’s action is a big topic of debate. On one side of the issue: An \u003ca href=\"http://cleanandsafeports.org/blog/2011/12/12/an-open-letter-from-america%E2%80%99s-port-truck-drivers-on-occupy-the-ports/\">Open Letter from America’s Port Truck Drivers on Occupy the Ports\u003c/a>, signed by three port drivers and two other truckers:\u003c/p>\n\u003cblockquote>\u003cp>We are the front-line workers who haul container rigs full of imported and exported goods to and from the docks and warehouses every day.\u003c/p>\n\u003cp>We have been elected by committees of our co-workers at the Ports of Los Angeles, Long Beach, Oakland, Seattle, Tacoma, New York and New Jersey to tell our collective story. We have accepted the honor to speak up for our brothers and sisters about our working conditions despite the risk of retaliation we face. One of us is a mother, the rest of us fathers. Between the five of us we have 11children and one more baby on the way. We have a combined 46 years of experience driving cargo from our shores for America’s stores.\u003c/p>\n\u003cp>We are inspired that a non-violent democratic movement that insists on basic economic fairness is capturing the hearts and minds of so many working people. Thank you “99 Percenters” for hearing our call for justice. We are humbled and overwhelmed by recent attention. Normally we are invisible.\u003c/p>\n\u003cp>Today’s demonstrations will impact us. While we cannot officially speak for every worker who shares our occupation, we can use this opportunity to reveal what it’s like to walk a day in our shoes for the 110,000 of us in America whose job it is to be a port truck driver. It may be tempting for media to ask questions about whether we support a shutdown, but there are no easy answers. Instead, we ask you, are you willing to listen and learn why a one-word response is impossible? \u003ca href=\"http://cleanandsafeports.org/blog/2011/12/12/an-open-letter-from-america%E2%80%99s-port-truck-drivers-on-occupy-the-ports/\">Full letter\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>The letter goes on to describe poor working conditions and a loss of labor rights in the trucking industry.\u003c/p>\n\u003cp>Representing a different view: From Chronicle columnist Andrew S. Ross this weekend, \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2011/12/08/BUTP1M8VTI.DTL\">Union not keen on new Occupy Oakland\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>(T)he folks [protesters] purport to be in solidarity with don’t seem hot on the idea to “effectively shut down the hubs of commerce” at all.\u003c/p>\n\u003cp>“Any actions organized by outside groups, including the proposed Dec. 12 shutdown of various terminals on the West Coast, have not been vetted by our union’s democratically led process,” the International Longshore and Warehouse Union said. “Any decisions made by groups outside of the union’s democratic process do not hold water, regardless of the intent.”\u003c/p>\n\u003cp>The Occupy movements that make a fetish of applying direct democracy and near absolute consensus to its own decision making might want to take note of that.\u003c/p>\n\u003cp>Richard Mead, president of ILWU Local 10, which represents dockworkers at the Port of Oakland, said, “Our position is in the international’s press release. We’re not facilitating (Occupy Oakland’s strike call) in any way. We just want that clear.”\u003c/p>\n\u003cp>Jeff Smith, president of ILWU Local 8 in Portland, Ore., went further, telling the Portland Tribune his union won’t honor picket lines. “This is a third-party strike. We have to go to work,” he said.\u003c/p>\u003c/blockquote>\n\u003cp>A couple of weeks ago, KQED’s Mina Kim spoke to Occupy Oakland’s Barucha Peller, who described herself as a member of the Coordinated West Coast Port Blockade Assembly. Peller talks about the Occupy movement’s reasons for focusing on the port. The conversation speaks to the question and perhaps some of the contradictions inherent in an outside group taking on an issue specific to organized labor. Edited transcript:\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>What is the port action about? \u003c/strong>\u003c/p>\n\u003cp>It’s about shutting down Wall Street on the waterfront. Shutting down Goldman Sachs, which owns a part of the SSA terminal, and EGT, a multiational grain exporter rupturing \u003ca href=\"http://www.reuters.com/article/2011/09/21/us-longshoremen-arrests-idUSTRE78K7TC20110921\">longshoremen jurisdiction\u003c/a> in Longview, Washington.\u003c/p>\n\u003cp>We’ve identified the fact that a the 1% makes a great deal of its profit on the ports and on the backs of exploited labor.\u003c/p>\n\u003cp>\u003cstrong>Have you been working with longshoremen? \u003c/strong>\u003c/p>\n\u003cp>We’ve been working with rank-and-file longshoremen. Legally, no union can sanction a strike. There are no-strike clauses. But we’re not asking for a strike, we’re asking for a blockade like on Nov 2.\u003c/p>\n\u003cp>Historically, since the anti-apartheid movement, people will go down and create community pickets and shut down the ports. These ports are public, anyone can go down there and protest. We know that the longshoremen rank and file largely support the aims of the Occupy movement.\u003c/p>\n\u003cp>As well, this west coast coordinated port blockade is in solidarity with the longshoremen’s struggle against EGT in Longview Washington, which is ruptuing their jurisdition and is a direct threat to the survival of the ILWU. While the ILWU international may not be able to officially say anything about the port blockade, this is a large number of people taking on the issues that we all have with the 1%. EGT is not only a longshoreman issue, but they have economically plundered people from Argentina to Brazil and all around the world… And of course, Goldman Sachs owns a large part of the SSA terminal, and we all know what Goldman Sachs has done to a large part of our communities.\u003c/p>\n\u003cp>\u003cstrong>How would you respond to people who say that shutting down the port would hurt members of the 99% like truckers and other workers who need the shift? \u003c/strong>\u003c/p>\n\u003cp>It’s the same thing as in the general strike, where the right wing tried to accuse occupy Oakland of hurting small businesses. But we all have to make a sacrifice here, to strike back against the 1% and take our lives back from the 1%. This is what this movement is all about.\u003c/p>\n\u003cp>\u003cstrong>Did anyone from the Longview union ask you guys to shut down the port in solidarity with their fight? \u003c/strong>\u003c/p>\n\u003cp>No. The occupation movement doesn’t need to take marching orders from anyone. It’s a mass of people self-organizing to get their material needs met and to strike back against he 1%. Of course we’ve been aware of the issue in Longview and applauding the resistance by the longshoremen up in Longview for resisting EGT, but like I said, EGT and other companies operating up there are a concern of everyone.\u003c/p>\n\u003cp>Nobody from the longshoremen has asked the Occupy movement to do anytning.\u003c/p>\n\u003cp>\u003cstrong>Are you worried about support from the union’s rank and file, or do you think you definitely have their support? \u003c/strong>\u003c/p>\n\u003cp>The rank and file traditionally will honor community picket lines around social justice issues. I think the longshoremen are not unaware of the aims of the Occupy movement and a lot of those aims speak to them as well. Rank and file are also part of the Occupy movement, not separate. Across the board, rank and file union members as well as non-unionized workers, make up a large part of the Occupy movement.\u003c/p>\n\u003cp>\u003cstrong>Any plans to coordinate more with the ILWU?\u003c/strong>\u003c/p>\n\u003cp>It’s a very sad thing what’s happened to the unions in the U.S. because of no-strike clauses and different legal ramifications. It’s sad that unions have to distance themselves from things like this for fear of being sued.\u003c/p>\n\u003cp>Nobody can speak for the leadership of the ILWU. But working class people understand that EGT and Goldman Sachs are Wall Street on the waterfront, and it’s important to shut down Wall Street because of the way these big companies have plundered our lives.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c!--more-->\u003cbr>\n\u003cem>1 p.m.\u003c/em> \u003cstrong>Workers sent home\u003c/strong>\u003c/p>\n\u003cp>From \u003ca href=\"http://sg.news.yahoo.com/protesters-halt-operations-western-ports-191912986.html\">AP\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>In Oakland, shipping companies and the longshoremen’s union agreed to send home about 150 workers, essentially halting operations at two terminals. In Portland, authorities shuttered two terminals after arresting two people who were carrying weapons.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>12:30 p.m.\u003c/em> \u003cstrong>Quan presser\u003c/strong>\u003c/p>\n\u003cp>The press conference by Jean Quan and other Oakland officials was short and not particularly informative. Quan thanked police and protesters for keeping things peaceful. She asked the protesters to “respect the rights of the 99%” who are trying to work.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>Quan also said the Port of Oakland is unique because it’s the “only port in the country” that exports more than imports. She said it’s particularly critical for agricultural shipments, and that 800,000 jobs across the country are linked to port shipments.\u003c/p>\n\u003cp>A reporter asked whether Quan has had a change of heart about actions against the port, as her husband had been out with protesters last month, during the general strike, when the port was shut down for a few hours. Quan said she has never supported any shutdown of the port, and that her husband was a “community monitor” during the first action.\u003c/p>\n\u003cp>Interim Police Chief Howard Jordan said there have been reports of violence or injury.\u003c/p>\n\u003cp>A port official said merely that there have been “impacts” at the terminals, mostly “backups” in terms of the truck traffic. He said he didn’t know if reports from protesters that “no ships were unloaded today” were true or not.\u003c/p>\n\u003cp>We have calls out to the ILWU and the operator of one of the terminals, TTI, regarding the claim by protesters that the union has sent some workers home.\u003c/p>\n\u003cp>\u003cem>12:15 p.m.\u003c/em> Live now from KGO, a \u003ca href=\"http://abclocal.go.com/kgo/livenow?id=8464068#&cmp=twi-kgo-livenow-8464068\">\u003cstrong>news conference regarding the Port of Oakland situation\u003c/strong>\u003c/a>. Mayor Jean Quan, City Administerator Deanna Santana, Chief of Police Howard Jordan, and port officials will speak.\u003c/p>\n\u003cp>\u003cem>11:53 a.m.\u003c/em> \u003ca href=\"http://storify.com/kqednews/photos-dec-12-occupy-protests-at-port-of-oakland\">\u003cstrong>Photographic recap\u003c/strong>\u003c/a> put together by KQED’s Ian Hill.\u003c/p>\n\u003cp>\u003cem>11:15 a.m. \u003c/em>\u003cstrong>Protesters Declare Victory\u003c/strong>\u003cem>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cblockquote>\u003cp>KQED reporters Caitlin Esch and Andrew Stelzer report that Occupy protesters are leaving the Port of Oakland and declaring their efforts a success. The protesters blocked two terminals that were expecting shipments today. Drivers are starting to turn around their trucks and protesters are making their way back to Oakland. It is unclear whether protesters and workers will report for the Port’s second shift, which begins at 7:00 p.m. However, \u003ca href=\"http://www.hanjin.com/en/terminal/oakland.jsp\" target=\"_blank\" rel=\"noopener\">Hanjin\u003c/a>, the shipping company that operates out of the blocked terminals has posted this notice \u003ca href=\"http://www.vtnocal.com/default.asp?SiteID=TTI_OAK\" target=\"_blank\" rel=\"noopener\"> online\u003c/a>: “Due to protesters who have congregated in front of the terminal’s main gate TTI will be unable to open for business today. We will resume operations tomorrow at the normal time.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>9:45 a.m. \u003c/em>\u003cstrong>Former Quan Advisor at Port Protest\u003c/strong>\u003cem>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cblockquote>\u003cp>(Bay City News) – Oakland attorney Dan Siegel, Mayor Jean Quan’s former legal adviser, was among those participating in the march to the port this morning. Siegel resigned as Quan’s unpaid legal adviser on Nov. 14, the morning that police raided the Occupy Oakland encampment outside City Hall. He was leaving this morning’s protest at about 7:20 a.m., heading to a client’s court hearing.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>9:40 a.m. \u003c/em>\u003cstrong>Truckers Left Waiting\u003c/strong>\u003cem>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cblockquote>\u003cp>(Bay City News) – As of 9 a.m., hundreds of protesters had blocked off the entrance to Berths 30-32, and Alamed\u003cbr>\na County sheriff’s deputies were keeping an eye on hundreds more who had gathered at the entrance to Berths 55-56.\u003c/p>\n\u003cp>Dozens of trucks were lined up outside both entrances as drivers\u003cbr>\nwaited to get into the port. One truck driver, who declined to give his name, said he had come from Santa Rosa and had been waiting since 5 a.m. He said he anticipates that the port will be closed all day and is awaiting instructions on what to do with his cargo.\u003c/p>\n\u003cp>Protester Shake Anderson, who said he has been involved in the\u003cbr>\nOccupy Oakland movement since the beginning, said the demonstrators’ strategy is to keep a large crowd at the port to make it difficult for police to makearrests.\u003c/p>\n\u003cp>“It’s all about numbers,” he said.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cem>9:11 a.m. \u003c/em>\u003cstrong>Trucker: ‘They Should Protest at the White House, Not Where I Am Trying to Make a Living’\u003c/strong>\u003c/p>\n\u003cp>\u003cem>8:45 a.m.\u003c/em> \u003cstrong>Report: Three Ports Blocked\u003c/strong>\u003c/p>\n\u003cp>Caitlin Esch, who is at the port now, says at least three gates at the port are effectively blocked, with nothing moving in or out as protesters clog up the entrances. Trucks are lined up, some trying to drop off, some trying to pick up.\u003c/p>\n\u003cp>“A lot of the truckers came in from far away — Nevada, Denver, Kansas, and so they’re not leaving until they complete their task,” Esch says. The truckers say they’re going to be living in their trucks until they can complete their assignments. One trucker whom Esch talked to was trying to drop off beef from Denver; he was extremely angry.\u003c/p>\n\u003cp>An Occupy Oakland organizer said the group would try to have at least 100 people marching in front of each entrance, but the three that Caitlin Esch has observed so far have had more than that number.\u003c/p>\n\u003cp>\u003cem>8:06 a.m.\u003c/em> \u003cstrong>Protestor’s Live Stream\u003c/strong>\u003c/p>\n\u003cp>Live video stream from Spencer Mills (aka \u003ca href=\"http://twitter.com/oakfosho\">OakFoSho\u003c/a> on Twitter), who has been live-streaming Occupy Oakland protests:\u003c/p>\n\u003cdiv style=\"text-align: center\">\u003ciframe loading=\"lazy\" style=\"border: 0px none transparent\" src=\"http://www.ustream.tv/embed/9636787\" frameborder=\"0\" scrolling=\"no\" width=\"480\" height=\"296\">\u003c/iframe>\u003c/div>\n\u003cp>\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Occupy Movement Tries to Shut Down West Coast Ports\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>(AP) OAKLAND, Calif. — Anti-Wall Street protesters along the West Coast joined an effort Monday to blockade some of the nation’s busiest docks, with the idea that if they cut off the ports, they cut into corporate profits.\u003c/p>\n\u003cp>The protesters are targeting the locations because they believe American ports have become “economic engines for the elite.” They are most upset by two West Coast companies — giant West Coast port operator SSA Marine and grain exporter EGT — that they believe epitomize the big corporations that make up the “1 percent.”\u003c/p>\n\u003cp>Goldman Sachs owns a major stake in SSA Marine, and the bank has been a repeated target of Occupy protesters since the movement began. The two port companies have also engaged in high-profile clashes with union workers lately, and the Occupy protesters want to stand up for the workers.\u003c/p>\n\u003cp>Several hundred people began picketing at the Port of Oakland before dawn and blocked some trucks from going inside. Police are monitoring at the scene, but no major clashes have been reported so far. Occupy protesters successfully shut down the port in November.\u003c/p>\n\u003cp>In Southern California, as many as 400 demonstrators gathered in a park and planned to march on the Port of Long Beach. Occupy protesters said they plan to head to a dock facility owned by SSA Marine.\u003c/p>\n\u003cp>About 300 people gathered at Kelly Point Park in Portland, Ore., and Kari Koch, organizer with Shut Down the Ports Working Group of Occupy Portland, said she expected hundreds more to picket the nearby terminal. Police arrested three people and seized a gun and sword from people who said they were on the way to the demonstration.\u003c/p>\n\u003cp>Occupy groups also planned blockades in Seattle, Tacoma, Wash., and Vancouver, British Columbia.\u003c/p>\n\u003cp>The protests being billed as action against “Wall Street on the waterfront” are perhaps the Occupy movement’s most dramatic gesture since police raids sent most remaining camps scattering last month. Demonstrators began forming those camps around the country about two months ago to protest what they call corporate greed and economic inequality.\u003c/p>\n\u003cp>“We will not stand for corporate profits at the expense of working people, we will not stand for attacks on workers, and we will not allow our schools to be closed, social services slashed, and families to be impoverished by your greed!” Koch said Monday in statement.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Related:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://westcoastportshutdown.org/sites/default/files/portmap.pdf\">Map of the Port of Oakland\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.occupyoakland.org/\">Occupy Oakland\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.occupytheports.com/\">Occupy the Ports web site\u003c/a>\u003c/li>\n\u003c/ul>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "As the High-Speed Rail Debate Rages On, Stanford Historian Becomes Big Critic",
"title": "As the High-Speed Rail Debate Rages On, Stanford Historian Becomes Big Critic",
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"content": "\u003cfigure id=\"attachment_49259\" class=\"wp-caption alignright\" style=\"max-width: 288px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/high-speed-rail.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/high-speed-rail.jpg\" alt=\"\" title=\"high-speed-rail\" width=\"288\" height=\"162\" class=\"size-full wp-image-49259\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>From AP yesterday: \u003c/p>\n\u003cblockquote>\u003cp>Transportation Secretary Ray LaHood strongly defended the federal government's nearly $4 billion investment in high-speed rail in California, even as growing expenses and a longer timeline for completion have raised doubts in Congress.\u003c/p>\n\u003cp>During a congressional hearing Tuesday, LaHood acknowledged that the project will be expensive, with current estimates putting the cost at nearly $100 billion over 20 years. Still, LaHood called the project essential.\u003c/p>\n\u003cp>``We won't be dissuaded by the naysayers and the critics,'' LaHood said.\n\u003c/p>\u003c/blockquote>\n\u003cp>Speaking of naysayers and critics, you may have to include the 59 percent of California voters who just \u003ca href=\"http://www.mercurynews.com/california-high-speed-rail/ci_19481327\">told the Field Poll they'd now reject the nearly $10 billion high-speed rail bond package\u003c/a> approved in 2008. \u003c/p>\n\u003cp>\"If we're going to run our government by Field Poll, then maybe we ought to just dismantle the legislature and run everything up the ballot any time we do anything,\" Jim Earp, the chair of the bond measure's campaign in 2008, told KQED's John Myers. \"We can either throw [all the money away] and do nothing, or do what we did back in the depression, and build something like the Golden Gate Bridge or the San Francisco Bay Bridge or Shasta Dam.\"\u003c/p>\n\u003cp>Still, there are a lot of people who think the high-speed rail project is not only figuratively, but \u003ca href=\"http://latimesblogs.latimes.com/lanow/2010/12/first-leg-of-california-high-speed-rail-project-chosen-critics-say-its-a-train-to-nowhere.html\">literally\u003c/a> something that's going nowhere fast. Adding fuel to their fire are a pair of reports critical of the project from the Legislative Analyst's Office, \u003ca href=\"http://www.lao.ca.gov/handouts/transportation/2011/HSRA_Business_Funding_plan_11_29_11.pdf\">most recently\u003c/a> on November 29.\u003c/p>\n\u003cp>Another perhaps less-likely HSR pessimist is \u003cstrong>Richard White, the Pulitzer-Prize-nominated Margaret Byrne Professor of American History at Stanford\u003c/strong>, whose specialty is the American West and whose current book is \u003cem>Railroaded: The Transcontinentals and the Making of Modern America\u003c/em>. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>White has become a thorn in the side of high-speed rail proponents for his vocal criticisms of the project, two of which you can read \u003ca href=\"http://www.nytimes.com/2011/04/24/opinion/24white.html\">here\u003c/a> and \u003ca href=\"http://zocalopublicsquare.org/thepublicsquare/2011/09/19/why-not-blow-9-billion-on-a-cool-train/read/nexus/\">here\u003c/a>. \u003c/p>\n\u003cp>KQED's Amy Standen interviewed White in November to find out just why he's so down on high-speed rail. Here's an edited transcript of the interview: \u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>What's your take on high-speed rail?\u003c/strong>\u003c/p>\n\u003cp>It will not die, it's impossible to kill it. The state is going to lose money but construction firms are going to make a great deal of money, land developers around these stations if they ever complete them are going to make money. The governor stands to gain real political capital if they can spend 2 billion in federal dollars to improve employment -- the state needs jobs. \u003c/p>\n\u003cp>But it would be better to dig a very big hole and fill it up again because that won't cost you anything in the future. \u003c/p>\n\u003cp>The long-term danger is that you're going to create a white elephant in the San Joaquin Valley, which is essentially a line we have no need for and in fact there's no funding currently to put trains on it. It's never going to be able to sustain itself and the state is going to have to pour good money after bad. The plan now is to make it an Amtrak line, not high-speed rail. To spend $2 billion to do that is frankly ridiculous. \u003c/p>\n\u003cp>\u003cstrong>Do you think it's just the wrong time to build a high-speed rail system or is it the wrong thing period?\u003c/strong>\u003c/p>\n\u003cp>I have no objection to high-speed rail routes. You can make a good case for them between Boston and DC. The problem with this one is California is a state that is failing to fund its university system and failing to fund K-12 education. I was in LA last weekend, with infrastructure breaking down right and left. So to propose spending $100 billion on this is frankly ridiculous. Sometime in the future, if you can afford to fund it and make a good public case for doing so, I wouldn’t necessarily oppose it. \u003c!--more-->\u003c/p>\n\u003cp>\u003cstrong>Proponents say people like you are ignoring the cost of not building the system, because we have to accommodate projected population growth. \u003c/strong>\u003c/p>\n\u003cp>What will high-speed rail do? It's not going to take pressure off the roads that are most congested. This is a proposal to shuttle people up and down the San Joaquin Valley, between SF and LA, with some stops in between. They've left out Sacramento and San Diego already.\u003c/p>\n\u003cp>And I don't think it's going to be able to compete with airline routes. We have fairly efficient airline transportation between the Bay Area and Los Angeles. I don't see really what good this is going to do. \u003c/p>\n\u003cp>\u003cstrong>But we can't expand Bay Area airports, and flights are often delayed. Those problems aren't going to go away.\u003c/strong>\u003c/p>\n\u003cp>You don’t think there will be delays on train routes? \u003c/p>\n\u003cp>They're talking 30 years from now to complete it. So this will not do us any good in the short or medium term. Then you have to maintain it. The proponents act like if you build something incrementally you will not have to continue to pour money into it. But you have to make sure the rails don't deteriorate, and that the beds don't deteriorate, that storms don’t damage it. \u003c/p>\n\u003cp>You can't afford to build major infrastructure projects and just have them sit there and deteriorate until you're ready to use them. It's much cheaper to build them when you use them. \u003c/p>\n\u003cp>\u003cstrong>So what would the right time look like?\u003c/strong>\u003c/p>\n\u003cp>When Californians are ready to get onto trains. Which they're not. \u003c/p>\n\u003cp>It should be built after you take care of the low-hanging fruit. Why not regional transports around SF and LA, projects that will get people off the freeways where they're the most crowded? I-5 is not pleasant, but I wouldn't say that it is our major problem in California transportation and that's all this is going to fix. \u003c/p>\n\u003cp>Also, this does nothing about trucks. What railways have been good for is freight. That's what we should be getting off the road. I don’t see passengers as the real problem. \u003c/p>\n\u003cp>\u003cstrong>But how can you expect people to want to ride trains if there aren't any trains to ride? Shouldn't California provide an environmentally responsible infrastructure, then encourage people to use it?\u003c/strong>\u003c/p>\n\u003cp>Anything you paint green in California is going to get you to support it. Many of my colleagues are shocked I'm against high-speed rail. \u003c/p>\n\u003cp>But the University of Berkeley looked at what happens to the Obama proposal to build high-speed rail across the U.S., and their analysis indicates a one-percent carbon savings. We couldn’t spend that money more effectively to reduce carbon? What you're falling for is something that looks flashy and people in France and Japan like it. But that's not the best bang for the buck to get serious about fighting global warming. \u003c/p>\n\u003cp>\u003cstrong>What do you think is the difference between America as opposed to Japan and France, where high-speed rail has been successful? \u003c/strong>\u003c/p>\n\u003cp>When you take a high-speed rail train in France, from Paris to Lyon, you've got an infrastructure of public transportation that gets you to the rail station on time, and when you get off you can simply get on public transportation after. The same goes for Kyoto and Tokyo.\u003cbr>\nThat's not true of SF and LA. \u003c/p>\n\u003cp>We are building a high-speed rail network without the public transportation at either end of it. You need that because after the high-speed rail ride, people will have to get back in the car and drive a great deal. \u003c/p>\n\u003cp>The French and Japanese governments subsidize the fares. We have under Prop 1A agreed not to subsidize fares. Those governments also regulate their rail very heavily. We do not have such a great record of giving subsidies and getting public benefits back. \u003c/p>\n\u003cp>\u003cstrong>How did you go from history professor to high-speed rail critic? \u003c/strong>\u003c/p>\n\u003cp>I reacted to the parallel that's strong between high-speed rail and the transcontinental railroads. Those railroads were about 30 years premature; they did not make money and the US government had to sue the Central Pacific and Union Pacific in the 1890s to get the money loaned to them back. \u003c/p>\n\u003cp>In this case there's seemingly a bar to that happening – California high-speed rail has written into it that there will be no subsidies.\u003c/p>\n\u003cp>But let's imagine we have this thing built and no private capital is coming in. What prevents the state from going back to the legislature to say \"we need a subsidy to attract private capital?\" It will do what all these subsidies do –- guarantee private investors that there will be no risk for their investment. The public will get the risk; the private investors will get the benefit. And I can't imagine how this will attract private capital without going back to the legislature and guaranteeing the subsidy we promised we wouldn't. \u003c/p>\n\u003cp>What drew me out of history is listening to President Obama and other figures justifying this project as a parallel to the transcontinental railroads. I realized they were right -– this was a parallel, and why would we want to make that mistake again? That's what made me write the first op-ed.\u003c/p>\n\u003cp>\u003cstrong>In California we seem to have this idea that we can take on huge projects, that we're almost our own country. Is that changing? \u003c/strong>\u003c/p>\n\u003cp>Well, look at the big infrastructure projects that have worked in California. The interstate highway system: They had a dedicated revenue source to pay for that, plus a gas tax. The dams have subsidized major agricultural interests -- in a very unfair way, I think -- but at the same time, they built in a revenue source to pay for it, because dams produce power.\u003c/p>\n\u003cp>High-speed rail says it will have a revenue source with the passengers paying the fare, but that's laughable. I don't think anyone in their right mind thinks fares are going to pay for this. \u003c/p>\n\u003cp>Once you exhaust the federal money and the rest of this has to be paid for by bonds, you will pay huge interest. We only have a small part of the cost funded so far. They're making up a world in which the federal government will give us more money and the counties and cities will contribute money and then private investment will come in at low interest and absorb the risk. But we'll absorb the risk; they'll take the profit, leaving us with the debt. This is a recipe for catastrophe. \u003c/p>\n\u003cp>\u003cstrong>Proponents would say you're making the perfect the enemy of the good.\u003c/strong>\u003c/p>\n\u003cp>I'm making the good be the enemy of the impossible. If they could demonstrate that we need these lines where we're going to build them and there was any hope of paying for them I'd cut them some slack. But they've oversold this line so many times I think any California in their right mind would be extremely skeptical of anything the high-speed rail commission says. \u003c/p>\n\u003cp>\u003cstrong>You say there's no good public transportation in California, even in a city like San Francisco. Explain. \u003c/strong>\u003c/p>\n\u003cp>The secret to a good public transportation system is you don't have a schedule, like in NY and Chicago. You just show up and you know that within 10 or 15 minutes something will come along. When you need a schedule and you miss it and you have to wait 45 minutes or so that's not a real transportation system. In the Peninsula, bus service is for poor people, because they're the only ones who are desperate enough to wait an hour for the buses to come along. It would be a joke to try to use public transportation on the Peninsula. We should be creating a structure where these things work.\u003c/p>\n\u003c/blockquote>\n\u003cp>If you want to read a refutation of some of these arguments, take a look at this \u003ca href=\"http://www.cahsrblog.com/2011/09/richard-white-doubles-down-on-his-flawed-attack-on-hsr/\">California High Speed Rail blog post\u003c/a>, by Robert Cruickshank. Cruickshank says that an \u003ca href=\"http://www.cahighspeedrail.ca.gov/assets/0/79/205/d04127b9-4b6e-4606-8d2a-b5806c959c4d.pdf\">independent peer review\u003c/a> found that contrary to White's assertion, HSR ridership projections are actually sound.\u003c/p>\n\u003cp>On some of the other issues Professor White raises, Cruickshank writes:\u003c/p>\n\u003cblockquote>\u003cp>[White] says that the willingness of private investors to step up was overestimated, but that misreads what is going on. The private sector has shown a great deal of interest in the system. They have been consistent in saying that they will not yet step up until there is a significant state and federal contribution.\u003c/p>\n\u003cp>White argues that the federal government won’t step up, even though Barack Obama has shown consistent support for federal funding, as have Democrats in Congress, and despite polls showing Democrats are likely to retake the House.\u003c/p>\n\u003cp>White claims that the system will never cover its costs, even though virtually every other HSR system in the world does so, including the Acela.\n\u003c/p>\u003c/blockquote>\n\u003cp>Amy Standen also talked to \u003cstrong>Mike Rossi, chair of the California High Speed Rail Authority\u003c/strong>. Rossi said a lot of the criticism being levied by op-ed writers is based on a shallow reading of the issues and incorrect numbers. Edited transcript of Rossi addressing some other issues below:\u003c/p>\n\u003cp>\u003cstrong> The state is practically crippled under its financial strain right now. We've tripled tuition across the UC system. We're laying off teachers and cops. Is this the wrong time to take on something like this?\u003c/strong>\u003c/p>\n\u003cp>The legislature and the governor and in some cases the body politic will have to make their decision as to what they're going to do. I'm not suggesting that high-speed rail is more important than tuition at the University of California. That's not my role.\u003c/p>\n\u003cp>I'm putting forth, with my other board members, a realistic business plan so that people now can make whatever judgement they make. \u003c/p>\n\u003cp>We have every assumption, every piece of data that drives this plan on record open to analysis to anyone, and I'm open to standing and having those conversations because if we're wrong better to find it out now rather than later. But we want to have that conversation with people who are as transparent as we are in what we're saying and doing. \u003c/p>\n\u003cp>\u003cstrong>What are the consequences of \u003cem>not\u003c/em> building high-speed rail?\u003c/strong>\u003c/p>\n\u003cp>My view is that if we don’t build high-speed rail, and instead build roads -- aside from the 3.2 billion tons of carbon dioxide that we'll discharge in the air, besides the 148 million hours of standing in traffic and driving more pollution -- trains last for a hundred years and they cover their operating maintenance and capital refreshment. I don't know any road that does that. \u003c/p>\n\u003cp>\u003cstrong>The current business plan relies pretty heavily on private investment, which some critics say is unrealistic. What's your response?\u003c/strong>\u003c/p>\n\u003cp>I will tell you right now, if people can sell future revenues of Elton john concerts, we can sell future revenues of high-speed rail, and at a better discount. \u003c/p>\n\u003cp>\u003cstrong>We built the transcontinental railroad in four years.This project is likely to take decades, in part because of lawsuits from communities along the proposed route. Do you ever start to wonder whether we are past the age where we can build big projects?\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Ever watch \u003cem>The Maltese Falcon\u003c/em>? At the very end of his life, Humphrey Bogart said the last line in the movie was an ad-lib. He said, in referring to the jewel-encrusted statue, \"it's the stuff that dreams are made of.\" Well let me tell you something, California is the stuff that dreams are made of. This state is still the most innovative economy in the world and the state that still gets the most foreign investment. We Californians can do big things, period. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_49259\" class=\"wp-caption alignright\" style=\"max-width: 288px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/high-speed-rail.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/high-speed-rail.jpg\" alt=\"\" title=\"high-speed-rail\" width=\"288\" height=\"162\" class=\"size-full wp-image-49259\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>From AP yesterday: \u003c/p>\n\u003cblockquote>\u003cp>Transportation Secretary Ray LaHood strongly defended the federal government's nearly $4 billion investment in high-speed rail in California, even as growing expenses and a longer timeline for completion have raised doubts in Congress.\u003c/p>\n\u003cp>During a congressional hearing Tuesday, LaHood acknowledged that the project will be expensive, with current estimates putting the cost at nearly $100 billion over 20 years. Still, LaHood called the project essential.\u003c/p>\n\u003cp>``We won't be dissuaded by the naysayers and the critics,'' LaHood said.\n\u003c/p>\u003c/blockquote>\n\u003cp>Speaking of naysayers and critics, you may have to include the 59 percent of California voters who just \u003ca href=\"http://www.mercurynews.com/california-high-speed-rail/ci_19481327\">told the Field Poll they'd now reject the nearly $10 billion high-speed rail bond package\u003c/a> approved in 2008. \u003c/p>\n\u003cp>\"If we're going to run our government by Field Poll, then maybe we ought to just dismantle the legislature and run everything up the ballot any time we do anything,\" Jim Earp, the chair of the bond measure's campaign in 2008, told KQED's John Myers. \"We can either throw [all the money away] and do nothing, or do what we did back in the depression, and build something like the Golden Gate Bridge or the San Francisco Bay Bridge or Shasta Dam.\"\u003c/p>\n\u003cp>Still, there are a lot of people who think the high-speed rail project is not only figuratively, but \u003ca href=\"http://latimesblogs.latimes.com/lanow/2010/12/first-leg-of-california-high-speed-rail-project-chosen-critics-say-its-a-train-to-nowhere.html\">literally\u003c/a> something that's going nowhere fast. Adding fuel to their fire are a pair of reports critical of the project from the Legislative Analyst's Office, \u003ca href=\"http://www.lao.ca.gov/handouts/transportation/2011/HSRA_Business_Funding_plan_11_29_11.pdf\">most recently\u003c/a> on November 29.\u003c/p>\n\u003cp>Another perhaps less-likely HSR pessimist is \u003cstrong>Richard White, the Pulitzer-Prize-nominated Margaret Byrne Professor of American History at Stanford\u003c/strong>, whose specialty is the American West and whose current book is \u003cem>Railroaded: The Transcontinentals and the Making of Modern America\u003c/em>. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>White has become a thorn in the side of high-speed rail proponents for his vocal criticisms of the project, two of which you can read \u003ca href=\"http://www.nytimes.com/2011/04/24/opinion/24white.html\">here\u003c/a> and \u003ca href=\"http://zocalopublicsquare.org/thepublicsquare/2011/09/19/why-not-blow-9-billion-on-a-cool-train/read/nexus/\">here\u003c/a>. \u003c/p>\n\u003cp>KQED's Amy Standen interviewed White in November to find out just why he's so down on high-speed rail. Here's an edited transcript of the interview: \u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>What's your take on high-speed rail?\u003c/strong>\u003c/p>\n\u003cp>It will not die, it's impossible to kill it. The state is going to lose money but construction firms are going to make a great deal of money, land developers around these stations if they ever complete them are going to make money. The governor stands to gain real political capital if they can spend 2 billion in federal dollars to improve employment -- the state needs jobs. \u003c/p>\n\u003cp>But it would be better to dig a very big hole and fill it up again because that won't cost you anything in the future. \u003c/p>\n\u003cp>The long-term danger is that you're going to create a white elephant in the San Joaquin Valley, which is essentially a line we have no need for and in fact there's no funding currently to put trains on it. It's never going to be able to sustain itself and the state is going to have to pour good money after bad. The plan now is to make it an Amtrak line, not high-speed rail. To spend $2 billion to do that is frankly ridiculous. \u003c/p>\n\u003cp>\u003cstrong>Do you think it's just the wrong time to build a high-speed rail system or is it the wrong thing period?\u003c/strong>\u003c/p>\n\u003cp>I have no objection to high-speed rail routes. You can make a good case for them between Boston and DC. The problem with this one is California is a state that is failing to fund its university system and failing to fund K-12 education. I was in LA last weekend, with infrastructure breaking down right and left. So to propose spending $100 billion on this is frankly ridiculous. Sometime in the future, if you can afford to fund it and make a good public case for doing so, I wouldn’t necessarily oppose it. \u003c!--more-->\u003c/p>\n\u003cp>\u003cstrong>Proponents say people like you are ignoring the cost of not building the system, because we have to accommodate projected population growth. \u003c/strong>\u003c/p>\n\u003cp>What will high-speed rail do? It's not going to take pressure off the roads that are most congested. This is a proposal to shuttle people up and down the San Joaquin Valley, between SF and LA, with some stops in between. They've left out Sacramento and San Diego already.\u003c/p>\n\u003cp>And I don't think it's going to be able to compete with airline routes. We have fairly efficient airline transportation between the Bay Area and Los Angeles. I don't see really what good this is going to do. \u003c/p>\n\u003cp>\u003cstrong>But we can't expand Bay Area airports, and flights are often delayed. Those problems aren't going to go away.\u003c/strong>\u003c/p>\n\u003cp>You don’t think there will be delays on train routes? \u003c/p>\n\u003cp>They're talking 30 years from now to complete it. So this will not do us any good in the short or medium term. Then you have to maintain it. The proponents act like if you build something incrementally you will not have to continue to pour money into it. But you have to make sure the rails don't deteriorate, and that the beds don't deteriorate, that storms don’t damage it. \u003c/p>\n\u003cp>You can't afford to build major infrastructure projects and just have them sit there and deteriorate until you're ready to use them. It's much cheaper to build them when you use them. \u003c/p>\n\u003cp>\u003cstrong>So what would the right time look like?\u003c/strong>\u003c/p>\n\u003cp>When Californians are ready to get onto trains. Which they're not. \u003c/p>\n\u003cp>It should be built after you take care of the low-hanging fruit. Why not regional transports around SF and LA, projects that will get people off the freeways where they're the most crowded? I-5 is not pleasant, but I wouldn't say that it is our major problem in California transportation and that's all this is going to fix. \u003c/p>\n\u003cp>Also, this does nothing about trucks. What railways have been good for is freight. That's what we should be getting off the road. I don’t see passengers as the real problem. \u003c/p>\n\u003cp>\u003cstrong>But how can you expect people to want to ride trains if there aren't any trains to ride? Shouldn't California provide an environmentally responsible infrastructure, then encourage people to use it?\u003c/strong>\u003c/p>\n\u003cp>Anything you paint green in California is going to get you to support it. Many of my colleagues are shocked I'm against high-speed rail. \u003c/p>\n\u003cp>But the University of Berkeley looked at what happens to the Obama proposal to build high-speed rail across the U.S., and their analysis indicates a one-percent carbon savings. We couldn’t spend that money more effectively to reduce carbon? What you're falling for is something that looks flashy and people in France and Japan like it. But that's not the best bang for the buck to get serious about fighting global warming. \u003c/p>\n\u003cp>\u003cstrong>What do you think is the difference between America as opposed to Japan and France, where high-speed rail has been successful? \u003c/strong>\u003c/p>\n\u003cp>When you take a high-speed rail train in France, from Paris to Lyon, you've got an infrastructure of public transportation that gets you to the rail station on time, and when you get off you can simply get on public transportation after. The same goes for Kyoto and Tokyo.\u003cbr>\nThat's not true of SF and LA. \u003c/p>\n\u003cp>We are building a high-speed rail network without the public transportation at either end of it. You need that because after the high-speed rail ride, people will have to get back in the car and drive a great deal. \u003c/p>\n\u003cp>The French and Japanese governments subsidize the fares. We have under Prop 1A agreed not to subsidize fares. Those governments also regulate their rail very heavily. We do not have such a great record of giving subsidies and getting public benefits back. \u003c/p>\n\u003cp>\u003cstrong>How did you go from history professor to high-speed rail critic? \u003c/strong>\u003c/p>\n\u003cp>I reacted to the parallel that's strong between high-speed rail and the transcontinental railroads. Those railroads were about 30 years premature; they did not make money and the US government had to sue the Central Pacific and Union Pacific in the 1890s to get the money loaned to them back. \u003c/p>\n\u003cp>In this case there's seemingly a bar to that happening – California high-speed rail has written into it that there will be no subsidies.\u003c/p>\n\u003cp>But let's imagine we have this thing built and no private capital is coming in. What prevents the state from going back to the legislature to say \"we need a subsidy to attract private capital?\" It will do what all these subsidies do –- guarantee private investors that there will be no risk for their investment. The public will get the risk; the private investors will get the benefit. And I can't imagine how this will attract private capital without going back to the legislature and guaranteeing the subsidy we promised we wouldn't. \u003c/p>\n\u003cp>What drew me out of history is listening to President Obama and other figures justifying this project as a parallel to the transcontinental railroads. I realized they were right -– this was a parallel, and why would we want to make that mistake again? That's what made me write the first op-ed.\u003c/p>\n\u003cp>\u003cstrong>In California we seem to have this idea that we can take on huge projects, that we're almost our own country. Is that changing? \u003c/strong>\u003c/p>\n\u003cp>Well, look at the big infrastructure projects that have worked in California. The interstate highway system: They had a dedicated revenue source to pay for that, plus a gas tax. The dams have subsidized major agricultural interests -- in a very unfair way, I think -- but at the same time, they built in a revenue source to pay for it, because dams produce power.\u003c/p>\n\u003cp>High-speed rail says it will have a revenue source with the passengers paying the fare, but that's laughable. I don't think anyone in their right mind thinks fares are going to pay for this. \u003c/p>\n\u003cp>Once you exhaust the federal money and the rest of this has to be paid for by bonds, you will pay huge interest. We only have a small part of the cost funded so far. They're making up a world in which the federal government will give us more money and the counties and cities will contribute money and then private investment will come in at low interest and absorb the risk. But we'll absorb the risk; they'll take the profit, leaving us with the debt. This is a recipe for catastrophe. \u003c/p>\n\u003cp>\u003cstrong>Proponents would say you're making the perfect the enemy of the good.\u003c/strong>\u003c/p>\n\u003cp>I'm making the good be the enemy of the impossible. If they could demonstrate that we need these lines where we're going to build them and there was any hope of paying for them I'd cut them some slack. But they've oversold this line so many times I think any California in their right mind would be extremely skeptical of anything the high-speed rail commission says. \u003c/p>\n\u003cp>\u003cstrong>You say there's no good public transportation in California, even in a city like San Francisco. Explain. \u003c/strong>\u003c/p>\n\u003cp>The secret to a good public transportation system is you don't have a schedule, like in NY and Chicago. You just show up and you know that within 10 or 15 minutes something will come along. When you need a schedule and you miss it and you have to wait 45 minutes or so that's not a real transportation system. In the Peninsula, bus service is for poor people, because they're the only ones who are desperate enough to wait an hour for the buses to come along. It would be a joke to try to use public transportation on the Peninsula. We should be creating a structure where these things work.\u003c/p>\n\u003c/blockquote>\n\u003cp>If you want to read a refutation of some of these arguments, take a look at this \u003ca href=\"http://www.cahsrblog.com/2011/09/richard-white-doubles-down-on-his-flawed-attack-on-hsr/\">California High Speed Rail blog post\u003c/a>, by Robert Cruickshank. Cruickshank says that an \u003ca href=\"http://www.cahighspeedrail.ca.gov/assets/0/79/205/d04127b9-4b6e-4606-8d2a-b5806c959c4d.pdf\">independent peer review\u003c/a> found that contrary to White's assertion, HSR ridership projections are actually sound.\u003c/p>\n\u003cp>On some of the other issues Professor White raises, Cruickshank writes:\u003c/p>\n\u003cblockquote>\u003cp>[White] says that the willingness of private investors to step up was overestimated, but that misreads what is going on. The private sector has shown a great deal of interest in the system. They have been consistent in saying that they will not yet step up until there is a significant state and federal contribution.\u003c/p>\n\u003cp>White argues that the federal government won’t step up, even though Barack Obama has shown consistent support for federal funding, as have Democrats in Congress, and despite polls showing Democrats are likely to retake the House.\u003c/p>\n\u003cp>White claims that the system will never cover its costs, even though virtually every other HSR system in the world does so, including the Acela.\n\u003c/p>\u003c/blockquote>\n\u003cp>Amy Standen also talked to \u003cstrong>Mike Rossi, chair of the California High Speed Rail Authority\u003c/strong>. Rossi said a lot of the criticism being levied by op-ed writers is based on a shallow reading of the issues and incorrect numbers. Edited transcript of Rossi addressing some other issues below:\u003c/p>\n\u003cp>\u003cstrong> The state is practically crippled under its financial strain right now. We've tripled tuition across the UC system. We're laying off teachers and cops. Is this the wrong time to take on something like this?\u003c/strong>\u003c/p>\n\u003cp>The legislature and the governor and in some cases the body politic will have to make their decision as to what they're going to do. I'm not suggesting that high-speed rail is more important than tuition at the University of California. That's not my role.\u003c/p>\n\u003cp>I'm putting forth, with my other board members, a realistic business plan so that people now can make whatever judgement they make. \u003c/p>\n\u003cp>We have every assumption, every piece of data that drives this plan on record open to analysis to anyone, and I'm open to standing and having those conversations because if we're wrong better to find it out now rather than later. But we want to have that conversation with people who are as transparent as we are in what we're saying and doing. \u003c/p>\n\u003cp>\u003cstrong>What are the consequences of \u003cem>not\u003c/em> building high-speed rail?\u003c/strong>\u003c/p>\n\u003cp>My view is that if we don’t build high-speed rail, and instead build roads -- aside from the 3.2 billion tons of carbon dioxide that we'll discharge in the air, besides the 148 million hours of standing in traffic and driving more pollution -- trains last for a hundred years and they cover their operating maintenance and capital refreshment. I don't know any road that does that. \u003c/p>\n\u003cp>\u003cstrong>The current business plan relies pretty heavily on private investment, which some critics say is unrealistic. What's your response?\u003c/strong>\u003c/p>\n\u003cp>I will tell you right now, if people can sell future revenues of Elton john concerts, we can sell future revenues of high-speed rail, and at a better discount. \u003c/p>\n\u003cp>\u003cstrong>We built the transcontinental railroad in four years.This project is likely to take decades, in part because of lawsuits from communities along the proposed route. Do you ever start to wonder whether we are past the age where we can build big projects?\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Ever watch \u003cem>The Maltese Falcon\u003c/em>? At the very end of his life, Humphrey Bogart said the last line in the movie was an ad-lib. He said, in referring to the jewel-encrusted statue, \"it's the stuff that dreams are made of.\" Well let me tell you something, California is the stuff that dreams are made of. This state is still the most innovative economy in the world and the state that still gets the most foreign investment. We Californians can do big things, period. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco-Bound Traffic Backed Up on Bay Bridge",
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"content": "\u003cp>(Bay City News) Traffic heading into San Francisco on the Bay Bridge is backed up this morning due to a four-vehicle crash involving an AC Transit bus and a Chevy Avalanche, according to the California Highway Patrol. The San Francisco Chronicle \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2011/12/05/BA811M8G51.DTL#ixzz1fg5Z5k2W\">reports\u003c/a> the bus was carrying 20 passengers. \u003c/p>\n\u003cp>The accident happened just after 6 a.m. and has blocked two lanes of westbound Interstate Highway 80 on the eastern span of the bridge.\u003c/p>\n\u003cp>Police and fire officials are on the scene, but it is unknown how long the two lanes of the bridge will be blocked, a CHP officer said. \u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://maps.google.com/maps?q=san+francisco+bay+bridge+traffic&oe=utf-8&rls=org.mozilla:en-US:official&client=firefox-a&um=1&ie=UTF-8&hq=&hnear=0x80857ff6233f7735:0x21139edd71dd8d24,Bay+Bridge,+San+Francisco,+CA&gl=us&layer=t&ei=j-_cTqaQEsqtiAKE-az5CQ&sa=X&oi=geocode_result&ct=title&resnum=1&ved=0CCgQ8gEwAA\">Live Bay Bridge traffic from Google\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"description": "(Bay City News) Traffic heading into San Francisco on the Bay Bridge is backed up this morning due to a four-vehicle crash involving an AC Transit bus and a Chevy Avalanche, according to the California Highway Patrol. The San Francisco Chronicle reports the bus was carrying 20 passengers. The accident happened just after 6 a.m.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>(Bay City News) Traffic heading into San Francisco on the Bay Bridge is backed up this morning due to a four-vehicle crash involving an AC Transit bus and a Chevy Avalanche, according to the California Highway Patrol. The San Francisco Chronicle \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2011/12/05/BA811M8G51.DTL#ixzz1fg5Z5k2W\">reports\u003c/a> the bus was carrying 20 passengers. \u003c/p>\n\u003cp>The accident happened just after 6 a.m. and has blocked two lanes of westbound Interstate Highway 80 on the eastern span of the bridge.\u003c/p>\n\u003cp>Police and fire officials are on the scene, but it is unknown how long the two lanes of the bridge will be blocked, a CHP officer said. \u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://maps.google.com/maps?q=san+francisco+bay+bridge+traffic&oe=utf-8&rls=org.mozilla:en-US:official&client=firefox-a&um=1&ie=UTF-8&hq=&hnear=0x80857ff6233f7735:0x21139edd71dd8d24,Bay+Bridge,+San+Francisco,+CA&gl=us&layer=t&ei=j-_cTqaQEsqtiAKE-az5CQ&sa=X&oi=geocode_result&ct=title&resnum=1&ved=0CCgQ8gEwAA\">Live Bay Bridge traffic from Google\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>It’s not quite connecting the transcontinental railroad, but for commuters who have sat in traffic for years at the Caldecott Tunnel, it’s definitely a milestone.\u003c/p>\n\u003cp>The San Jose Mercury News is \u003ca href=\"http://www.mercurynews.com/twitter/ci_19434660?source=rss&cid=dlvr.it\">reporting \u003c/a>that excavation gear in the fourth bore construction has hit the other side:\u003c/p>\n\u003cblockquote>\u003cp>Caltrans contractors broke through the Orinda hillside on Tuesday afternoon, connecting the two sections of the tunnel being dug to create the fourth bore of the Caldecott Tunnel.\u003c/p>\n\u003cp>A giant excavating machine called a roadheader pierced through a wall about 2:45 p.m. deep inside the tunnel, Caltrans spokeswoman Ivy Morrision said.\u003c/p>\u003c/blockquote>\n\u003cp>The fourth bore is projected to open in late 2013.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>If you were a reporter covering high speed rail in 2008, after voters passed Proposition 1A, two names would be at the top of your source list: Quentin Kopp and Mehdi Morshed. Both served on the High Speed Rail Authority, the body charged with overseeing the effort to build a bullet train from Anaheim to LA. Both had been championing high-speed rail for decades. \u003c/p>\n\u003cfigure id=\"attachment_47741\" class=\"wp-caption alignleft\" style=\"max-width: 288px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/high-speed-rail1.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/high-speed-rail1.jpg\" alt=\"\" title=\"high-speed-rail\" width=\"288\" height=\"162\" class=\"size-full wp-image-47741\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>But Kopp and Morshed sound decidedly less enthusiastic these days. They still believe high-speed rail is necessary for the state. They stand by the decision to build the initial leg of the system in the Central Valley -- a route critics have derided as the \"rail to nowhere.\" They say it's a critical piece of the line, and a good place to test the technology. \u003c/p>\n\u003cp>But they say the plan they envisioned – and that voters approved in 2008 – is not what's being described by the High Speed Rail Authority today. They're critical of the so-called \"blended approach\" that would force high-speed rail trains to share tracks with existing commuter services, like Caltrain, and, at least initially, require customers to make several transfers along the SF-LA route. \u003c/p>\n\u003cp>Officials with the High Speed Rail Authority say the \"goal\" is to have at least one train a day reach LA from San Francisco in under three hours. But given the transfers and the track-sharing, average travel times are likely to be significantly longer. \u003c/p>\n\u003cp>Kopp and Morshed say these concessions won't produce a system that can compete with airlines. And if passengers don't take to high-speed rail en masse, the system will falter.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>I spoke to Kopp and Morshed separately, by phone. Both said they hadn't read the business plan, but had read recent news reports about it. For the sake of readability, I'm combining their answers here. \u003c/p>\n\u003cp>\u003cstrong>What's your objection to the \"blended plan,\" which integrates high-speed rail into existing services, like Metrolink and Caltrain?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Kopp\u003c/strong>: Real high-speed rail, you get on in one place, you get off in another. Making people transfer from one train to another in my opinion is a sure recipe for discouraging ridership. That’s why I fought to have BART into SFO, not a mile and a half away, and that’s proved to be the most successful part of the entire BART system. \u003c/p>\n\u003cp>You have to be running, as we’ve always predicated, ten trains per hour, in the peak hours of the morning and afternoon to generate the revenue you need so you can function without a government subsidy. It’s certainly not the project which I had in mind and others had in mind. It’s a different kind of system. \u003c/p>\n\u003cp>There’s even a legal question as to whether this so-called blended system -- in other words, starting off with trains from San Francisco to San Jose at a top speed of 125 mph, or probably less than that if you’re using the same tracks Caltrain uses -- whether that can be legally done under the provisions of Prop 1A, which was passed by voters in 2008.\u003c/p>\n\u003cp>\u003cstrong>Morshed\u003c/strong>: We kept saying, over and over again: In order for high-speed rail to be successful – and this has been proven in Europe, in Japan, and, of course, China – you need it to be fast and frequent. And nonstop. \u003c/p>\n\u003cp>If they’re going to have only one train a day that’s three hours, you might as well forget it. If you can’t compete with airplanes, you’re going to be out of business. \u003c!--more-->\u003c/p>\n\u003cp>\u003cstrong>According to the plan, the initial route from Fresno to Bakersfield is going to generate positive cash flows, and also attract $11 billion in private investment, which will help get the rest of the system built. Is that realistic?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Morshed\u003c/strong>: Fresno to Bakersfield is the key connecting piece that you have to build in order to build the rest of it. You don't have any choice about it. But you have to recognize that there aren't that many people going between Bakersfield and Merced. That piece was never going to make any money. It just isn't logical. Who's going to ride it? And private investors aren't going to invest in anything that's not making money.\u003c/p>\n\u003cp>\u003cstrong>Kopp\u003c/strong>: No way. No way. It was clear that that first leg was not for revenue service. It's for testing trains, obviously. For revenue, you’ve got to [expand the system] to LA or to San Francisco. I am skeptical about private investment until the very end of the completion of the entire first phase, from SF to Anaheim. \u003c/p>\n\u003cp>\u003cstrong>So, what do you think is going to happen? Should the project be shelved?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Kopp\u003c/strong>: Absolutely not. Human beings are creative. They'll come up with some other sources. \u003c/p>\n\u003cp>You have to take a long historical view. I-5 wasn’t built all at once. But, of course, the interstate highway system had a specific source of money, namely the federal gasoline tax. High-speed rail has got to get, if it can, a specific source of funding: federal or state. I don’t know how much regional sources can contribute. It’s gonna be a long haul. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>I spoke to Kopp and Morshed separately, by phone. Both said they hadn't read the business plan, but had read recent news reports about it. For the sake of readability, I'm combining their answers here. \u003c/p>\n\u003cp>\u003cstrong>What's your objection to the \"blended plan,\" which integrates high-speed rail into existing services, like Metrolink and Caltrain?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Kopp\u003c/strong>: Real high-speed rail, you get on in one place, you get off in another. Making people transfer from one train to another in my opinion is a sure recipe for discouraging ridership. That’s why I fought to have BART into SFO, not a mile and a half away, and that’s proved to be the most successful part of the entire BART system. \u003c/p>\n\u003cp>You have to be running, as we’ve always predicated, ten trains per hour, in the peak hours of the morning and afternoon to generate the revenue you need so you can function without a government subsidy. It’s certainly not the project which I had in mind and others had in mind. It’s a different kind of system. \u003c/p>\n\u003cp>There’s even a legal question as to whether this so-called blended system -- in other words, starting off with trains from San Francisco to San Jose at a top speed of 125 mph, or probably less than that if you’re using the same tracks Caltrain uses -- whether that can be legally done under the provisions of Prop 1A, which was passed by voters in 2008.\u003c/p>\n\u003cp>\u003cstrong>Morshed\u003c/strong>: We kept saying, over and over again: In order for high-speed rail to be successful – and this has been proven in Europe, in Japan, and, of course, China – you need it to be fast and frequent. And nonstop. \u003c/p>\n\u003cp>If they’re going to have only one train a day that’s three hours, you might as well forget it. If you can’t compete with airplanes, you’re going to be out of business. \u003c!--more-->\u003c/p>\n\u003cp>\u003cstrong>According to the plan, the initial route from Fresno to Bakersfield is going to generate positive cash flows, and also attract $11 billion in private investment, which will help get the rest of the system built. Is that realistic?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Morshed\u003c/strong>: Fresno to Bakersfield is the key connecting piece that you have to build in order to build the rest of it. You don't have any choice about it. But you have to recognize that there aren't that many people going between Bakersfield and Merced. That piece was never going to make any money. It just isn't logical. Who's going to ride it? And private investors aren't going to invest in anything that's not making money.\u003c/p>\n\u003cp>\u003cstrong>Kopp\u003c/strong>: No way. No way. It was clear that that first leg was not for revenue service. It's for testing trains, obviously. For revenue, you’ve got to [expand the system] to LA or to San Francisco. I am skeptical about private investment until the very end of the completion of the entire first phase, from SF to Anaheim. \u003c/p>\n\u003cp>\u003cstrong>So, what do you think is going to happen? Should the project be shelved?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Kopp\u003c/strong>: Absolutely not. Human beings are creative. They'll come up with some other sources. \u003c/p>\n\u003cp>You have to take a long historical view. I-5 wasn’t built all at once. But, of course, the interstate highway system had a specific source of money, namely the federal gasoline tax. High-speed rail has got to get, if it can, a specific source of funding: federal or state. I don’t know how much regional sources can contribute. It’s gonna be a long haul. A much longer haul than I originally thought. \u003c/p>\n\u003cp>\u003cstrong>Morshed\u003c/strong>: I believe the same as I did three years ago or ten years ago, that given the growth of the state and our population, and the realities of our transportation needs, California has to build a high-speed network sooner or later. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I'm convinced it's going to be built. But in which way, I don't know. And with how many ups and downs, I don't know. I intentionally haven't tried to look at the details and second-guess people. Maybe they know something I didn't know. I hope they do. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_47678\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/78027845.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/78027845-300x200.jpg\" alt=\"Close-up of the front of a bullet train in the station in Zurich, Switzerland.\" title=\"swissbullet\" width=\"300\" height=\"200\" class=\"size-medium wp-image-47678\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Close-up of the front of a bullet train in the station in Zurich, Switzerland. (Photo: Thinkstock)\u003c/figcaption>\u003c/figure>\n\u003cp>On Thursday, Congress delivered \u003ca href=\"http://news.google.com/news/more?q=high-speed+rail&hl=en&client=firefox-a&hs=hQB&rls=org.mozilla:en-US:official&prmd=imvnsul&biw=1148&bih=669&um=1&ie=UTF-8&ncl=dlfKYOqEVr_gDJMmcUO9wHaBDCS2M&ei=yInFTuj_HuGqiALX1cjgBQ&sa=X&oi=news_result&ct=more-results&resnum=1&ved=0CDAQqgIwAA\">another blow\u003c/a> to California’s embattled plan to build a bullet train from San Francisco to Anaheim. \u003c/p>\n\u003cp>House and Senate negotiators agreed to kill President Obama’s high speed rail program, which would have funneled billions of dollars for high speed rail construction. \u003c/p>\n\u003cp>Obama’s plan would have provided $8 billion in funding in 2012, and then an additional $53 billion over the next six years.\u003c/p>\n\u003cp>California is already poised to collect $3 billion in federal stimulus funds, which will help it build the first leg of the line -- the much-maligned “Rail to Nowhere,” from Fresno to Bakersfield. \u003c/p>\n\u003cp>But in order to complete the full system from San Francisco to Anaheim, rail officials are counting on an additional $55 billion of federal money, as well as private investment. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Asked how the news from Washington affects California’s plans, High Speed Rail Authority spokeswoman Rachel Wall said the project isn’t dependent on 2012 federal funding. \u003c/p>\n\u003cp>“Our plan assumes no federal funding before 2014,” said Wall. \u003c/p>\n\u003cp>Wall said the High Speed Rail Authority will continue to work with Congress to obtain federal grants or loans beginning in 2014. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We’re looking to federal funding in the long term, but not the near term.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_47678\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/78027845.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/78027845-300x200.jpg\" alt=\"Close-up of the front of a bullet train in the station in Zurich, Switzerland.\" title=\"swissbullet\" width=\"300\" height=\"200\" class=\"size-medium wp-image-47678\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Close-up of the front of a bullet train in the station in Zurich, Switzerland. (Photo: Thinkstock)\u003c/figcaption>\u003c/figure>\n\u003cp>On Thursday, Congress delivered \u003ca href=\"http://news.google.com/news/more?q=high-speed+rail&hl=en&client=firefox-a&hs=hQB&rls=org.mozilla:en-US:official&prmd=imvnsul&biw=1148&bih=669&um=1&ie=UTF-8&ncl=dlfKYOqEVr_gDJMmcUO9wHaBDCS2M&ei=yInFTuj_HuGqiALX1cjgBQ&sa=X&oi=news_result&ct=more-results&resnum=1&ved=0CDAQqgIwAA\">another blow\u003c/a> to California’s embattled plan to build a bullet train from San Francisco to Anaheim. \u003c/p>\n\u003cp>House and Senate negotiators agreed to kill President Obama’s high speed rail program, which would have funneled billions of dollars for high speed rail construction. \u003c/p>\n\u003cp>Obama’s plan would have provided $8 billion in funding in 2012, and then an additional $53 billion over the next six years.\u003c/p>\n\u003cp>California is already poised to collect $3 billion in federal stimulus funds, which will help it build the first leg of the line -- the much-maligned “Rail to Nowhere,” from Fresno to Bakersfield. \u003c/p>\n\u003cp>But in order to complete the full system from San Francisco to Anaheim, rail officials are counting on an additional $55 billion of federal money, as well as private investment. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Asked how the news from Washington affects California’s plans, High Speed Rail Authority spokeswoman Rachel Wall said the project isn’t dependent on 2012 federal funding. \u003c/p>\n\u003cp>“Our plan assumes no federal funding before 2014,” said Wall. \u003c/p>\n\u003cp>Wall said the High Speed Rail Authority will continue to work with Congress to obtain federal grants or loans beginning in 2014. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We’re looking to federal funding in the long term, but not the near term.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_47181\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/BayBridge2.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/BayBridge2.jpg\" alt=\"\" title=\"BayBridge\" width=\"248\" height=\"140\" class=\"size-full wp-image-47181\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Justin Sullivan/Getty\u003c/figcaption>\u003c/figure>\n\u003cp>There have been a lot of \u003ca href=\"http://ww2.kqed.org/news/2011/08/30/photos-from-top-of-the-bay-bridge-tower/\">hoopla\u003c/a> and \u003ca href=\"http://ww2.kqed.org/news/2011/08/30/photos-from-top-of-the-bay-bridge-tower/\">photo ops\u003c/a> around the construction of the Bay Bridge’s new \u003ca href=\"http://baybridgeinfo.org/projects/sas\">East Span\u003c/a>, scheduled for completion in 2013. \u003c/p>\n\u003cp>But Sacramento Bee reporter Charles Piller this weekend threw cold water on the celebratory drive to completion with his \u003ca href=\"http://www.sacbee.com/2011/11/12/4050167/questions-raised-on-bay-bridge.html\">\u003cstrong>investigative piece\u003c/strong>\u003c/a> questioning the testing of the structural integrity of the bridge’s new Eastern Span. Caltrans has \u003ca href=\"http://www.sacbee.com/2011/11/15/4055349/san-francisco-bay-bridge-tests.html\">fired two employees\u003c/a> over the scandal, but the Bee report seems to indicate this may be only the beginning. \u003c/p>\n\u003cp>You can read Piller’s long \u003ca href=\"http://www.sacbee.com/2011/11/12/4050167/questions-raised-on-bay-bridge.html\">\u003cstrong>investigative report\u003c/strong>\u003c/a> here, or for a good summary, look at the edited transcript of Piller’s \u003ca href=\"http://www.kqed.org/a/forum/R201111140930\">appearance yesterday on KQED Radio’s Forum\u003c/a>, after the audio of the show: \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cblockquote>\u003cp>\n\u003cstrong>Charles Piller\u003c/strong>\u003c/p>\n\u003cp>We’re talking about a variety of problems. Falsified data is the most troubling. We know in at least three circumstances that data was proved to be falsified by a technician at Caltrans responsible for testing the foundations of a variety of freeway structures. \u003c/p>\n\u003cp>We also know there were irregularities in both the design and the testing of the Bay Bridge main tower. There is no evidence at this point that data were falsified associated with that tower, however, because the design and the testing concerns are significant, experts I’ve spoken to suggest a review be made of this tower to ensure its safety.\u003c/p>\n\u003cp>Unfortunately the response from Caltrans has been mostly to assert that the structures, including the Bay Bridge tower, are safe, without providing evidence to suggest they’ve done the proper analysis to ensure that safety. \u003c/p>\n\u003cp>We did a close review of 50,000 testing documents, memos, personnel files, and evaluations of Caltrans data associated with bridge testing. We found many of their responses are directly contradicted by their own testing documents. \u003c/p>\n\u003cp>We found that structures all over the state of California were tested by an individual, Duane Wiles, known to have falsified data on at least three structures. \u003c/p>\n\u003cp>He also failed to validate the function of the test instrument, a complex precision instrument that requires daily verification of its proper functioning in order to provide reliable data. Since he didn’t do that on the Bay Bridge and on many other structures over a period of years, there are experts who believe it calls into question the validity of the test results. In many cases he gave a clean bill of health to structures that were tested improperly. \u003c/p>\n\u003cp>There are a couple of other really troubling aspects that I’ve been hoping Caltrans can respond effectively to but haven’t so far. One is that the portions of the Bay Bridge Tower foundation tested by Wiles were not tested with a second testing technique that could have allayed many of the concerns associated with those piles. For some reason Caltrans did not test those piles that he was responsible for with a second testing technique. \u003c/p>\n\u003cp>Secondly, the technicians at Caltrans including, Mr. Wiles, for years and years did not save the raw data files associated with their tests. These are the most important part of determining whether other fabrications took place. So what Caltrans is asserting is that no other fabrications took place, but they don’t have the data files that could validate their claims. \u003c/p>\n\u003cp>Caltrans also claims a very thorough investigation was made once the first falsification was found in 2008, so that the tests were evaluated very carefully by their own internal investigators. But I have documents by the very people who were involved directly in conducting that so-called evaluation who describe it as cursory, as completely inadequate, and that Caltrans has grossly misrepresented that process. \u003c/p>\n\u003cp>\u003cstrong>Michael Krasny\u003c/strong>\u003c/p>\n\u003cp>How safe will the bridge be? \u003c/p>\n\u003cp>\u003cstrong>Charles Piller\u003c/strong>\u003c/p>\n\u003cp>The point here is that there’s some uncertainty in these structures in question. Caltrans disputes that strongly. But the experts we talked to were mixed on the degree of uncertainty these questions about the design and testing of the bridge piles would place on the structure itself. It’s unrealistic to retest or to replace or additionally support those piles because of the engineering difficulties and cost. No one is saying this bridge is unsafe; what we are saying is that because of these gross irregularities and irresponsible management and irresponsible testing procedures over a period of years, it’s reasonable to have an expert group take a look at this data, reassess the degree of uncertainty that might have been introduced, look at it under a worst-case scenario, and reassure the public if possible that this structure is completely safe and reliable. \u003c/p>\n\u003cp>\u003cstrong>Malcolm Dougherty, Interim Director of Caltrans\u003c/strong>\u003c/p>\n\u003cp>It is true that we did have a problem with one individual in terms of falsification of data on three structures, none related to the Bay Bridge. \u003c/p>\n\u003cp>When this came to light, we initiated an investigation internal to the Division of Engineering Services, the unit that runs the foundation testing. We also conducted an audit and investigation, internal to Caltrans. That progressed into an investigation done by the Federal Highway Administration’s Office of Inspector General. There was a progression of investigations done. \u003c/p>\n\u003cp>\u003cstrong>Michael Krasny\u003c/strong>\u003c/p>\n\u003cp>You’re pretty confident about the results?\u003c/p>\n\u003cp>\u003cstrong>Malcolm Dougherty\u003c/strong>\u003c/p>\n\u003cp>We reviewed everything this individual has been working on back to 2004 to see if there were any anomalies, any evidence of falsifications. We reviewed all the foundation testing on the Bay Bridge as well. \u003c/p>\n\u003cp>\u003cstrong>Michael Krasny\u003c/strong>\u003c/p>\n\u003cp>But why the firings only after the story broke?\u003c/p>\n\u003cp>\u003cstrong>Malcolm Dougherty\u003c/strong>\u003c/p>\n\u003cp>The firings also coincided with the conclusion of the investigation. Shortly after the first information that we had on the first falsification, he was moved from his job duty so he wasn’t completing actions related to the safety of inspections. He was reassigned. But then there was a period of letting the investigations play out before action was taken. \u003c/p>\n\u003cp>\u003cstrong>Tony Anziano, toll bridge program manager for Caltrans\u003c/strong>\u003c/p>\n\u003cp>Obviously my focus is on the Bay Bridge. There is absolutely no evidence of any kind that there was any falsified data with respect to the testing performed on the tower foundations for the Bay Bridge. If you look at the article, it’s pretty clear they understood that, but they wanted a front page so they burrowed down into the avenue of design. \u003c/p>\n\u003cp>He cited two so-called experts to support his point that there were irregularities in design. It’s kind of late in the game to be bringing that up. That design was thoroughly vetted both internally and externally and we have an independent panel of experts in place since day one who have taken a look and they’re very content with the design. So there is no evidence of any problems with respect to the Bay Bridge tower foundations. \u003c/p>\n\u003c/blockquote>\n\u003cp>Also, the Bee today held a \u003ca href=\"http://www.sacbee.com/live/\">\u003cstrong>live chat\u003c/strong>\u003c/a> with Piller, who answered questions about his investigation. Click below to see a replay of the event.\u003c/p>\n\u003cdiv style=\"text-align: center\">\u003ciframe loading=\"lazy\" src=\"http://www.coveritlive.com/index2.php/option=com_altcaster/task=viewaltcast/altcast_code=76866ef6ec/height=550/width=470\" scrolling=\"no\" height=\"550px\" width=\"470px\" frameborder=\"0\">\u003ca href=\"http://www.coveritlive.com/mobile.php/option=com_mobile/task=viewaltcast/altcast_code=76866ef6ec\">The Bee’s Charles Piller hosts: Questions raised on Bay Bridge structural tests\u003c/a>\u003c/iframe>\u003c/div>\n\u003cp>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_47181\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/BayBridge2.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/BayBridge2.jpg\" alt=\"\" title=\"BayBridge\" width=\"248\" height=\"140\" class=\"size-full wp-image-47181\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Justin Sullivan/Getty\u003c/figcaption>\u003c/figure>\n\u003cp>There have been a lot of \u003ca href=\"http://ww2.kqed.org/news/2011/08/30/photos-from-top-of-the-bay-bridge-tower/\">hoopla\u003c/a> and \u003ca href=\"http://ww2.kqed.org/news/2011/08/30/photos-from-top-of-the-bay-bridge-tower/\">photo ops\u003c/a> around the construction of the Bay Bridge’s new \u003ca href=\"http://baybridgeinfo.org/projects/sas\">East Span\u003c/a>, scheduled for completion in 2013. \u003c/p>\n\u003cp>But Sacramento Bee reporter Charles Piller this weekend threw cold water on the celebratory drive to completion with his \u003ca href=\"http://www.sacbee.com/2011/11/12/4050167/questions-raised-on-bay-bridge.html\">\u003cstrong>investigative piece\u003c/strong>\u003c/a> questioning the testing of the structural integrity of the bridge’s new Eastern Span. Caltrans has \u003ca href=\"http://www.sacbee.com/2011/11/15/4055349/san-francisco-bay-bridge-tests.html\">fired two employees\u003c/a> over the scandal, but the Bee report seems to indicate this may be only the beginning. \u003c/p>\n\u003cp>You can read Piller’s long \u003ca href=\"http://www.sacbee.com/2011/11/12/4050167/questions-raised-on-bay-bridge.html\">\u003cstrong>investigative report\u003c/strong>\u003c/a> here, or for a good summary, look at the edited transcript of Piller’s \u003ca href=\"http://www.kqed.org/a/forum/R201111140930\">appearance yesterday on KQED Radio’s Forum\u003c/a>, after the audio of the show: \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cblockquote>\u003cp>\n\u003cstrong>Charles Piller\u003c/strong>\u003c/p>\n\u003cp>We’re talking about a variety of problems. Falsified data is the most troubling. We know in at least three circumstances that data was proved to be falsified by a technician at Caltrans responsible for testing the foundations of a variety of freeway structures. \u003c/p>\n\u003cp>We also know there were irregularities in both the design and the testing of the Bay Bridge main tower. There is no evidence at this point that data were falsified associated with that tower, however, because the design and the testing concerns are significant, experts I’ve spoken to suggest a review be made of this tower to ensure its safety.\u003c/p>\n\u003cp>Unfortunately the response from Caltrans has been mostly to assert that the structures, including the Bay Bridge tower, are safe, without providing evidence to suggest they’ve done the proper analysis to ensure that safety. \u003c/p>\n\u003cp>We did a close review of 50,000 testing documents, memos, personnel files, and evaluations of Caltrans data associated with bridge testing. We found many of their responses are directly contradicted by their own testing documents. \u003c/p>\n\u003cp>We found that structures all over the state of California were tested by an individual, Duane Wiles, known to have falsified data on at least three structures. \u003c/p>\n\u003cp>He also failed to validate the function of the test instrument, a complex precision instrument that requires daily verification of its proper functioning in order to provide reliable data. Since he didn’t do that on the Bay Bridge and on many other structures over a period of years, there are experts who believe it calls into question the validity of the test results. In many cases he gave a clean bill of health to structures that were tested improperly. \u003c/p>\n\u003cp>There are a couple of other really troubling aspects that I’ve been hoping Caltrans can respond effectively to but haven’t so far. One is that the portions of the Bay Bridge Tower foundation tested by Wiles were not tested with a second testing technique that could have allayed many of the concerns associated with those piles. For some reason Caltrans did not test those piles that he was responsible for with a second testing technique. \u003c/p>\n\u003cp>Secondly, the technicians at Caltrans including, Mr. Wiles, for years and years did not save the raw data files associated with their tests. These are the most important part of determining whether other fabrications took place. So what Caltrans is asserting is that no other fabrications took place, but they don’t have the data files that could validate their claims. \u003c/p>\n\u003cp>Caltrans also claims a very thorough investigation was made once the first falsification was found in 2008, so that the tests were evaluated very carefully by their own internal investigators. But I have documents by the very people who were involved directly in conducting that so-called evaluation who describe it as cursory, as completely inadequate, and that Caltrans has grossly misrepresented that process. \u003c/p>\n\u003cp>\u003cstrong>Michael Krasny\u003c/strong>\u003c/p>\n\u003cp>How safe will the bridge be? \u003c/p>\n\u003cp>\u003cstrong>Charles Piller\u003c/strong>\u003c/p>\n\u003cp>The point here is that there’s some uncertainty in these structures in question. Caltrans disputes that strongly. But the experts we talked to were mixed on the degree of uncertainty these questions about the design and testing of the bridge piles would place on the structure itself. It’s unrealistic to retest or to replace or additionally support those piles because of the engineering difficulties and cost. No one is saying this bridge is unsafe; what we are saying is that because of these gross irregularities and irresponsible management and irresponsible testing procedures over a period of years, it’s reasonable to have an expert group take a look at this data, reassess the degree of uncertainty that might have been introduced, look at it under a worst-case scenario, and reassure the public if possible that this structure is completely safe and reliable. \u003c/p>\n\u003cp>\u003cstrong>Malcolm Dougherty, Interim Director of Caltrans\u003c/strong>\u003c/p>\n\u003cp>It is true that we did have a problem with one individual in terms of falsification of data on three structures, none related to the Bay Bridge. \u003c/p>\n\u003cp>When this came to light, we initiated an investigation internal to the Division of Engineering Services, the unit that runs the foundation testing. We also conducted an audit and investigation, internal to Caltrans. That progressed into an investigation done by the Federal Highway Administration’s Office of Inspector General. There was a progression of investigations done. \u003c/p>\n\u003cp>\u003cstrong>Michael Krasny\u003c/strong>\u003c/p>\n\u003cp>You’re pretty confident about the results?\u003c/p>\n\u003cp>\u003cstrong>Malcolm Dougherty\u003c/strong>\u003c/p>\n\u003cp>We reviewed everything this individual has been working on back to 2004 to see if there were any anomalies, any evidence of falsifications. We reviewed all the foundation testing on the Bay Bridge as well. \u003c/p>\n\u003cp>\u003cstrong>Michael Krasny\u003c/strong>\u003c/p>\n\u003cp>But why the firings only after the story broke?\u003c/p>\n\u003cp>\u003cstrong>Malcolm Dougherty\u003c/strong>\u003c/p>\n\u003cp>The firings also coincided with the conclusion of the investigation. Shortly after the first information that we had on the first falsification, he was moved from his job duty so he wasn’t completing actions related to the safety of inspections. He was reassigned. But then there was a period of letting the investigations play out before action was taken. \u003c/p>\n\u003cp>\u003cstrong>Tony Anziano, toll bridge program manager for Caltrans\u003c/strong>\u003c/p>\n\u003cp>Obviously my focus is on the Bay Bridge. There is absolutely no evidence of any kind that there was any falsified data with respect to the testing performed on the tower foundations for the Bay Bridge. If you look at the article, it’s pretty clear they understood that, but they wanted a front page so they burrowed down into the avenue of design. \u003c/p>\n\u003cp>He cited two so-called experts to support his point that there were irregularities in design. It’s kind of late in the game to be bringing that up. 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Click below to see a replay of the event.\u003c/p>\n\u003cdiv style=\"text-align: center\">\u003ciframe loading=\"lazy\" src=\"http://www.coveritlive.com/index2.php/option=com_altcaster/task=viewaltcast/altcast_code=76866ef6ec/height=550/width=470\" scrolling=\"no\" height=\"550px\" width=\"470px\" frameborder=\"0\">\u003ca href=\"http://www.coveritlive.com/mobile.php/option=com_mobile/task=viewaltcast/altcast_code=76866ef6ec\">The Bee’s Charles Piller hosts: Questions raised on Bay Bridge structural tests\u003c/a>\u003c/iframe>\u003c/div>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Linton Johnson Reassigned by BART; \"You'll Have to Go to the Communications Department I Built\" ",
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"content": "\u003cfigure id=\"attachment_47000\" class=\"wp-caption alignleft\" style=\"max-width: 120px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/lindtonjohnson.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/lindtonjohnson.jpg\" alt=\"\" title=\"lindtonjohnson\" width=\"120\" height=\"161\" class=\"size-full wp-image-47000\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Linton Johnson\u003c/figcaption>\u003c/figure>\n\u003cp>BART today announced a re-organization of its communications department that does not include longtime spokesperson Linton Johnson. When contacted by the \u003ca href=\"http://www.sfexaminer.com/local/bay-area/2011/11/bart-moves-spokesman-linton-johnson-new-position#ixzz1dhxnHfQZ\">San Francisco Examiner\u003c/a>, Johnson said, \"They’re telling me I no longer speak for the district. If you want answers, you’ll have to go the communications department that I built.\"\u003c/p>\n\u003cp>BART outlined Johnson's new role in a press release announcing Jim Allison and Luna Salaver as the \"key media contact points for BART...\" Johnson had been the primary spokesperson until he went on personal leave in late August. \u003c/p>\n\u003cp>Johnson's new role, per BART:\u003c/p>\n\u003cblockquote>\u003cp>Linton Johnson has been appointed to the position of Strategic Program Manager for External Affairs. He will work with BART departments to develop and implement large scale communications strategies for major\u003cbr>\nDistrict programs. Some of these programs include the planning and acquisition of a new rail car fleet for BART, a pilot project to place digital screens on station platforms to improve communication of important messages and public information, and the on-going roll out of the Clipper Card, among other initiatives.\n\u003c/p>\u003c/blockquote>\n\u003cp>Johnson's reassignment comes a few months after a particularly difficult period for both him and BART. In August \u003ca href=\"http://ww2.kqed.org/news/2011/08/15/bart-decries-hacker-attack-defends-cell-phone-shutdown/\">protesters targeted the transit agency\u003c/a> over the shooting death by BART police of Charles Hill, a 45-year-old transient who police said had been brandishing a knife at them.\u003c/p>\n\u003cp>Anti-BART sentiment gained momentum after BART shut down cell phone service in a successful attempt to pre-emptively disrupt a planned protest. A loosely-knit group of computer activists self-identifying under the banner \"Anonymous\" took severe offense at the action, equating it to tactics used by authoritarian regimes like Egypt during this year's \"\u003ca href=\"http://en.wikipedia.org/wiki/Arab_Spring\">Arab Spring\u003c/a>.\" \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Johnson, whose job it was to \u003ca href=\"http://www.youtube.com/watch?v=SMe22epBu54\">defend BART\u003c/a> over the Hill incident and, previously, the shooting death of Oscar Grant by BART cop Johannes Mehserle, attracted the special ire of the anonymous \"hacktivists.\" When Johnson acknowledged the idea for shutting down cell service was his, that really enflamed the group, a member of whom publicized semi-nude photos of Johnson, allegedly taken from his web site. Stating that his grandmorther was ill, Johnson then went on personal leave and has not been heard from since.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Full press release from BART: \u003c/p>\n\u003cblockquote>\u003cp>OAKLAND, CA ñ BART has announced a reorganization of its communication and spokesperson functions to provide more transparent and precise information about its operations. The need to provide comprehensive information on a wide range of functional areas within the organization, combined with the\u003cbr>\nsheer volume of information of interest to the public, drove the decision\u003cbr>\nto diversify the communications roles.\u003c/p>\n\u003cp>The restructured department now is now led by one Department Manager and\u003cbr>\ntwo communications officers (CO). The two COs will share media response\u003cbr>\nduties to ensure 24 hour coverage (after hours via pager.) The COs will\u003cbr>\nwork with subject matter experts in various departments to respond to media\u003cbr>\ninquiries. In addition, BART is implementing a recommendation made by the\u003cbr>\nNational Organization of Black Law Enforcement Executives (NOBLE) as part\u003cbr>\nof its extensive review of the BART Police Department to establish a Media\u003cbr>\nRepresentative for the BART Police Department. The BART Police Department\u003cbr>\nMedia Representative will work with the Communications Officers to more\u003cbr>\neffectively respond to all media requests for information on BART Police\u003cbr>\nmatters.\u003c/p>\n\u003cp>Jim Allison and Luna Salaver from the Communications Department will remain\u003cbr>\nthe key media contact points for BART and will share Communication Officer\u003cbr>\nduties for the agency. Luna Salaver, who is a Public Information Officer on\u003cbr>\nloan from Capital Corridor, will remain as a part time CO until the\u003cbr>\nposition is posted and filled. Please contact them for all your\u003cbr>\ninformation and interview requests. They will direct and facilitate\u003cbr>\ninquiries to the appropriate spokesperson if the question is to be\u003cbr>\naddressed by other functional departments or by the General Manager.\u003c/p>\n\u003cp>Their contact information is:\u003cbr>\nJim Allison\u003cbr>\nOffice 510 464 7110\u003cbr>\nEmail JAllis1@bart.gov\n\u003c/p>\u003c/blockquote>\n\n",
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"description": "BART today announced a re-organization of its communications department that does not include longtime spokesperson Linton Johnson. When contacted by the San Francisco Examiner, Johnson said, "They’re telling me I no longer speak for the district. If you want answers, you’ll have to go the communications department that I built." BART outlined Johnson's new role",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_47000\" class=\"wp-caption alignleft\" style=\"max-width: 120px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/lindtonjohnson.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/lindtonjohnson.jpg\" alt=\"\" title=\"lindtonjohnson\" width=\"120\" height=\"161\" class=\"size-full wp-image-47000\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Linton Johnson\u003c/figcaption>\u003c/figure>\n\u003cp>BART today announced a re-organization of its communications department that does not include longtime spokesperson Linton Johnson. When contacted by the \u003ca href=\"http://www.sfexaminer.com/local/bay-area/2011/11/bart-moves-spokesman-linton-johnson-new-position#ixzz1dhxnHfQZ\">San Francisco Examiner\u003c/a>, Johnson said, \"They’re telling me I no longer speak for the district. If you want answers, you’ll have to go the communications department that I built.\"\u003c/p>\n\u003cp>BART outlined Johnson's new role in a press release announcing Jim Allison and Luna Salaver as the \"key media contact points for BART...\" Johnson had been the primary spokesperson until he went on personal leave in late August. \u003c/p>\n\u003cp>Johnson's new role, per BART:\u003c/p>\n\u003cblockquote>\u003cp>Linton Johnson has been appointed to the position of Strategic Program Manager for External Affairs. He will work with BART departments to develop and implement large scale communications strategies for major\u003cbr>\nDistrict programs. Some of these programs include the planning and acquisition of a new rail car fleet for BART, a pilot project to place digital screens on station platforms to improve communication of important messages and public information, and the on-going roll out of the Clipper Card, among other initiatives.\n\u003c/p>\u003c/blockquote>\n\u003cp>Johnson's reassignment comes a few months after a particularly difficult period for both him and BART. In August \u003ca href=\"http://ww2.kqed.org/news/2011/08/15/bart-decries-hacker-attack-defends-cell-phone-shutdown/\">protesters targeted the transit agency\u003c/a> over the shooting death by BART police of Charles Hill, a 45-year-old transient who police said had been brandishing a knife at them.\u003c/p>\n\u003cp>Anti-BART sentiment gained momentum after BART shut down cell phone service in a successful attempt to pre-emptively disrupt a planned protest. A loosely-knit group of computer activists self-identifying under the banner \"Anonymous\" took severe offense at the action, equating it to tactics used by authoritarian regimes like Egypt during this year's \"\u003ca href=\"http://en.wikipedia.org/wiki/Arab_Spring\">Arab Spring\u003c/a>.\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Johnson, whose job it was to \u003ca href=\"http://www.youtube.com/watch?v=SMe22epBu54\">defend BART\u003c/a> over the Hill incident and, previously, the shooting death of Oscar Grant by BART cop Johannes Mehserle, attracted the special ire of the anonymous \"hacktivists.\" When Johnson acknowledged the idea for shutting down cell service was his, that really enflamed the group, a member of whom publicized semi-nude photos of Johnson, allegedly taken from his web site. Stating that his grandmorther was ill, Johnson then went on personal leave and has not been heard from since.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Full press release from BART: \u003c/p>\n\u003cblockquote>\u003cp>OAKLAND, CA ñ BART has announced a reorganization of its communication and spokesperson functions to provide more transparent and precise information about its operations. The need to provide comprehensive information on a wide range of functional areas within the organization, combined with the\u003cbr>\nsheer volume of information of interest to the public, drove the decision\u003cbr>\nto diversify the communications roles.\u003c/p>\n\u003cp>The restructured department now is now led by one Department Manager and\u003cbr>\ntwo communications officers (CO). The two COs will share media response\u003cbr>\nduties to ensure 24 hour coverage (after hours via pager.) The COs will\u003cbr>\nwork with subject matter experts in various departments to respond to media\u003cbr>\ninquiries. In addition, BART is implementing a recommendation made by the\u003cbr>\nNational Organization of Black Law Enforcement Executives (NOBLE) as part\u003cbr>\nof its extensive review of the BART Police Department to establish a Media\u003cbr>\nRepresentative for the BART Police Department. The BART Police Department\u003cbr>\nMedia Representative will work with the Communications Officers to more\u003cbr>\neffectively respond to all media requests for information on BART Police\u003cbr>\nmatters.\u003c/p>\n\u003cp>Jim Allison and Luna Salaver from the Communications Department will remain\u003cbr>\nthe key media contact points for BART and will share Communication Officer\u003cbr>\nduties for the agency. Luna Salaver, who is a Public Information Officer on\u003cbr>\nloan from Capital Corridor, will remain as a part time CO until the\u003cbr>\nposition is posted and filled. Please contact them for all your\u003cbr>\ninformation and interview requests. They will direct and facilitate\u003cbr>\ninquiries to the appropriate spokesperson if the question is to be\u003cbr>\naddressed by other functional departments or by the General Manager.\u003c/p>\n\u003cp>Their contact information is:\u003cbr>\nJim Allison\u003cbr>\nOffice 510 464 7110\u003cbr>\nEmail JAllis1@bart.gov\n\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"title": "Video: Man Run Over by Car During Occupy Oakland Protest Speaks Out",
"headTitle": "Video: Man Run Over by Car During Occupy Oakland Protest Speaks Out | KQED",
"content": "\u003cp>A video of a confrontation between a driver in a Mercedes and two protesters on Wednesday night is just one of many controversial incidents that occurred during last week’s Occupy Oakland demonstrations. From the \u003ca href=\"http://articles.sfgate.com/2011-11-03/bay-area/30357984_1_mercedes-hits-driver-witnesses\">Chronicle’s report\u003c/a> last week:\u003c/p>\n\u003cblockquote>\u003cp>A car struck two Occupy Oakland protesters tonight as they marched with a crowd along Broadway, and an angry mob surrounded the car as emergency workers tended to the injured. The driver, who was not identified, sat in his silver Mercedes-Benz sedan after the 7:30 p.m. incident while hundreds of people screamed at him through his closed windows. BART police officers who were guarding nearby transit stations responded, questioned the driver and several witnesses, then let the driver leave the scene at 11th Street and Broadway in his car.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Here’s \u003ca href=\"http://www.youtube.com/watch?v=Q27cW8_YlBs\">video\u003c/a> of the incident and the aftermath: \u003c/p>\n\u003cdiv style=\"text-align: center\">\u003ciframe loading=\"lazy\" width=\"480\" height=\"274\" src=\"http://www.youtube.com/embed/Q27cW8_YlBs\" frameborder=\"0\">\u003c/iframe>\u003c/div>\n\u003cp>\u003c/p>\n\u003cp>KGO today put up an \u003ca href=\"http://abclocal.go.com/kgo/video?id=8421028\">extended interview\u003c/a> with Lance Lavendure, one of the protesters struck by the car. Lavendure says he still doesn’t know who the driver is and that he and the other pedestrian injured “want to know why he’s not in jail.” Lavendure is using a cane to walk as a result of the collision, and KGO is reporting his companion’s ankle was “crushed.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART, for its part, \u003ca href=\"http://abclocal.go.com/kgo/story?section=news/local/east_bay&id=8417185\">defended the release of the driver\u003c/a> by officers, and on Friday released this \u003ca href=\"http://www.bart.gov/news/articles/2011/news20111104a.aspx\">statement and timeline of events\u003c/a>. The transit agency said the incident is being investigated by the Oakland Police Department, which has jurisdiction, and that it was the OPD who “advised BART Police to release the driver of the involved vehicle.”\u003c/p>\n\u003cblockquote>\u003cp>BART Police on the scene observed no evidence of alcohol use by the driver. The BART Lieutenant at the EOC (Emegency Operations Center) relayed this information to an Oakland Police Lieutenant at the EOC, who then reported it to a higher-ranking member (Deputy Chief) of the Oakland Police Department. Oakland Police requested BART Police gather information from the driver, his vehicle, the injured pedestrians, including the extent of injuries and the destination hospital; and to turn over the information to Oakland Police for investigation. Oakland Police further advised BART Police to release the driver of the involved vehicle.\u003c/p>\u003c/blockquote>\n\n",
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"description": "A video of a confrontation between a driver in a Mercedes and two protesters on Wednesday night is just one of many controversial incidents that occurred during last week's Occupy Oakland demonstrations. From the Chronicle's report last week: A car struck two Occupy Oakland protesters tonight as they marched with a crowd along Broadway, and",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A video of a confrontation between a driver in a Mercedes and two protesters on Wednesday night is just one of many controversial incidents that occurred during last week’s Occupy Oakland demonstrations. From the \u003ca href=\"http://articles.sfgate.com/2011-11-03/bay-area/30357984_1_mercedes-hits-driver-witnesses\">Chronicle’s report\u003c/a> last week:\u003c/p>\n\u003cblockquote>\u003cp>A car struck two Occupy Oakland protesters tonight as they marched with a crowd along Broadway, and an angry mob surrounded the car as emergency workers tended to the injured. The driver, who was not identified, sat in his silver Mercedes-Benz sedan after the 7:30 p.m. incident while hundreds of people screamed at him through his closed windows. BART police officers who were guarding nearby transit stations responded, questioned the driver and several witnesses, then let the driver leave the scene at 11th Street and Broadway in his car.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Here’s \u003ca href=\"http://www.youtube.com/watch?v=Q27cW8_YlBs\">video\u003c/a> of the incident and the aftermath: \u003c/p>\n\u003cdiv style=\"text-align: center\">\u003ciframe loading=\"lazy\" width=\"480\" height=\"274\" src=\"http://www.youtube.com/embed/Q27cW8_YlBs\" frameborder=\"0\">\u003c/iframe>\u003c/div>\n\u003cp>\u003c/p>\n\u003cp>KGO today put up an \u003ca href=\"http://abclocal.go.com/kgo/video?id=8421028\">extended interview\u003c/a> with Lance Lavendure, one of the protesters struck by the car. Lavendure says he still doesn’t know who the driver is and that he and the other pedestrian injured “want to know why he’s not in jail.” Lavendure is using a cane to walk as a result of the collision, and KGO is reporting his companion’s ankle was “crushed.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "California High-Speed Rail Business Plan Announced",
"title": "California High-Speed Rail Business Plan Announced",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>\u003cem>Update 1 p.m.\u003c/em> KQED's John Myers \u003ca href=\"http://twitter.com/#!/kqed_capnotes\">tweeted the news event\u003c/a> today at which the business plan was announced. \u003c/p>\n\u003cp>(AP) SACRAMENTO, Calif.—The new business plan for California's high-speed rail system shows the nation's most ambitious state rail project could cost nearly $100 billion in inflation-adjusted funding over a 20-year construction period, according to a draft copy of the plan shared with The Associated Press. \u003c/p>\n\u003cfigure id=\"attachment_45394\" class=\"wp-caption alignleft\" style=\"max-width: 288px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/high-speed-rail.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/high-speed-rail.jpg\" alt=\"\" title=\"high-speed-rail\" width=\"288\" height=\"162\" class=\"size-full wp-image-45394\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>But the plan also says the system would be profitable even at the lowest ridership estimates and wouldn't require public operating subsidies.\u003c/p>\n\u003cp>The report reviewed late Monday estimates the actual cost at $98.5 billion if the route between San Francisco and Anaheim is completed in 2033. The plan assumes private investment will account for roughly 20 percent of the total cost, with much of the rest coming from additional borrowing.\u003c/p>\n\u003cp>The initial estimate to build the system when voters approved bond funding for it in 2008 was $43 billion. In non-adjusted, 2010 dollars that amount is now $65.4 billion, showing the costs have risen significantly. \u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"This is us telling it like it is to the public -- no sugar-coating, no baloney,\" said Dan Richard, one of two appointees Gov. Jerry Brown made to the California High-Speed Rail Authority last summer.\u003c/p>\n\u003cp>The business plan will be publicly released Tuesday during a news conference at the California State Railroad Museum in Sacramento.\u003c/p>\n\u003cp>It also calls for retaining the most controversial aspect of the proposed rail line -- starting construction in the Central Valley. Critics want to start in more populated areas of southern or northern California in case money runs out before the full system is finished, which they worry would create a \"train to nowhere.\"\u003c/p>\n\u003cp>But $3.5 billion in federal funding is contingent upon the Central Valley route, and construction must begin before October 2012. That does not leave enough time for new engineering proposals and environmental reviews to be conducted elsewhere, the plan says.\u003c/p>\n\u003cp>The new business plan says the system will be built in sections than can operate independently and make money, even if no more track were ever built, Richard said. Planners hope each new section will generate momentum -- and private investment -- to complete subsequent sections.\u003c/p>\n\u003cp>The business plan also says the high-speed rail system will use existing rail lines to carry passengers on the final legs into San Francisco and the Los Angeles basin. Doing so instead of building new high-speed lines not only saves money but makes the project more politically palatable by reducing neighborhood objections.\u003c/p>\n\u003cp>Sen. Joe Simitian, D-Palo Alto, had pushed to use existing tracks in urban areas. He said that change in the plan was good news, along with more realistic cost projections in the new report, which he had not seen.\u003c/p>\n\u003cp>\"The good news is they're at least coming up with a real number; the bad news is that's a pretty scary number,\" Simitian told The Associated Press.\u003c/p>\n\u003cp>The plan is being released at a politically sensitive time for the rail project.\u003c/p>\n\u003cp>Governors and lawmakers in several other states have been backing away from costly high-speed rail plans because of ongoing state budget deficits caused by the recession. Florida, Wisconsin and Ohio all pulled back on their rail plans, leading the Obama administration to turn over their federal money to California.\u003c/p>\n\u003cp>California voters and the Obama administration already have committed nearly $13 billion to the state's high-speed rail project, but the plan has faced increasing scrutiny about whether it will ever become reality.\u003c/p>\n\u003cp>The new business plan said it offers a more realistic cost estimate based on inflation over 20 years and estimates as much as $20 billion in private financing. Richard said it \"will be a true public-private partnership.\"\u003c/p>\n\u003cp>The plan also calls for the rail segments to be phased in over several years, as is the case with other high-speed rail projects around the world. If the segments are built faster, the cost would decrease, the report said.\u003c/p>\n\u003cp>\"Importantly, the phased approach means that decisions made today won't tie the state's hands tomorrow,\" the report states.\u003c/p>\n\u003cp>Even under the most conservative ridership projections, the report said the rail system would have a net operating profit.\u003c/p>\n\u003cp>It pegs ridership at anywhere from 7.4 million to 10.8 million riders by 2025 for an initial southbound phase. Even at low ridership projections, the project would have a net operating profit of $352 million a year, the report said.\u003c/p>\n\u003cp>The average ticket between San Francisco and Los Angeles would cost $81 in non-adjusted dollars, with express trains completing the trip in less than three hours.\u003c/p>\n\u003cp>The Democratic governor asked his two summer appointees to take a hard look at the project. Richard spent 12 years on the board of the Bay Area Rapid Transit system, and retired Bank of America executive Michael E. Rossi also is Brown's jobs adviser.\u003c/p>\n\u003cp>Under the revised business plan, initial construction would start with a $5.2 billion \"spine\" from Fresno to Bakersfield to be completed in 2017. The line would then be extended further north or south -- from Merced to Palmdale, in the Los Angeles basin, or from Bakersfield to San Jose.\u003c/p>\n\u003cp>The first 130-mile segment would create about 100,000 jobs in the hard-hit Central Valley, according to the report. Building the entire system would generate about 1 million jobs.\u003c/p>\n\u003cp>The report notes that while the $98.5 billion tab seems high, California's growing population would otherwise require about $170 billion in new infrastructure, such as freeways and airport runways.\u003c/p>\n\u003cp>Brown said in August that he still supports the plan to link San Francisco with Los Angeles and Anaheim by 2020, but his Department of Finance is expected to review the proposal in detail before he signs off.\u003c/p>\n\u003cp>Late Monday, Brown issued a statement saying the first section in the Central Valley will create jobs \"at a time when we really need them.\" He also noted that a high-speed rail line will accommodate the state's population growth \"without the huge expense and intractable problems of massive highway and airport expansion.\"\u003c/p>\n\u003cp>State Sen. Alan Lowenthal, D-Long Beach, a one-time proponent of the project and chairman of the Senate select committee on high-speed rail, has said California should consider returning the $3.5 billion in federal grants and halting the project unless the authority lays out a clear path to finance, build and operate the system. He said California taxpayers must not be on the hook for unexpected cost overruns.\u003c/p>\n\u003cp>Some lawmakers were being briefed on the plan Monday night.\u003c/p>\n\u003cp>In a report issued last July, a peer-review committee created as part of the 2008 ballot measure that approved $9 billion in bonds said later phases of the rail project rely almost entirely on federal, state and local money that might never materialize. That poses a risk that whatever is started will not be finished and might be of little use to most California residents, that review said.\u003c/p>\n\u003cp>The Legislature, which returns in January, must approve the proposal, along with Brown.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Related\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.cahsrblog.com/2011/10/how-much-is-your-future-worth/\">How Much is Your Future Worth?\u003c/a> (California High-Speed Rail Blog)\n\u003c/li>\u003c/ul>\n\n",
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"description": "Update 1 p.m. KQED's John Myers tweeted the news event today at which the business plan was announced. (AP) SACRAMENTO, Calif.—The new business plan for California's high-speed rail system shows the nation's most ambitious state rail project could cost nearly $100 billion in inflation-adjusted funding over a 20-year construction period, according to a draft copy",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Update 1 p.m.\u003c/em> KQED's John Myers \u003ca href=\"http://twitter.com/#!/kqed_capnotes\">tweeted the news event\u003c/a> today at which the business plan was announced. \u003c/p>\n\u003cp>(AP) SACRAMENTO, Calif.—The new business plan for California's high-speed rail system shows the nation's most ambitious state rail project could cost nearly $100 billion in inflation-adjusted funding over a 20-year construction period, according to a draft copy of the plan shared with The Associated Press. \u003c/p>\n\u003cfigure id=\"attachment_45394\" class=\"wp-caption alignleft\" style=\"max-width: 288px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/high-speed-rail.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/11/high-speed-rail.jpg\" alt=\"\" title=\"high-speed-rail\" width=\"288\" height=\"162\" class=\"size-full wp-image-45394\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>But the plan also says the system would be profitable even at the lowest ridership estimates and wouldn't require public operating subsidies.\u003c/p>\n\u003cp>The report reviewed late Monday estimates the actual cost at $98.5 billion if the route between San Francisco and Anaheim is completed in 2033. The plan assumes private investment will account for roughly 20 percent of the total cost, with much of the rest coming from additional borrowing.\u003c/p>\n\u003cp>The initial estimate to build the system when voters approved bond funding for it in 2008 was $43 billion. In non-adjusted, 2010 dollars that amount is now $65.4 billion, showing the costs have risen significantly. \u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"This is us telling it like it is to the public -- no sugar-coating, no baloney,\" said Dan Richard, one of two appointees Gov. Jerry Brown made to the California High-Speed Rail Authority last summer.\u003c/p>\n\u003cp>The business plan will be publicly released Tuesday during a news conference at the California State Railroad Museum in Sacramento.\u003c/p>\n\u003cp>It also calls for retaining the most controversial aspect of the proposed rail line -- starting construction in the Central Valley. Critics want to start in more populated areas of southern or northern California in case money runs out before the full system is finished, which they worry would create a \"train to nowhere.\"\u003c/p>\n\u003cp>But $3.5 billion in federal funding is contingent upon the Central Valley route, and construction must begin before October 2012. That does not leave enough time for new engineering proposals and environmental reviews to be conducted elsewhere, the plan says.\u003c/p>\n\u003cp>The new business plan says the system will be built in sections than can operate independently and make money, even if no more track were ever built, Richard said. Planners hope each new section will generate momentum -- and private investment -- to complete subsequent sections.\u003c/p>\n\u003cp>The business plan also says the high-speed rail system will use existing rail lines to carry passengers on the final legs into San Francisco and the Los Angeles basin. Doing so instead of building new high-speed lines not only saves money but makes the project more politically palatable by reducing neighborhood objections.\u003c/p>\n\u003cp>Sen. Joe Simitian, D-Palo Alto, had pushed to use existing tracks in urban areas. He said that change in the plan was good news, along with more realistic cost projections in the new report, which he had not seen.\u003c/p>\n\u003cp>\"The good news is they're at least coming up with a real number; the bad news is that's a pretty scary number,\" Simitian told The Associated Press.\u003c/p>\n\u003cp>The plan is being released at a politically sensitive time for the rail project.\u003c/p>\n\u003cp>Governors and lawmakers in several other states have been backing away from costly high-speed rail plans because of ongoing state budget deficits caused by the recession. Florida, Wisconsin and Ohio all pulled back on their rail plans, leading the Obama administration to turn over their federal money to California.\u003c/p>\n\u003cp>California voters and the Obama administration already have committed nearly $13 billion to the state's high-speed rail project, but the plan has faced increasing scrutiny about whether it will ever become reality.\u003c/p>\n\u003cp>The new business plan said it offers a more realistic cost estimate based on inflation over 20 years and estimates as much as $20 billion in private financing. Richard said it \"will be a true public-private partnership.\"\u003c/p>\n\u003cp>The plan also calls for the rail segments to be phased in over several years, as is the case with other high-speed rail projects around the world. If the segments are built faster, the cost would decrease, the report said.\u003c/p>\n\u003cp>\"Importantly, the phased approach means that decisions made today won't tie the state's hands tomorrow,\" the report states.\u003c/p>\n\u003cp>Even under the most conservative ridership projections, the report said the rail system would have a net operating profit.\u003c/p>\n\u003cp>It pegs ridership at anywhere from 7.4 million to 10.8 million riders by 2025 for an initial southbound phase. Even at low ridership projections, the project would have a net operating profit of $352 million a year, the report said.\u003c/p>\n\u003cp>The average ticket between San Francisco and Los Angeles would cost $81 in non-adjusted dollars, with express trains completing the trip in less than three hours.\u003c/p>\n\u003cp>The Democratic governor asked his two summer appointees to take a hard look at the project. Richard spent 12 years on the board of the Bay Area Rapid Transit system, and retired Bank of America executive Michael E. Rossi also is Brown's jobs adviser.\u003c/p>\n\u003cp>Under the revised business plan, initial construction would start with a $5.2 billion \"spine\" from Fresno to Bakersfield to be completed in 2017. The line would then be extended further north or south -- from Merced to Palmdale, in the Los Angeles basin, or from Bakersfield to San Jose.\u003c/p>\n\u003cp>The first 130-mile segment would create about 100,000 jobs in the hard-hit Central Valley, according to the report. Building the entire system would generate about 1 million jobs.\u003c/p>\n\u003cp>The report notes that while the $98.5 billion tab seems high, California's growing population would otherwise require about $170 billion in new infrastructure, such as freeways and airport runways.\u003c/p>\n\u003cp>Brown said in August that he still supports the plan to link San Francisco with Los Angeles and Anaheim by 2020, but his Department of Finance is expected to review the proposal in detail before he signs off.\u003c/p>\n\u003cp>Late Monday, Brown issued a statement saying the first section in the Central Valley will create jobs \"at a time when we really need them.\" He also noted that a high-speed rail line will accommodate the state's population growth \"without the huge expense and intractable problems of massive highway and airport expansion.\"\u003c/p>\n\u003cp>State Sen. Alan Lowenthal, D-Long Beach, a one-time proponent of the project and chairman of the Senate select committee on high-speed rail, has said California should consider returning the $3.5 billion in federal grants and halting the project unless the authority lays out a clear path to finance, build and operate the system. He said California taxpayers must not be on the hook for unexpected cost overruns.\u003c/p>\n\u003cp>Some lawmakers were being briefed on the plan Monday night.\u003c/p>\n\u003cp>In a report issued last July, a peer-review committee created as part of the 2008 ballot measure that approved $9 billion in bonds said later phases of the rail project rely almost entirely on federal, state and local money that might never materialize. That poses a risk that whatever is started will not be finished and might be of little use to most California residents, that review said.\u003c/p>\n\u003cp>The Legislature, which returns in January, must approve the proposal, along with Brown.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Final Section of Bay Bridge Suspension Span Completed (Photos)",
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"content": "\u003cp>(Bay City News) Construction crews began installing the final section of the suspension span of the new eastern span of the Bay Bridge this morning.\u003c/p>\n\u003cp>The section is the 28th and final piece of the deck for the self-anchored suspension span, which has a total length of 2,047 feet, making it the longest span of its kind in the world, according to Caltrans.\u003c/p>\n\u003cp>Marking what bridge officials said was a milestone in the $6.3 billion project, crews used a large custom-built floating crane to place the section. Deck sections vary in weight — from about 560 tons to 1,670 tons — and length, from 64 feet to 229 feet.\u003c/p>\n\u003cp>The last two sections of the road deck — one for each of the parallel roadways — could only be installed after crews completed constructing the 525-foot tower earlier this year.\u003c/p>\n\u003cp>The project is expected to be finished in 2013.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Check out \u003ca href=\"http://www.flickr.com/photos/kqedradio/sets/72157628000200342/\">photos on Flickr\u003c/a> taken by our news intern Don Clyde.\u003c/p>\n\n",
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"description": "(Bay City News) Construction crews began installing the final section of the suspension span of the new eastern span of the Bay Bridge this morning. The section is the 28th and final piece of the deck for the self-anchored suspension span, which has a total length of 2,047 feet, making it the longest span of",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>(Bay City News) Construction crews began installing the final section of the suspension span of the new eastern span of the Bay Bridge this morning.\u003c/p>\n\u003cp>The section is the 28th and final piece of the deck for the self-anchored suspension span, which has a total length of 2,047 feet, making it the longest span of its kind in the world, according to Caltrans.\u003c/p>\n\u003cp>Marking what bridge officials said was a milestone in the $6.3 billion project, crews used a large custom-built floating crane to place the section. Deck sections vary in weight — from about 560 tons to 1,670 tons — and length, from 64 feet to 229 feet.\u003c/p>\n\u003cp>The last two sections of the road deck — one for each of the parallel roadways — could only be installed after crews completed constructing the 525-foot tower earlier this year.\u003c/p>\n\u003cp>The project is expected to be finished in 2013.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "SF Taxis Can Now Unload and Load in Bike Lanes ",
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"content": "\u003cfigure id=\"attachment_44913\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/10/bicyclists-Getty-Images.jpg\">\u003cimg class=\"size-medium wp-image-44913\" title=\"A cyclist pedals along a dedicated bike lane.\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/10/bicyclists-Getty-Images-300x148.jpg\" alt=\"A cyclist pedals along a dedicated bike lane.\" width=\"300\" height=\"148\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Odd Anderson/AFP/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>Citing a need to \"provide access to the curb for taxi and paratransit van customers with disabilities\" the \u003ca href=\"http://www.sfmta.com/cms/home/sfmta.php\">San Francisco Municipal Transportation Agency\u003c/a> has announced that taxi cabs can now pick up and drop off passengers while parked in a bike lane without fear of getting a ticket.\u003c/p>\n\u003cp>Parking Control Officers have been instructed not to issue citations on such occasions and taxis will receive bumper stickers indicating their new permissions. Drivers will also be given decals to place in their rear window that advise passengers to look for bicycles before exiting the vehicle. Additionally, new taxi drivers will be required to undergo \"defensive driving\" training on how to safely \u003ca href=\"http://www.sfmta.com/cms/bsafe/3828.html\" target=\"_blank\">share the road\u003c/a> with bicyclists.\u003c/p>\n\u003cp>The SFMTA sent out the \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2011/10/FinalTaxiMemo.pdf\">announcement\u003c/a> (pdf) on Oct 18. The news was first reported on the \u003ca href=\"http://www.taxitownsf.com/2011/10/sfmta-officially-says-taxis-can-pick-up.html\">TaxiTownSF blog\u003c/a>.\u003c/p>\n\u003cp>Leah Shahum, Executive Director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>, views the additional training as positive but wishes \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2011/10/FinalTaxiMemo.pdf\" target=\"_blank\">the memo\u003c/a>, which calls for taxi drivers to treat separated and non-separated bike lanes differently, was more clear.\u003c/p>\n\u003cp>\"There are parts of \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2011/10/FinalTaxiMemo.pdf\" target=\"_blank\">the memo\u003c/a> that I think folks will find confusing and even conflicting,\" said Shahum. \"This really does seem to invite conflict and even unsafe conditions.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The majority of bike lanes are non-separated (see \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2010/6_7/IMG_2296.jpg\">photo\u003c/a>) -- they are merely delineated by a white line painted on the road. Taxis can enter these at any point to pick up or drop off disabled and non-disabled passengers. Separated bike lanes (see \u003ca href=\"http://farm5.static.flickr.com/4035/4481613195_3a0935c7da.jpg\">photo\u003c/a>) are set off from the road by plastic posts; cabs can only enter this space if an elderly or disabled customer needs to be dropped off on the curb, or if disabled customers have indicated they need to be picked up there. Separated bike lanes may only be entered and exited at street corners. \u003c/p>\n\u003cp>The SFMTA's instructions to drivers also state: \"It is important that you only use bike lanes for pick-ups or drop-offs upon customer request and only if there are no other safe locations nearby.\"\u003c/p>\n\u003cp>If the taxi-rule changes adds to your existing confusion about how best to ride a bike in the city (note: \u003ca href=\"http://sfciviccenter.blogspot.com/2011/10/sidewalk-bicyclists-of-van-ness-avenue.html\" target=\"_blank\">it's not on the sidewalk\u003c/a>), you might want to take one of the \u003ca href=\"http://www.sfbike.org/?edu\" target=\"_blank\">urban riding workshops\u003c/a> offered by the \u003ca href=\"http://www.sfbike.org/\" target=\"_blank\">Bike Coalition\u003c/a>. The classes are offered year round but are being offered throughout the city this week as part of the first ever \u003ca href=\"http://www.sfmta.com/cms/bnews/BicycleSafetyAndEducationWeek.htm\" target=\"_blank\">Bicycle Safety and Education Week\u003c/a>, co-sponsored by the SFBC and the SFMTA. You can see a full schedule of classes at \u003ca href=\"http://www.sfbike.org/\">www.sfbike.org\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"description": "Citing a need to "provide access to the curb for taxi and paratransit van customers with disabilities" the San Francisco Municipal Transportation Agency has announced that taxi cabs can now pick up and drop off passengers while parked in a bike lane without fear of getting a ticket. Parking Control Officers have been instructed not",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_44913\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/10/bicyclists-Getty-Images.jpg\">\u003cimg class=\"size-medium wp-image-44913\" title=\"A cyclist pedals along a dedicated bike lane.\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/10/bicyclists-Getty-Images-300x148.jpg\" alt=\"A cyclist pedals along a dedicated bike lane.\" width=\"300\" height=\"148\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Odd Anderson/AFP/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>Citing a need to \"provide access to the curb for taxi and paratransit van customers with disabilities\" the \u003ca href=\"http://www.sfmta.com/cms/home/sfmta.php\">San Francisco Municipal Transportation Agency\u003c/a> has announced that taxi cabs can now pick up and drop off passengers while parked in a bike lane without fear of getting a ticket.\u003c/p>\n\u003cp>Parking Control Officers have been instructed not to issue citations on such occasions and taxis will receive bumper stickers indicating their new permissions. Drivers will also be given decals to place in their rear window that advise passengers to look for bicycles before exiting the vehicle. Additionally, new taxi drivers will be required to undergo \"defensive driving\" training on how to safely \u003ca href=\"http://www.sfmta.com/cms/bsafe/3828.html\" target=\"_blank\">share the road\u003c/a> with bicyclists.\u003c/p>\n\u003cp>The SFMTA sent out the \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2011/10/FinalTaxiMemo.pdf\">announcement\u003c/a> (pdf) on Oct 18. The news was first reported on the \u003ca href=\"http://www.taxitownsf.com/2011/10/sfmta-officially-says-taxis-can-pick-up.html\">TaxiTownSF blog\u003c/a>.\u003c/p>\n\u003cp>Leah Shahum, Executive Director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>, views the additional training as positive but wishes \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2011/10/FinalTaxiMemo.pdf\" target=\"_blank\">the memo\u003c/a>, which calls for taxi drivers to treat separated and non-separated bike lanes differently, was more clear.\u003c/p>\n\u003cp>\"There are parts of \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2011/10/FinalTaxiMemo.pdf\" target=\"_blank\">the memo\u003c/a> that I think folks will find confusing and even conflicting,\" said Shahum. \"This really does seem to invite conflict and even unsafe conditions.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The majority of bike lanes are non-separated (see \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2010/6_7/IMG_2296.jpg\">photo\u003c/a>) -- they are merely delineated by a white line painted on the road. Taxis can enter these at any point to pick up or drop off disabled and non-disabled passengers. Separated bike lanes (see \u003ca href=\"http://farm5.static.flickr.com/4035/4481613195_3a0935c7da.jpg\">photo\u003c/a>) are set off from the road by plastic posts; cabs can only enter this space if an elderly or disabled customer needs to be dropped off on the curb, or if disabled customers have indicated they need to be picked up there. Separated bike lanes may only be entered and exited at street corners. \u003c/p>\n\u003cp>The SFMTA's instructions to drivers also state: \"It is important that you only use bike lanes for pick-ups or drop-offs upon customer request and only if there are no other safe locations nearby.\"\u003c/p>\n\u003cp>If the taxi-rule changes adds to your existing confusion about how best to ride a bike in the city (note: \u003ca href=\"http://sfciviccenter.blogspot.com/2011/10/sidewalk-bicyclists-of-van-ness-avenue.html\" target=\"_blank\">it's not on the sidewalk\u003c/a>), you might want to take one of the \u003ca href=\"http://www.sfbike.org/?edu\" target=\"_blank\">urban riding workshops\u003c/a> offered by the \u003ca href=\"http://www.sfbike.org/\" target=\"_blank\">Bike Coalition\u003c/a>. The classes are offered year round but are being offered throughout the city this week as part of the first ever \u003ca href=\"http://www.sfmta.com/cms/bnews/BicycleSafetyAndEducationWeek.htm\" target=\"_blank\">Bicycle Safety and Education Week\u003c/a>, co-sponsored by the SFBC and the SFMTA. You can see a full schedule of classes at \u003ca href=\"http://www.sfbike.org/\">www.sfbike.org\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"masters-of-scale": {
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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"link": "/radio/program/planet-money",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"order": 5
},
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
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