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"content": "\u003cp>Californians got a deadly wake-up call when more than 27,000 Paradise residents trying to escape \u003ca href=\"https://www.kqed.org/news/tag/camp-fire\" target=\"_blank\" rel=\"noopener\">the Camp Fire\u003c/a> got caught in a nightmare traffic jam. 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From the mountains, lakes and forests of Northern California to the San Diego suburbs, some residents in the most fire-prone areas have far fewer evacuation routes than the vast majority of the state.\u003c/p>\n\u003cp>The ratio of people to exit routes doesn’t account for all the complexities of an actual evacuation, experts say, but it does serve as a shorthand for evaluating evacuation efficacy.\u003c/p>\n\u003cp>In the Gold Rush town of Sonora, about 3½ hours southeast of Paradise, Karl Rodefer worries as the next dry season approaches.\u003c/p>\n\u003cp>“If that happens here, we’re going to have the same kinds of issues,” said Rodefer, a Tuolumne County supervisor. “There’s a lot of anxiety in the foothills now because of the Camp Fire.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Both Sonora and Paradise are isolated communities with few roads leading into and out of town.\u003c/p>\n\u003cp>In Los Angeles County, an area already known for gridlock, the city of Glendale straddles the Verdugo Mountains with neighborhoods, schools and hiking trails carved into its base. The city’s 2008 emergency plan identified them as potential brush fire zones.\u003c/p>\n\u003cp>The roads can be narrow and some communities have only one way in and out. The plan notes that these conditions could make evacuation and emergency response difficult, but years of construction and development have made any kind of road widening “physically impossible” in those areas, city spokesman Dan Bell said.\u003c/p>\n\u003cp>The city’s police and fire agencies have conducted outreach in these communities and are strict about defensible space around homes. There’s also a new targeted alert system.\u003c/p>\n\u003cp>“I think the only concern is people not evacuating when we ask them to evacuate,” he said.\u003c/p>\n\u003cp>Plus, Bell said, the area hasn’t seen a major wildfire in some time.\u003c/p>\n\u003cfigure id=\"attachment_11743360\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11743360 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut-1200x800.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A resident rushes to save his home as an out-of-control wildfire moves through Glen Ellen. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it’s the big one that worries Glendale resident James Ward, 62. For 32 years he’s lived in Chevy Chase Canyon, a community of 1,600 homes in a cleft of the San Rafael Hills, which the city has also identified as a potential brush fire zone.\u003c/p>\n\u003cp>There are only two-lane roads that run through the canyon, with a single access point for many streets and only a few main arteries that let people out. But some neighbors don’t know all the ways out, Ward said.\u003c/p>\n\u003cp>“If 80% or 60% of the people thought the only way was Chevy Chase (Drive) and all the emergency vehicles were coming up, yes that’s gonna be an issue,” Ward said.\u003c/p>\n\u003cp>[pullquote align=\"left\" citation=\"Tom Cova, wildfire evacuations expert\"]“We’re gonna see a lot of bad things happen, I think … before we do something for communities.”[/pullquote]\u003ca href=\"https://apnews.com/4eb3806b4c5c448f985646d91ce03c20\" target=\"_blank\" rel=\"noopener\">Evacuation routes\u003c/a> came up at an annual community meeting in March with the police and fire departments because residents saw the tragedy in Paradise and had the same fears, Ward said. The co-president of the Chevy Chase Estates Association said the public safety officials acknowledged their fears, but “their message was: Be aware of your surroundings and if we ask you to leave, leave.”\u003c/p>\n\u003cp>California officially adopted fire code standards for roads in the 1990s, although they had been used in some areas for decades before that. They set rules for things like grades, road surfaces, passing areas, signage on dead-ends and “critical” secondary access to any subdivision, said Daniel Berlant, assistant deputy director with Cal Fire’s Office of the State Fire Marshal.\u003c/p>\n\u003cp>But most of the road systems that California communities like Glendale rely on were built before the widespread use of the standards.\u003c/p>\n\u003cp>There are also building codes that regulate room capacity and emergency exits, said wildfire evacuations expert Tom Cova. The same consideration should be applied to road infrastructure in communities, he said.\u003c/p>\n\u003cp>“We’re gonna see a lot of bad things happen, I think … before we do something for communities that we did for buildings,” said Cova, director of the University of Utah’s Center for Natural and Technological Hazards.\u003c/p>\n\u003cp>Still, Cova and other experts see road capacity as just one element of a healthy evacuation system. Timely evacuation orders, residents’ willingness to obey them, traffic pinch points at intersections beyond the community and many other factors can also be a matter of life and death.\u003c/p>\n\u003cp>And road capacities can be sufficient, Cova said, if evacuations are gradual or limited. It’s when everyone tries to leave at once that escape routes are quickly overwhelmed.\u003c/p>\n\u003ch2>‘There Were Just So Many People’\u003c/h2>\n\u003cp>Malibu transplant Kassidy Jones, 40, said that’s exactly what happened when he and his family fled their home in the city’s Corral Canyon neighborhood the morning of Nov. 9. As \u003ca href=\"https://www.kqed.org/news/tag/woolsey-fire\" target=\"_blank\" rel=\"noopener\">the Woolsey Fire\u003c/a> bore down, they packed two cars full of belongings and drove south down the windy, two-lane road to scenic Pacific Coast Highway. At the bottom of the canyon, they found bumper-to-bumper traffic.\u003c/p>\n\u003cp>“I don’t think there’s really another way out, especially because the fire was coming down the mountain,” Jones said. “There were just so many people. PCH can’t handle it.”\u003c/p>\n\u003cp>Work brought the Texas native to Los Angeles, but he never liked the city much. That’s why he moved his family to the remote neighborhood where his backyard met the sprawling canyon and gave him a glimpse of the Pacific Ocean.\u003c/p>\n\u003cp>Now there he was, stuck in traffic. He couldn’t go north. The flames were coming from that direction — just like in previous fires. Plus, north of Jones, the canyon road eventually empties into a network of hiking trails.\u003c/p>\n\u003cp>https://twitter.com/LASDHQ/status/1061073827021578240\u003c/p>\n\u003cp>At the bottom of the canyon, it took 20 minutes to even turn onto the highway, Jones said. He parked one of the vehicles along PCH and planned to leave it there, figuring the fire wouldn’t spread that far. There, Jones rejoined his wife and their children, ages 6 and 8.\u003c/p>\n\u003cp>The kids became restless as the family’s car crept along the highway for two hours to go just 2 miles. Finally, they stopped at a park to stretch their legs, go to the bathroom and have some snacks.\u003c/p>\n\u003cp>They watched as the towering smoke plume from the Woolsey Fire changed direction.\u003c/p>\n\u003cp>“Before it was flowing west, then it went south. Our neighborhood was on the eastern edge of where the fire went. Unfortunately, it got our house,” Jones said.\u003c/p>\n\u003ch2>Where Drivers Could Overwhelm Evacuation Routes\u003c/h2>\n\u003cp>For others like Jones, who choose to live in places prone to fire, whether in remote parts of rural California or in the “urban-wildland interface” that buffers California’s rugged wilderness and dense cities, a similar situation could await.\u003c/p>\n\u003cp>A \u003ca href=\"https://apnews.com/bba93f2197404969a0d4a3fa59f659ae\" target=\"_blank\" rel=\"noopener\">USA TODAY Network-California analysis of populations, fire risk zones and roadways\u003c/a> shows roughly one out of every 100 ZIP codes in California has a population-to-evacuation-route ratio that is near to or worse than that of Paradise and its neighbor, Magalia.\u003c/p>\n\u003cp>[pullquote align=\"left\" citation=\"Jim Drennan, South Lake Tahoe Fire Department Battalion Chief \"]“There’s no earthly way you’re moving the entire vacation population out of the basin all at once.”[/pullquote]Near the top of the list is South Lake Tahoe. The town is relatively isolated, with only a few thoroughfares to facilitate emergency access for firefighting resources.\u003c/p>\n\u003cp>There, the number of people living in the “very high fire hazard safety zone” per roadway lanes out is almost three times the number for Paradise.\u003c/p>\n\u003cp>Interim South Lake Tahoe Fire Department Battalion Chief Jim Drennan said he wasn’t surprised to find out his community is in \u003ca href=\"https://apnews.com/bf00185ed887421388358ed8145fe423\" target=\"_blank\" rel=\"noopener\">one of the most precarious fire evacuation locations in the state\u003c/a>, given the small number of roads in and out of the Tahoe Basin.\u003c/p>\n\u003cp>Drennan said that since Paradise burned, he hears the same question from people on a nearly daily basis: What are they going to do if a major fire breaks out? Evacuation plans fall primarily to police, he said, but his fire department is one of several agencies trying to plan for what feels like a looming threat. The fire department and other public safety agencies in the area are “on super high alert,” he said.\u003c/p>\n\u003cp>“The mindset here is: There’s no earthly way you’re moving the entire vacation population out of the basin all at once,” Drennan said. “If you have just one quirk, you’re going to end up with a lot of people stuck on the roads.”\u003c/p>\n\u003cp>The previous fire chief there wrote in a 2018 op-ed that it’s not a question of “if” but “when” a major fire will hit the area, and he pointed out the limited evacuation routes as a major concern.\u003c/p>\n\u003cp>Police, fire and city officials held a public meeting April 25, specifically to discuss fire preparedness and evacuation planning, partly in response to the anxiety many have expressed to him and others, Drennan said.\u003c/p>\n\u003cfigure id=\"attachment_11743357\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11743357\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut-1200x800.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An aerial view at the edge of the Camp Fire one month later. \u003ccite>(Adam Grossberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The analysis identified some places in California where fires have already combined with jammed roadways, killing drivers attempting to flee. Paradise and its neighbor, Magalia, were among the areas identified as a populous area with limited routes out, and 2018’s Camp Fire proved the point. There, city and county officials had planned on having motorists evacuate using five two-lane roads and one four-lane road leading out of town. But fire forced officials to close three of those routes, further clogging the remaining roads, Paradise Mayor Jody Jones said.\u003c/p>\n\u003cp>The Cedar Fire, which burned 273,000 acres across the hills of northeastern San Diego in 2003, claimed 10 people trying to flee the blaze in their cars. That fire lashed the densely populated Scripps Ranch area, which has a limited number of roadways that lead to less fire-prone areas.\u003c/p>\n\u003ch2>Undeterred\u003c/h2>\n\u003cp>Many Californians clearly understand the risks. They’ve lived through wildfire evacuations, or have watched others. But that’s not enough to pry them from the places they love.\u003c/p>\n\u003cp>Greg Meneshian, 53, is one. He’s rebuilding the Bell Canyon home destroyed last year by the Woolsey Fire. There’s only one access point in his neighborhood of 750.\u003c/p>\n\u003cp>Meneshian moved to the gated, equestrian-oriented community just west of the bustling San Fernando Valley about five years ago. The sense of community he felt the night he evacuated, he said, is just more reason for him and his two daughters, 10 and 12, to stay.\u003c/p>\n\u003cp>Looking northwest from his driveway on the night of Nov. 8 he could see flames in the canyon. He and his neighbors met on the street in front of his home trying to figure out what they should do, Meneshian said.\u003c/p>\n\u003cp>“They were looking to me for answers as if I lived through this before,” Meneshian said. But he was in disbelief.\u003c/p>\n\u003cp>He woke up the girls and told them to pack a bag for a week. The power had been flickering on and off, and Meneshian knew that meant it was time to go.\u003c/p>\n\u003cp>Unlike Jones, whose wife had gotten an evacuation alert, Meneshian left before anyone told him to.\u003c/p>\n\u003cp>It was dark and smoky with nothing but the pockets of fire visible in the canyon, Meneshian said. Vehicles raced down his hilly street.\u003c/p>\n\u003cp>“It was really a scramble for our lives,” Meneshian said.\u003c/p>\n\u003cp>He’d find out the next day his home was destroyed.\u003c/p>\n\u003cp>But the self-proclaimed “nostalgic guy” likes the sense of togetherness in Bell Canyon, where the closest store is 30 minutes away so sometimes borrowing from a neighbor is usually the better bet.\u003c/p>\n\u003cp>The limited escape routes, he thinks, are just something to be aware of: “It’s probably a deterrent for some people (moving) in,” he said. “But it shouldn’t be.”\u003c/p>\n\u003ch2>‘You Have to Make These Investments’\u003c/h2>\n\u003cp>Before Paradise burned, there were already signs of problems with evacuation routes during major wildfires, said Assemblywoman Laura Friedman, whose district includes Glendale.\u003c/p>\n\u003cp>The 2017 \u003ca href=\"https://www.kqed.org/news/tag/tubbs-fire\" target=\"_blank\" rel=\"noopener\">Tubbs Fire\u003c/a> in Santa Rosa, which killed 22 people and destroyed more than 5,600 structures, raised alarms.\u003c/p>\n\u003cp>[aside postID=\"news_11654027\"]Afterward, Friedman and her staff talked with academics about the lessons learned, and she introduced Assembly Bill 2911, which then-Gov. Jerry Brown signed into law in 2018. Among other things, AB 2911 requires that subdivisions with only one exit route, located in very high hazard zones for wildfire, undergo an assessment. The bill calls for developing safety recommendations.\u003c/p>\n\u003cp>State fire officials should begin the surveys around July 1, 2021, and continue every five years after.\u003c/p>\n\u003cp>Friedman’s bill is likely to have an impact back in her district. In Glendale’s 2008 emergency plan, bold, capitalized letters call attention to the Oakmont Woods and Whiting Woods communities and their single-access roads. Both are within the state’s very high hazard zone.\u003c/p>\n\u003cp>“Any city that has those conditions could benefit, and certainly it could be a legislative wake-up call to not only identify these areas but (to signal that) you have to make these investments to make the cities safer,” Friedman said.\u003c/p>\n\u003cp>Friedman hopes for more state funding for the assessments. She sees reason for optimism in Gov. Gavin Newsom’s declaration of a state of emergency ahead of the traditional wildfire season.\u003c/p>\n\u003cp>While there’s no unified approach to dealing with California’s wildfire evacuation problem, Friedman’s bill calling for assessments to begin two years from now is not the only potential improvement underway.\u003c/p>\n\u003cp>In March, Newsom fast-tracked 35 priority projects to remove years of dry, built-up vegetation and create fuel breaks for emergency routes. Those follow an effort by Caltrans since 2016 to remove dead and dying trees from state roadways.\u003c/p>\n\u003cfigure id=\"attachment_11743358\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11743358\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut.jpg\" alt=\"\" width=\"1920\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut-1200x900.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cars abandoned on the side of the road during the evacuation of Paradise. \u003ccite>(Sonja Hutson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>More Than Just Lanes\u003c/h2>\n\u003cp>Cova, the wildfire evacuations expert, said 25 years ago he became preoccupied with the idea that road congestion was the problem. But through his research he also learned it’s more complicated.\u003c/p>\n\u003cp>The direction the roads let out is also important. In most fire-prone areas officials know what historically contributes to large wildfires, such as Santa Ana or Diablo winds, and can plan to build roads in a direction those gusts are unlikely to push the fire, Cova said.\u003c/p>\n\u003cp>During an emergency, Cova said traffic routing and control makes a big difference. That can be especially important at the points where evacuation routes hit other roads. The Malibu example, where so many roads empty onto PCH, is apt.\u003c/p>\n\u003cp>[aside postID=\"news_11622223\"]The road issues are important because so many other human factors may decrease the amount of time people have to evacuate, he said.\u003c/p>\n\u003cp>“What really causes the problem is when you have too many people leaving in too little a time,” Cova said.\u003c/p>\n\u003cp>It can take officials a while to order evacuations. And residents often hesitate, contemplating whether they should leave, and then take time packing.\u003c/p>\n\u003cp>Back in Malibu, Jones’ wife got an evacuation alert on her phone at 6 a.m. Sheriff’s officials came around on a loudspeaker at 7 a.m. It was around 8 a.m. when Jones actually left.\u003c/p>\n\u003cp>To speed things up, Cova encourages residents to have a \u003ca href=\"https://www.kqed.org/news/11622223/heres-what-you-should-have-in-your-emergency-bag\" target=\"_blank\" rel=\"noopener\">go bag\u003c/a> with medications, important paperwork, photographs and other irreplaceable items. And they should have a plan to round up pets, since critical time can be lost chasing dogs and locating cats.\u003c/p>\n\u003cp>“Being prepared to leave at a moment’s notice is a good idea,” Cova said.\u003c/p>\n\u003cp>___\u003c/p>\n\u003cp>\u003cem>‘Destined to Burn’ is a collaborative story package by journalists from USA TODAY Network-California, McClatchy, Media News and The Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003cem>Damon Arthur of the Redding Record Searchlight contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "About 350,000 Californians live in areas that have both the highest wildfire risk designation, and either the same number or fewer exit routes per person as Paradise.",
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"title": "California Towns at Risk From Fires Often Have Few Ways Out | KQED",
"description": "About 350,000 Californians live in areas that have both the highest wildfire risk designation, and either the same number or fewer exit routes per person as Paradise.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Californians got a deadly wake-up call when more than 27,000 Paradise residents trying to escape \u003ca href=\"https://www.kqed.org/news/tag/camp-fire\" target=\"_blank\" rel=\"noopener\">the Camp Fire\u003c/a> got caught in a nightmare traffic jam. The November 2018 catastrophe illuminated the grim reality that road systems throughout the state are not designed to handle a sudden evacuation.\u003c/p>\n\u003cp>Now a new \u003ca href=\"https://www.kqed.org/news/11743364\" target=\"_blank\" rel=\"noopener\">USA TODAY Network-California analysis\u003c/a> reveals the extent to which a fundamental problem in Paradise — too few escape lanes for too many people in vehicles — applies to other cities and neighborhoods at great risk of wildfire across the state.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nAbout 350,000 Californians live in areas that have both the highest wildfire risk designation, and either the same number or fewer exit routes per person as Paradise. From the mountains, lakes and forests of Northern California to the San Diego suburbs, some residents in the most fire-prone areas have far fewer evacuation routes than the vast majority of the state.\u003c/p>\n\u003cp>The ratio of people to exit routes doesn’t account for all the complexities of an actual evacuation, experts say, but it does serve as a shorthand for evaluating evacuation efficacy.\u003c/p>\n\u003cp>In the Gold Rush town of Sonora, about 3½ hours southeast of Paradise, Karl Rodefer worries as the next dry season approaches.\u003c/p>\n\u003cp>“If that happens here, we’re going to have the same kinds of issues,” said Rodefer, a Tuolumne County supervisor. “There’s a lot of anxiety in the foothills now because of the Camp Fire.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Both Sonora and Paradise are isolated communities with few roads leading into and out of town.\u003c/p>\n\u003cp>In Los Angeles County, an area already known for gridlock, the city of Glendale straddles the Verdugo Mountains with neighborhoods, schools and hiking trails carved into its base. The city’s 2008 emergency plan identified them as potential brush fire zones.\u003c/p>\n\u003cp>The roads can be narrow and some communities have only one way in and out. The plan notes that these conditions could make evacuation and emergency response difficult, but years of construction and development have made any kind of road widening “physically impossible” in those areas, city spokesman Dan Bell said.\u003c/p>\n\u003cp>The city’s police and fire agencies have conducted outreach in these communities and are strict about defensible space around homes. There’s also a new targeted alert system.\u003c/p>\n\u003cp>“I think the only concern is people not evacuating when we ask them to evacuate,” he said.\u003c/p>\n\u003cp>Plus, Bell said, the area hasn’t seen a major wildfire in some time.\u003c/p>\n\u003cfigure id=\"attachment_11743360\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11743360 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS27223_GettyImages-859436442-qut-1200x800.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A resident rushes to save his home as an out-of-control wildfire moves through Glen Ellen. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it’s the big one that worries Glendale resident James Ward, 62. For 32 years he’s lived in Chevy Chase Canyon, a community of 1,600 homes in a cleft of the San Rafael Hills, which the city has also identified as a potential brush fire zone.\u003c/p>\n\u003cp>There are only two-lane roads that run through the canyon, with a single access point for many streets and only a few main arteries that let people out. But some neighbors don’t know all the ways out, Ward said.\u003c/p>\n\u003cp>“If 80% or 60% of the people thought the only way was Chevy Chase (Drive) and all the emergency vehicles were coming up, yes that’s gonna be an issue,” Ward said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "“We’re gonna see a lot of bad things happen, I think … before we do something for communities.”",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://apnews.com/4eb3806b4c5c448f985646d91ce03c20\" target=\"_blank\" rel=\"noopener\">Evacuation routes\u003c/a> came up at an annual community meeting in March with the police and fire departments because residents saw the tragedy in Paradise and had the same fears, Ward said. The co-president of the Chevy Chase Estates Association said the public safety officials acknowledged their fears, but “their message was: Be aware of your surroundings and if we ask you to leave, leave.”\u003c/p>\n\u003cp>California officially adopted fire code standards for roads in the 1990s, although they had been used in some areas for decades before that. They set rules for things like grades, road surfaces, passing areas, signage on dead-ends and “critical” secondary access to any subdivision, said Daniel Berlant, assistant deputy director with Cal Fire’s Office of the State Fire Marshal.\u003c/p>\n\u003cp>But most of the road systems that California communities like Glendale rely on were built before the widespread use of the standards.\u003c/p>\n\u003cp>There are also building codes that regulate room capacity and emergency exits, said wildfire evacuations expert Tom Cova. The same consideration should be applied to road infrastructure in communities, he said.\u003c/p>\n\u003cp>“We’re gonna see a lot of bad things happen, I think … before we do something for communities that we did for buildings,” said Cova, director of the University of Utah’s Center for Natural and Technological Hazards.\u003c/p>\n\u003cp>Still, Cova and other experts see road capacity as just one element of a healthy evacuation system. Timely evacuation orders, residents’ willingness to obey them, traffic pinch points at intersections beyond the community and many other factors can also be a matter of life and death.\u003c/p>\n\u003cp>And road capacities can be sufficient, Cova said, if evacuations are gradual or limited. It’s when everyone tries to leave at once that escape routes are quickly overwhelmed.\u003c/p>\n\u003ch2>‘There Were Just So Many People’\u003c/h2>\n\u003cp>Malibu transplant Kassidy Jones, 40, said that’s exactly what happened when he and his family fled their home in the city’s Corral Canyon neighborhood the morning of Nov. 9. As \u003ca href=\"https://www.kqed.org/news/tag/woolsey-fire\" target=\"_blank\" rel=\"noopener\">the Woolsey Fire\u003c/a> bore down, they packed two cars full of belongings and drove south down the windy, two-lane road to scenic Pacific Coast Highway. At the bottom of the canyon, they found bumper-to-bumper traffic.\u003c/p>\n\u003cp>“I don’t think there’s really another way out, especially because the fire was coming down the mountain,” Jones said. “There were just so many people. PCH can’t handle it.”\u003c/p>\n\u003cp>Work brought the Texas native to Los Angeles, but he never liked the city much. That’s why he moved his family to the remote neighborhood where his backyard met the sprawling canyon and gave him a glimpse of the Pacific Ocean.\u003c/p>\n\u003cp>Now there he was, stuck in traffic. He couldn’t go north. The flames were coming from that direction — just like in previous fires. Plus, north of Jones, the canyon road eventually empties into a network of hiking trails.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>At the bottom of the canyon, it took 20 minutes to even turn onto the highway, Jones said. He parked one of the vehicles along PCH and planned to leave it there, figuring the fire wouldn’t spread that far. There, Jones rejoined his wife and their children, ages 6 and 8.\u003c/p>\n\u003cp>The kids became restless as the family’s car crept along the highway for two hours to go just 2 miles. Finally, they stopped at a park to stretch their legs, go to the bathroom and have some snacks.\u003c/p>\n\u003cp>They watched as the towering smoke plume from the Woolsey Fire changed direction.\u003c/p>\n\u003cp>“Before it was flowing west, then it went south. Our neighborhood was on the eastern edge of where the fire went. Unfortunately, it got our house,” Jones said.\u003c/p>\n\u003ch2>Where Drivers Could Overwhelm Evacuation Routes\u003c/h2>\n\u003cp>For others like Jones, who choose to live in places prone to fire, whether in remote parts of rural California or in the “urban-wildland interface” that buffers California’s rugged wilderness and dense cities, a similar situation could await.\u003c/p>\n\u003cp>A \u003ca href=\"https://apnews.com/bba93f2197404969a0d4a3fa59f659ae\" target=\"_blank\" rel=\"noopener\">USA TODAY Network-California analysis of populations, fire risk zones and roadways\u003c/a> shows roughly one out of every 100 ZIP codes in California has a population-to-evacuation-route ratio that is near to or worse than that of Paradise and its neighbor, Magalia.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "“There’s no earthly way you’re moving the entire vacation population out of the basin all at once.”",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Near the top of the list is South Lake Tahoe. The town is relatively isolated, with only a few thoroughfares to facilitate emergency access for firefighting resources.\u003c/p>\n\u003cp>There, the number of people living in the “very high fire hazard safety zone” per roadway lanes out is almost three times the number for Paradise.\u003c/p>\n\u003cp>Interim South Lake Tahoe Fire Department Battalion Chief Jim Drennan said he wasn’t surprised to find out his community is in \u003ca href=\"https://apnews.com/bf00185ed887421388358ed8145fe423\" target=\"_blank\" rel=\"noopener\">one of the most precarious fire evacuation locations in the state\u003c/a>, given the small number of roads in and out of the Tahoe Basin.\u003c/p>\n\u003cp>Drennan said that since Paradise burned, he hears the same question from people on a nearly daily basis: What are they going to do if a major fire breaks out? Evacuation plans fall primarily to police, he said, but his fire department is one of several agencies trying to plan for what feels like a looming threat. The fire department and other public safety agencies in the area are “on super high alert,” he said.\u003c/p>\n\u003cp>“The mindset here is: There’s no earthly way you’re moving the entire vacation population out of the basin all at once,” Drennan said. “If you have just one quirk, you’re going to end up with a lot of people stuck on the roads.”\u003c/p>\n\u003cp>The previous fire chief there wrote in a 2018 op-ed that it’s not a question of “if” but “when” a major fire will hit the area, and he pointed out the limited evacuation routes as a major concern.\u003c/p>\n\u003cp>Police, fire and city officials held a public meeting April 25, specifically to discuss fire preparedness and evacuation planning, partly in response to the anxiety many have expressed to him and others, Drennan said.\u003c/p>\n\u003cfigure id=\"attachment_11743357\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11743357\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS34317_Camp-Fire-aerials_1204-1-qut-1200x800.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An aerial view at the edge of the Camp Fire one month later. \u003ccite>(Adam Grossberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The analysis identified some places in California where fires have already combined with jammed roadways, killing drivers attempting to flee. Paradise and its neighbor, Magalia, were among the areas identified as a populous area with limited routes out, and 2018’s Camp Fire proved the point. There, city and county officials had planned on having motorists evacuate using five two-lane roads and one four-lane road leading out of town. But fire forced officials to close three of those routes, further clogging the remaining roads, Paradise Mayor Jody Jones said.\u003c/p>\n\u003cp>The Cedar Fire, which burned 273,000 acres across the hills of northeastern San Diego in 2003, claimed 10 people trying to flee the blaze in their cars. That fire lashed the densely populated Scripps Ranch area, which has a limited number of roadways that lead to less fire-prone areas.\u003c/p>\n\u003ch2>Undeterred\u003c/h2>\n\u003cp>Many Californians clearly understand the risks. They’ve lived through wildfire evacuations, or have watched others. But that’s not enough to pry them from the places they love.\u003c/p>\n\u003cp>Greg Meneshian, 53, is one. He’s rebuilding the Bell Canyon home destroyed last year by the Woolsey Fire. There’s only one access point in his neighborhood of 750.\u003c/p>\n\u003cp>Meneshian moved to the gated, equestrian-oriented community just west of the bustling San Fernando Valley about five years ago. The sense of community he felt the night he evacuated, he said, is just more reason for him and his two daughters, 10 and 12, to stay.\u003c/p>\n\u003cp>Looking northwest from his driveway on the night of Nov. 8 he could see flames in the canyon. He and his neighbors met on the street in front of his home trying to figure out what they should do, Meneshian said.\u003c/p>\n\u003cp>“They were looking to me for answers as if I lived through this before,” Meneshian said. But he was in disbelief.\u003c/p>\n\u003cp>He woke up the girls and told them to pack a bag for a week. The power had been flickering on and off, and Meneshian knew that meant it was time to go.\u003c/p>\n\u003cp>Unlike Jones, whose wife had gotten an evacuation alert, Meneshian left before anyone told him to.\u003c/p>\n\u003cp>It was dark and smoky with nothing but the pockets of fire visible in the canyon, Meneshian said. Vehicles raced down his hilly street.\u003c/p>\n\u003cp>“It was really a scramble for our lives,” Meneshian said.\u003c/p>\n\u003cp>He’d find out the next day his home was destroyed.\u003c/p>\n\u003cp>But the self-proclaimed “nostalgic guy” likes the sense of togetherness in Bell Canyon, where the closest store is 30 minutes away so sometimes borrowing from a neighbor is usually the better bet.\u003c/p>\n\u003cp>The limited escape routes, he thinks, are just something to be aware of: “It’s probably a deterrent for some people (moving) in,” he said. “But it shouldn’t be.”\u003c/p>\n\u003ch2>‘You Have to Make These Investments’\u003c/h2>\n\u003cp>Before Paradise burned, there were already signs of problems with evacuation routes during major wildfires, said Assemblywoman Laura Friedman, whose district includes Glendale.\u003c/p>\n\u003cp>The 2017 \u003ca href=\"https://www.kqed.org/news/tag/tubbs-fire\" target=\"_blank\" rel=\"noopener\">Tubbs Fire\u003c/a> in Santa Rosa, which killed 22 people and destroyed more than 5,600 structures, raised alarms.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Afterward, Friedman and her staff talked with academics about the lessons learned, and she introduced Assembly Bill 2911, which then-Gov. Jerry Brown signed into law in 2018. Among other things, AB 2911 requires that subdivisions with only one exit route, located in very high hazard zones for wildfire, undergo an assessment. The bill calls for developing safety recommendations.\u003c/p>\n\u003cp>State fire officials should begin the surveys around July 1, 2021, and continue every five years after.\u003c/p>\n\u003cp>Friedman’s bill is likely to have an impact back in her district. In Glendale’s 2008 emergency plan, bold, capitalized letters call attention to the Oakmont Woods and Whiting Woods communities and their single-access roads. Both are within the state’s very high hazard zone.\u003c/p>\n\u003cp>“Any city that has those conditions could benefit, and certainly it could be a legislative wake-up call to not only identify these areas but (to signal that) you have to make these investments to make the cities safer,” Friedman said.\u003c/p>\n\u003cp>Friedman hopes for more state funding for the assessments. She sees reason for optimism in Gov. Gavin Newsom’s declaration of a state of emergency ahead of the traditional wildfire season.\u003c/p>\n\u003cp>While there’s no unified approach to dealing with California’s wildfire evacuation problem, Friedman’s bill calling for assessments to begin two years from now is not the only potential improvement underway.\u003c/p>\n\u003cp>In March, Newsom fast-tracked 35 priority projects to remove years of dry, built-up vegetation and create fuel breaks for emergency routes. Those follow an effort by Caltrans since 2016 to remove dead and dying trees from state roadways.\u003c/p>\n\u003cfigure id=\"attachment_11743358\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11743358\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut.jpg\" alt=\"\" width=\"1920\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/RS33843_Image-from-iOS-1-qut-1200x900.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cars abandoned on the side of the road during the evacuation of Paradise. \u003ccite>(Sonja Hutson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>More Than Just Lanes\u003c/h2>\n\u003cp>Cova, the wildfire evacuations expert, said 25 years ago he became preoccupied with the idea that road congestion was the problem. But through his research he also learned it’s more complicated.\u003c/p>\n\u003cp>The direction the roads let out is also important. In most fire-prone areas officials know what historically contributes to large wildfires, such as Santa Ana or Diablo winds, and can plan to build roads in a direction those gusts are unlikely to push the fire, Cova said.\u003c/p>\n\u003cp>During an emergency, Cova said traffic routing and control makes a big difference. That can be especially important at the points where evacuation routes hit other roads. The Malibu example, where so many roads empty onto PCH, is apt.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The road issues are important because so many other human factors may decrease the amount of time people have to evacuate, he said.\u003c/p>\n\u003cp>“What really causes the problem is when you have too many people leaving in too little a time,” Cova said.\u003c/p>\n\u003cp>It can take officials a while to order evacuations. And residents often hesitate, contemplating whether they should leave, and then take time packing.\u003c/p>\n\u003cp>Back in Malibu, Jones’ wife got an evacuation alert on her phone at 6 a.m. Sheriff’s officials came around on a loudspeaker at 7 a.m. It was around 8 a.m. when Jones actually left.\u003c/p>\n\u003cp>To speed things up, Cova encourages residents to have a \u003ca href=\"https://www.kqed.org/news/11622223/heres-what-you-should-have-in-your-emergency-bag\" target=\"_blank\" rel=\"noopener\">go bag\u003c/a> with medications, important paperwork, photographs and other irreplaceable items. And they should have a plan to round up pets, since critical time can be lost chasing dogs and locating cats.\u003c/p>\n\u003cp>“Being prepared to leave at a moment’s notice is a good idea,” Cova said.\u003c/p>\n\u003cp>___\u003c/p>\n\u003cp>\u003cem>‘Destined to Burn’ is a collaborative story package by journalists from USA TODAY Network-California, McClatchy, Media News and The Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003cem>Damon Arthur of the Redding Record Searchlight contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Man Who Drove Into Pedestrians in Sunnyvale Charged With Attempted Murder",
"title": "Man Who Drove Into Pedestrians in Sunnyvale Charged With Attempted Murder",
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"content": "\u003cp>\u003cem>Updated Thursday, 4:05 p.m.\u003c/em>\u003c/p>\n\u003cp>Prosecutors have charged Isaiah Joel Peoples, 34 — a former U.S. Army sharpshooter who has a history of PTSD — with eight counts of attempted murder after saying he plowed his car into a crowd of pedestrians in Sunnyvale.\u003c/p>\n\u003cp>The Santa Clara County district attorney's office filed the charges Thursday against Peoples. He is being held at Santa Clara County Jail and is set to be arraigned Friday in San Jose.\u003c/p>\n\u003cp>Authorities say Peoples was on his way to Bible class when he deliberately drove his vehicle into pedestrians at the intersection of El Camino Real and Sunnyvale Avenue around 6:40 p.m. on Tuesday, hitting people both walking in the crosswalk and waiting on the sidewalk to cross. \u003c/p>\n\u003cp>Peoples, a Sunnyvale resident, is accused of hitting seven people and injuring a total of eight, including a 13-year-old girl who is in critical condition.\u003c/p>\n\u003cp>Sunnyvale public safety Capt. Jim Choi said Peoples is cooperating with investigators and has shown no remorse.\u003c/p>\n\u003cfigure id=\"attachment_11742536\" class=\"wp-caption alignright\" style=\"max-width: 604px\">\u003cimg class=\"size-full wp-image-11742536\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/04242019_sunnyvale.jpg\" alt=\"Sunnyvale resident, Isaiah Joel Peoples, 34, is accused of driving a black, four-door sedan into pedestrians at the Sunnyvale Avenue crosswalk and then hitting pedestrians waiting on the sidewalk to cross, police said.\" width=\"604\" height=\"755\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/04/04242019_sunnyvale.jpg 604w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/04242019_sunnyvale-160x200.jpg 160w\" sizes=\"(max-width: 604px) 100vw, 604px\">\u003cfigcaption class=\"wp-caption-text\">Sunnyvale resident, Isaiah Joel Peoples, 34, is accused of driving a black, four-door sedan into pedestrians at the Sunnyvale Avenue crosswalk on April 23, 2019 and then hitting pedestrians waiting on the sidewalk to cross, police said. \u003ccite>(Courtesy of Sunnyvale police)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Phan Ngo, chief of the Sunnyvale Department of Public Safety, said during a Thursday news conference that no motive has been determined in the incident.\u003c/p>\n\u003cp>\"Peoples did not slow down prior to the collision and appeared to accelerate as he moved into the crosswalk where the victims were crossing. The vehicle struck seven of eight victims and ultimately crashed into a nearby tree,\" Ngo \u003ca href=\"https://www.facebook.com/SunnyvaleDPS/\" target=\"_blank\" rel=\"noopener\">said in a video on Facebook on Wednesday\u003c/a>.\u003c/p>\n\u003cp>\"Following the collision, a witness reported that Peoples stated something similar to, 'Thank you God,'\" Ngo added.\u003c/p>\n\u003cp>Ngo said Thursday that Peoples had no criminal record. A search of his car turned up a dismantled, inoperable shotgun. Ngo said Peoples had picked up food to take to a Bible study group before he struck the pedestrians.\u003c/p>\n\u003cp>Six of the eight people injured, including the 13-year-old, were taken to area hospitals. Their conditions on Thursday had remained unchanged:\u003c/p>\n\u003cul>\n\u003cli>A girl, 13, with major injuries was in critical condition.\u003c/li>\n\u003cli>A woman, 32, with major injuries was in stable condition.\u003c/li>\n\u003cli>A man, 33, with major injuries was in stable condition.\u003c/li>\n\u003cli>A man, 52, with major injuries was in stable condition.\u003c/li>\n\u003cli>A boy, 9, was treated and released with minor injuries.\u003c/li>\n\u003cli>A man, 45, was treated and released.\u003c/li>\n\u003cli>A man, 24, was treated and released at the scene by paramedics.\u003c/li>\n\u003cli>A man, 25, was treated and released at the scene by paramedics.\u003c/li>\n\u003c/ul>\n\u003cp>Peoples sustained no apparent injuries and refused medical treatment, Ngo said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.facebook.com/plugins/video.php?href=https%3A%2F%2Fwww.facebook.com%2FSunnyvaleDPS%2Fvideos%2F2272035633115648%2F&show_text=0&width=560\" width=\"800\" height=\"450\" style=\"border:none;overflow:hidden\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" allowfullscreen=\"true\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Ngo said it appeared that Peoples was acting alone. Police searched his apartment and took his computer to forensics. Nothing from his Facebook accounts suggested a motive. The driver and the victims didn't seem to know each other, Sunnyvale police Capt. Jim Choi said Wednesday.\u003c/p>\n\u003cp>The FBI was notified in case there were federal law violations, Ngo said, adding that Peoples hasn't been linked to terrorist organizations.\u003c/p>\n\u003cp>Prentice Danner, an FBI field officer in San Francisco, wrote in an email Wednesday that the agency was in touch with Sunnyvale Department of Public Safety and will become more involved if it's determined a federal crime was committed.\u003c/p>\n\u003cp>https://twitter.com/krisnoceda/status/1120896102050324481\u003c/p>\n\u003cp>William Sharp, a spokesman for the U.S Army, wrote in an email Thursday that Peoples served as a civil affairs specialist in the Army Reserve from March 2004 to July 2009, attaining the rank of sergeant. He was deployed to Iraq from June 2005 to May 2006.\u003c/p>\n\u003cp>Ngo said Thursday that Peoples was honorably discharged. Ngo also said Peoples had been working as a Department of Defense contractor.\u003c/p>\n\u003cp>Peoples' mother, Leevell Peoples, told the Associated Press that her son experienced post-traumatic stress disorder while serving in Iraq, where he was an Army sharpshooter. She said he had a \"bad episode\" of PTSD about two years ago. Peoples graduated from Sacramento State University after returning from Iraq and was a \"model citizen,\" Leevell Peoples said.\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler, Ted Goldberg and Don Clyde contributed to this report with additional reporting from Bay City News and The Associated Press.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Sunnyvale resident Isaiah Joel Peoples, 34, has been charged with eight counts of attempted murder and is being held at Santa Clara County Jail.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Thursday, 4:05 p.m.\u003c/em>\u003c/p>\n\u003cp>Prosecutors have charged Isaiah Joel Peoples, 34 — a former U.S. Army sharpshooter who has a history of PTSD — with eight counts of attempted murder after saying he plowed his car into a crowd of pedestrians in Sunnyvale.\u003c/p>\n\u003cp>The Santa Clara County district attorney's office filed the charges Thursday against Peoples. He is being held at Santa Clara County Jail and is set to be arraigned Friday in San Jose.\u003c/p>\n\u003cp>Authorities say Peoples was on his way to Bible class when he deliberately drove his vehicle into pedestrians at the intersection of El Camino Real and Sunnyvale Avenue around 6:40 p.m. on Tuesday, hitting people both walking in the crosswalk and waiting on the sidewalk to cross. \u003c/p>\n\u003cp>Peoples, a Sunnyvale resident, is accused of hitting seven people and injuring a total of eight, including a 13-year-old girl who is in critical condition.\u003c/p>\n\u003cp>Sunnyvale public safety Capt. Jim Choi said Peoples is cooperating with investigators and has shown no remorse.\u003c/p>\n\u003cfigure id=\"attachment_11742536\" class=\"wp-caption alignright\" style=\"max-width: 604px\">\u003cimg class=\"size-full wp-image-11742536\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/04242019_sunnyvale.jpg\" alt=\"Sunnyvale resident, Isaiah Joel Peoples, 34, is accused of driving a black, four-door sedan into pedestrians at the Sunnyvale Avenue crosswalk and then hitting pedestrians waiting on the sidewalk to cross, police said.\" width=\"604\" height=\"755\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/04/04242019_sunnyvale.jpg 604w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/04242019_sunnyvale-160x200.jpg 160w\" sizes=\"(max-width: 604px) 100vw, 604px\">\u003cfigcaption class=\"wp-caption-text\">Sunnyvale resident, Isaiah Joel Peoples, 34, is accused of driving a black, four-door sedan into pedestrians at the Sunnyvale Avenue crosswalk on April 23, 2019 and then hitting pedestrians waiting on the sidewalk to cross, police said. \u003ccite>(Courtesy of Sunnyvale police)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Phan Ngo, chief of the Sunnyvale Department of Public Safety, said during a Thursday news conference that no motive has been determined in the incident.\u003c/p>\n\u003cp>\"Peoples did not slow down prior to the collision and appeared to accelerate as he moved into the crosswalk where the victims were crossing. The vehicle struck seven of eight victims and ultimately crashed into a nearby tree,\" Ngo \u003ca href=\"https://www.facebook.com/SunnyvaleDPS/\" target=\"_blank\" rel=\"noopener\">said in a video on Facebook on Wednesday\u003c/a>.\u003c/p>\n\u003cp>\"Following the collision, a witness reported that Peoples stated something similar to, 'Thank you God,'\" Ngo added.\u003c/p>\n\u003cp>Ngo said Thursday that Peoples had no criminal record. A search of his car turned up a dismantled, inoperable shotgun. Ngo said Peoples had picked up food to take to a Bible study group before he struck the pedestrians.\u003c/p>\n\u003cp>Six of the eight people injured, including the 13-year-old, were taken to area hospitals. Their conditions on Thursday had remained unchanged:\u003c/p>\n\u003cul>\n\u003cli>A girl, 13, with major injuries was in critical condition.\u003c/li>\n\u003cli>A woman, 32, with major injuries was in stable condition.\u003c/li>\n\u003cli>A man, 33, with major injuries was in stable condition.\u003c/li>\n\u003cli>A man, 52, with major injuries was in stable condition.\u003c/li>\n\u003cli>A boy, 9, was treated and released with minor injuries.\u003c/li>\n\u003cli>A man, 45, was treated and released.\u003c/li>\n\u003cli>A man, 24, was treated and released at the scene by paramedics.\u003c/li>\n\u003cli>A man, 25, was treated and released at the scene by paramedics.\u003c/li>\n\u003c/ul>\n\u003cp>Peoples sustained no apparent injuries and refused medical treatment, Ngo said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.facebook.com/plugins/video.php?href=https%3A%2F%2Fwww.facebook.com%2FSunnyvaleDPS%2Fvideos%2F2272035633115648%2F&show_text=0&width=560\" width=\"800\" height=\"450\" style=\"border:none;overflow:hidden\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" allowfullscreen=\"true\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Ngo said it appeared that Peoples was acting alone. Police searched his apartment and took his computer to forensics. Nothing from his Facebook accounts suggested a motive. The driver and the victims didn't seem to know each other, Sunnyvale police Capt. Jim Choi said Wednesday.\u003c/p>\n\u003cp>The FBI was notified in case there were federal law violations, Ngo said, adding that Peoples hasn't been linked to terrorist organizations.\u003c/p>\n\u003cp>Prentice Danner, an FBI field officer in San Francisco, wrote in an email Wednesday that the agency was in touch with Sunnyvale Department of Public Safety and will become more involved if it's determined a federal crime was committed.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>William Sharp, a spokesman for the U.S Army, wrote in an email Thursday that Peoples served as a civil affairs specialist in the Army Reserve from March 2004 to July 2009, attaining the rank of sergeant. He was deployed to Iraq from June 2005 to May 2006.\u003c/p>\n\u003cp>Ngo said Thursday that Peoples was honorably discharged. Ngo also said Peoples had been working as a Department of Defense contractor.\u003c/p>\n\u003cp>Peoples' mother, Leevell Peoples, told the Associated Press that her son experienced post-traumatic stress disorder while serving in Iraq, where he was an Army sharpshooter. She said he had a \"bad episode\" of PTSD about two years ago. Peoples graduated from Sacramento State University after returning from Iraq and was a \"model citizen,\" Leevell Peoples said.\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler, Ted Goldberg and Don Clyde contributed to this report with additional reporting from Bay City News and The Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cem>This story includes a correction.\u003c/em> \u003c/p>\n\u003cp>A Caltrans plan to rebuild portions of the MacArthur Maze to accommodate larger trucks has hit a roadblock, for now, in the form of angry local officials and community groups who say the agency failed to tell them the project was coming and performed only a cursory study of its potentially far-reaching environmental effects.\u003c/p>\n\u003cp>Caltrans announced earlier this week that it is “pausing” its planning for the project, a decision that came after hearing from Oakland and Emeryville officials and others who are questioning whether the project is even necessary.\u003c/p>\n\u003cp>\u003ca href=\"https://johnbauters.wordpress.com/2019/04/22/major-transportation-updates/\" rel=\"noopener\" target=\"_blank\">John Bauters\u003c/a>, an Emeryville city councilman who serves on the Alameda County Transportation Commission, said he first learned of the proposed Maze work in early March through a Caltrans mailing for a public meeting to explain the project — an announcement that arrived a week after the meeting.\u003c/p>\n\u003cp>Bauters said he called Oakland Mayor Libby Schaaf and officials with several other agencies — none of whom, he said, knew about the project.\u003c/p>\n\u003cp>“I couldn’t find a single person at a single public agency affected by this in Alameda County or representing the region who was aware of Caltrans doing work on this project,” Bauters said in an interview Tuesday.\u003c/p>\n\u003cp>Schaaf, a member of the Metropolitan Transportation Commission, said Wednesday she was “furious” when she learned what Caltrans was planning.\u003c/p>\n\u003cp>“No one had reached out to me, either as the mayor or as an MTC commissioner,” she said.\u003c/p>\n\u003cp>In January, Caltrans issued \u003ca href=\"http://www.dot.ca.gov/d4/macarthurmazeproject/docs/maze-signed-ded-final-updates.pdf\" target=\"_blank\" rel=\"noopener\">an initial study and environmental assessment\u003c/a> of the project, which the agency says could cost as much as $191 million and take up to three years to complete after a projected start date in 2022.\u003c/p>\n\u003cp>The agency says the project aims to increase vertical clearance at several points of the web of overpasses, which handle about 250,000 vehicles a day at the point where Interstates 80, 580 and 880 meet.\u003c/p>\n\u003cp>The initial study includes a proposed “negative declaration,” meaning the assessment concluded that there was no substantial evidence the project would have a significant effect on the environment.\u003c/p>\n\u003cp>But Bauters, Schaaf and others say that Caltrans’ preliminary study of the project, which could lead to partial closure of parts of the Maze and shunt traffic onto streets in Oakland and Emeryville, fails to analyze a wide range of predictable impacts on traffic, air quality, pedestrian and cyclist safety, and local businesses.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Schaaf and Bauters both note that West Oakland, where Caltrans suggests many of the potentially detoured vehicles would be routed, already suffers disproportionate pollution impacts from highway, railroad and cargo ship traffic.\u003c/p>\n\u003cp>“This project would have had horrific impacts on the community,” Schaaf said. “That amount of traffic and particularly truck traffic on our local roads would have been extremely disrupting, dangerous and polluting to our residents.”\u003c/p>\n\u003cp>Bauters and Schaaf both said that in its presentations to date — including two “encore” community meetings it held in Emeryville and Oakland earlier this month — Caltrans has failed to lay out a case for why it needs to do the Maze project at all.\u003c/p>\n\u003cp>Bauters said the agency, which has suggested that high-load trucks are being diverted around the Maze to avoid the lower-than-standard overpasses there, presented no data on how many trucks might be involved or evidence that trucks have been striking the overpasses. The agency also conceded there are no structural concerns with the Maze that would require the proposed work.\u003c/p>\n\u003cp>“You don’t have a structural deficiency issue,” Bauters said. “You don’t have a height clearance issue. So the only issue you could have is one of two things, in my opinion. Either you do have (traffic) that’s being diverted — but if you did, you’d have that data to justify your project. … So what remains? There’s a private agenda.”\u003c/p>\n\u003cp>Schaaf said the need for the project remains “a mystery.”\u003c/p>\n\u003cp>“We met with the Port of Oakland — they were not aware of the project and certainly had not requested it to support their operations,” she said. “I asked the California Trucking Association — they were not aware, it was not something they had asked for. It truly was a mystery where the request for this project came from. So certainly the pain-versus-gain analysis did not make any sense to me.”\u003c/p>\n\u003cp>Margaret Gordon, co-founder and co-director of the West Oakland Environmental Indicators Project, said the Caltrans proposal runs counter to a new state law, AB 617, that has created a new plan for cleaning up an area of the city long burdened by excessive pollution.\u003c/p>\n\u003cp>“You are putting a community, West Oakland, at harm when we are in the process under AB 617 to come up with an emission reduction plan,” Gordon said. “So Caltrans — what are you doing?”\u003c/p>\n\u003cp>Dave Campbell, advocacy director for Bike East Bay, said the Caltrans assessment of the projects has also failed to take account of how detouring Maze traffic onto local streets — including San Pablo and West Grand avenues and 27th and 40th streets, among others — will affect pedestrian and cyclist safety.\u003c/p>\n\u003cp>“My concern is that if you’re putting more traffic onto these streets, you need to make them safer and better,” Campbell said.\u003c/p>\n\u003cp>He also said the agency doesn’t appear to have considered how people using Waze and other route-finding apps will behave when they’re confronted with future detours.\u003c/p>\n\u003cp>“Keep in mind not everyone is going to honor those detours,” Campbell said. “They’re going to find the shortest route to where they’re going, and their phone or their car tells them exactly how to do it. So Caltrans needs to study what are people actually going to do.”\u003c/p>\n\u003cp>Caltrans did not respond specifically Wednesday to questions about gaps in communication with local officials and communities, about the lack of specific data to justify the project, or about whether it will undertake a new environmental assessment of the Maze project. \u003c/p>\n\u003cp>Tuesday, agency spokeswoman Lindsey Hart said the agency’s pause on the Maze planning was to allow time for more local input.\u003c/p>\n\u003cp>“We heard from the community and the stakeholders that, ‘Hey, we’d like some more time to really weigh in on this,’ ” Hart said. “And so we said, ‘No problem, we’ll go ahead and put a pause on the project for the time being.’ ”\u003c/p>\n\u003cp>Schaaf and others said that Caltrans officials, including the agency’s District 4 director, Tony Tavares, have been responsive to the issues they’re raised.\u003c/p>\n\u003cp>“Oh, yeah — I’ve got lots of conversations now,” said Gordon of the West Oakland environmental group. “I get lots of returned calls.”\u003c/p>\n\u003cp>Schaaf said that as far as she’s concerned, Caltrans’ pause of the project means it’s on indefinite hold.\u003c/p>\n\u003cp>“What I assume it means is that this project is off the active table,” she said. “And if it ever comes back again, that Caltrans will do their due diligence, speak to the impacted communities and listen to us.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Correction:\u003c/strong> This story originally referred to John Bauters as Emeryville’s mayor. He is the town’s former mayor and now serves on the City Council. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This story includes a correction.\u003c/em> \u003c/p>\n\u003cp>A Caltrans plan to rebuild portions of the MacArthur Maze to accommodate larger trucks has hit a roadblock, for now, in the form of angry local officials and community groups who say the agency failed to tell them the project was coming and performed only a cursory study of its potentially far-reaching environmental effects.\u003c/p>\n\u003cp>Caltrans announced earlier this week that it is “pausing” its planning for the project, a decision that came after hearing from Oakland and Emeryville officials and others who are questioning whether the project is even necessary.\u003c/p>\n\u003cp>\u003ca href=\"https://johnbauters.wordpress.com/2019/04/22/major-transportation-updates/\" rel=\"noopener\" target=\"_blank\">John Bauters\u003c/a>, an Emeryville city councilman who serves on the Alameda County Transportation Commission, said he first learned of the proposed Maze work in early March through a Caltrans mailing for a public meeting to explain the project — an announcement that arrived a week after the meeting.\u003c/p>\n\u003cp>Bauters said he called Oakland Mayor Libby Schaaf and officials with several other agencies — none of whom, he said, knew about the project.\u003c/p>\n\u003cp>“I couldn’t find a single person at a single public agency affected by this in Alameda County or representing the region who was aware of Caltrans doing work on this project,” Bauters said in an interview Tuesday.\u003c/p>\n\u003cp>Schaaf, a member of the Metropolitan Transportation Commission, said Wednesday she was “furious” when she learned what Caltrans was planning.\u003c/p>\n\u003cp>“No one had reached out to me, either as the mayor or as an MTC commissioner,” she said.\u003c/p>\n\u003cp>In January, Caltrans issued \u003ca href=\"http://www.dot.ca.gov/d4/macarthurmazeproject/docs/maze-signed-ded-final-updates.pdf\" target=\"_blank\" rel=\"noopener\">an initial study and environmental assessment\u003c/a> of the project, which the agency says could cost as much as $191 million and take up to three years to complete after a projected start date in 2022.\u003c/p>\n\u003cp>The agency says the project aims to increase vertical clearance at several points of the web of overpasses, which handle about 250,000 vehicles a day at the point where Interstates 80, 580 and 880 meet.\u003c/p>\n\u003cp>The initial study includes a proposed “negative declaration,” meaning the assessment concluded that there was no substantial evidence the project would have a significant effect on the environment.\u003c/p>\n\u003cp>But Bauters, Schaaf and others say that Caltrans’ preliminary study of the project, which could lead to partial closure of parts of the Maze and shunt traffic onto streets in Oakland and Emeryville, fails to analyze a wide range of predictable impacts on traffic, air quality, pedestrian and cyclist safety, and local businesses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Schaaf and Bauters both note that West Oakland, where Caltrans suggests many of the potentially detoured vehicles would be routed, already suffers disproportionate pollution impacts from highway, railroad and cargo ship traffic.\u003c/p>\n\u003cp>“This project would have had horrific impacts on the community,” Schaaf said. “That amount of traffic and particularly truck traffic on our local roads would have been extremely disrupting, dangerous and polluting to our residents.”\u003c/p>\n\u003cp>Bauters and Schaaf both said that in its presentations to date — including two “encore” community meetings it held in Emeryville and Oakland earlier this month — Caltrans has failed to lay out a case for why it needs to do the Maze project at all.\u003c/p>\n\u003cp>Bauters said the agency, which has suggested that high-load trucks are being diverted around the Maze to avoid the lower-than-standard overpasses there, presented no data on how many trucks might be involved or evidence that trucks have been striking the overpasses. The agency also conceded there are no structural concerns with the Maze that would require the proposed work.\u003c/p>\n\u003cp>“You don’t have a structural deficiency issue,” Bauters said. “You don’t have a height clearance issue. So the only issue you could have is one of two things, in my opinion. Either you do have (traffic) that’s being diverted — but if you did, you’d have that data to justify your project. … So what remains? There’s a private agenda.”\u003c/p>\n\u003cp>Schaaf said the need for the project remains “a mystery.”\u003c/p>\n\u003cp>“We met with the Port of Oakland — they were not aware of the project and certainly had not requested it to support their operations,” she said. “I asked the California Trucking Association — they were not aware, it was not something they had asked for. It truly was a mystery where the request for this project came from. So certainly the pain-versus-gain analysis did not make any sense to me.”\u003c/p>\n\u003cp>Margaret Gordon, co-founder and co-director of the West Oakland Environmental Indicators Project, said the Caltrans proposal runs counter to a new state law, AB 617, that has created a new plan for cleaning up an area of the city long burdened by excessive pollution.\u003c/p>\n\u003cp>“You are putting a community, West Oakland, at harm when we are in the process under AB 617 to come up with an emission reduction plan,” Gordon said. “So Caltrans — what are you doing?”\u003c/p>\n\u003cp>Dave Campbell, advocacy director for Bike East Bay, said the Caltrans assessment of the projects has also failed to take account of how detouring Maze traffic onto local streets — including San Pablo and West Grand avenues and 27th and 40th streets, among others — will affect pedestrian and cyclist safety.\u003c/p>\n\u003cp>“My concern is that if you’re putting more traffic onto these streets, you need to make them safer and better,” Campbell said.\u003c/p>\n\u003cp>He also said the agency doesn’t appear to have considered how people using Waze and other route-finding apps will behave when they’re confronted with future detours.\u003c/p>\n\u003cp>“Keep in mind not everyone is going to honor those detours,” Campbell said. “They’re going to find the shortest route to where they’re going, and their phone or their car tells them exactly how to do it. So Caltrans needs to study what are people actually going to do.”\u003c/p>\n\u003cp>Caltrans did not respond specifically Wednesday to questions about gaps in communication with local officials and communities, about the lack of specific data to justify the project, or about whether it will undertake a new environmental assessment of the Maze project. \u003c/p>\n\u003cp>Tuesday, agency spokeswoman Lindsey Hart said the agency’s pause on the Maze planning was to allow time for more local input.\u003c/p>\n\u003cp>“We heard from the community and the stakeholders that, ‘Hey, we’d like some more time to really weigh in on this,’ ” Hart said. “And so we said, ‘No problem, we’ll go ahead and put a pause on the project for the time being.’ ”\u003c/p>\n\u003cp>Schaaf and others said that Caltrans officials, including the agency’s District 4 director, Tony Tavares, have been responsive to the issues they’re raised.\u003c/p>\n\u003cp>“Oh, yeah — I’ve got lots of conversations now,” said Gordon of the West Oakland environmental group. “I get lots of returned calls.”\u003c/p>\n\u003cp>Schaaf said that as far as she’s concerned, Caltrans’ pause of the project means it’s on indefinite hold.\u003c/p>\n\u003cp>“What I assume it means is that this project is off the active table,” she said. “And if it ever comes back again, that Caltrans will do their due diligence, speak to the impacted communities and listen to us.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Correction:\u003c/strong> This story originally referred to John Bauters as Emeryville’s mayor. He is the town’s former mayor and now serves on the City Council. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"headTitle": "FAA Certifies Google’s Wing Drone Delivery Company to Operate as an Airline | KQED",
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"content": "\u003cp>The Federal Aviation Administration has certified Alphabet’s Wing Aviation to operate as an airline, in a first for U.S. drone delivery companies. Wing, which began as a \u003ca href=\"https://x.company/projects/wing/\">Google X project\u003c/a>, has been testing its autonomous drones in southwest Virginia and elsewhere. Alphabet is also Google’s parent company.\u003c/p>\n\u003cp>“Air Carrier Certification means that we can begin a commercial service delivering goods from local businesses to homes in the United States,” Wing said in a statement posted to \u003ca href=\"https://medium.com/wing-aviation/wing-becomes-first-certified-air-carrier-for-drones-in-the-us-43401883f20b\">the Medium website\u003c/a>.\u003c/p>\n\u003cp>The company has touted many advantages of using unmanned drones to deliver packages, from reducing carbon emissions and road congestion to increasing connections between communities and local businesses.\u003c/p>\n\u003cp>[aside postID=news_11660802]\u003c/p>\n\u003cp>“This is an important step forward for the safe testing and integration of drones into our economy. Safety continues to be our Number One priority as this technology continues to develop and realize its full potential,” Secretary of Transportation Elaine L. Chao said in a statement from the agency.\u003c/p>\n\u003cp>In a statement to NPR, the FAA said Wing was able to qualify for an air carrier certificate because it has shown “its operations met the FAA’s rigorous safety requirements.”\u003c/p>\n\u003cp>Wing’s electric drones are powered by 14 propellers, nearly all of which are top-mounted to help carry loads of up to 1.5 kilograms (3.3 pounds). They’re meant to deliver a wide range of everyday items, from food and drinks to medicine and emergency supplies.\u003c/p>\n\u003cp>By developing delivery drones — and a retail system that would connect customers with local merchants — Google’s parent company is directly competing with Amazon, which has been readying its own unmanned delivery system, called Prime Air.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"https://www.npr.org/sections/thetwo-way/2013/12/02/248170316/drone-delivery-amazon-says-a-new-era-looms\">As early as 2013\u003c/a>, Amazon CEO Jeff Bezos predicted that the online retail giant’s “octocopter” drones would start buzzing out of fulfillment centers in the coming years. At the time, Bezos said his company’s drones would be built to carry around 5 pounds — a weight limit that would allow about 85 percent of the products sold by Amazon to be delivered by drone.\u003c/p>\n\u003cp>But Bezos also said it would take time to develop a safe and reliable drone system — and to get federal approvals. It wasn’t until late 2016 that Amazon announced its first fully autonomous Prime Air delivery. Since then, like Google, it’s been testing its delivery drones.\u003c/p>\n\u003cp>The use of unmanned aircraft in the U.S. has been growing by leaps and bounds. At the end of 2018, \u003ca href=\"https://apnews.com/e0fcf74b9a9d46d1a7c57463cf6f668c\">The Associated Press reported\u003c/a> that “110,000 commercial drones are operating in U.S. airspace,” citing government figures that also projected the number would more than quadruple in 2022.\u003c/p>\n\u003cfigure id=\"attachment_11742158\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11742158\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-800x1267.jpg\" alt=\"Customers who took part in Wing's drone delivery test program in Virginia approach their package after it was dropped on their lawn.\" width=\"800\" height=\"1267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-800x1267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-160x253.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-1020x1615.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-758x1200.jpg 758w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400.jpg 1293w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Customers who took part in Wing’s drone delivery test program in Virginia approach their package after it was dropped on their lawn. \u003ccite>(Wing)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wing has been testing its drone delivery systems from an FAA-approved test area at Virginia Tech since the autumn of 2016. With its new air carrier certification in hand, the company says it hopes to expand deliveries in southwest Virginia, recruiting businesses and potential customers in the Blacksburg and Christiansburg areas who want to try out the delivery system.\u003c/p>\n\u003cp>That expansion is planned for later this year. In the meantime, Wing “will begin its first trial in Europe in the spring, delivering to homes in Helsinki, Finland,” a company representative said in an email to NPR.\u003c/p>\n\u003cp>Some of the earliest Wing drone tests took place in Canberra, Australia, in 2014. Since then, the company says, its drones have flown more than 70,000 test flights and delivered thousands of packages there.\u003c/p>\n\u003cp>Earlier this month, Wing officially launched its commercial delivery service in northern Canberra after gaining regulatory approval. \u003ca href=\"https://medium.com/wing-aviation/wing-launches-commercial-air-delivery-service-in-canberra-5da134312474\">Its initial partners\u003c/a> in that venture range from local coffee, bakery and gelato shops to chocolate makers and a taqueria.\u003c/p>\n\u003cp>In addition to Google and Amazon, delivery companies such as United Parcel Service and DHL Express also have been developing their own drone systems. And like many human endeavors that rely on technology, a main hurdle has been a relatively simple constraint: battery life.\u003c/p>\n\u003cp>“If you have to recharge them every other hour, then you need so many drones, and you have to orchestrate that. So good luck with that,” Frank Appel, the CEO of DHL parent Deutsche Post AG, \u003ca href=\"https://apnews.com/e0fcf74b9a9d46d1a7c57463cf6f668c\">told the AP\u003c/a> last December.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit \u003ca href=\"https://www.npr.org\" target=\"_blank\" rel=\"noopener\">NPR.org\u003c/a>.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=FAA+Certifies+Google%27s+Wing+Drone+Delivery+Company+To+Operate+As+An+Airline&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Federal Aviation Administration has certified Alphabet’s Wing Aviation to operate as an airline, in a first for U.S. drone delivery companies. Wing, which began as a \u003ca href=\"https://x.company/projects/wing/\">Google X project\u003c/a>, has been testing its autonomous drones in southwest Virginia and elsewhere. Alphabet is also Google’s parent company.\u003c/p>\n\u003cp>“Air Carrier Certification means that we can begin a commercial service delivering goods from local businesses to homes in the United States,” Wing said in a statement posted to \u003ca href=\"https://medium.com/wing-aviation/wing-becomes-first-certified-air-carrier-for-drones-in-the-us-43401883f20b\">the Medium website\u003c/a>.\u003c/p>\n\u003cp>The company has touted many advantages of using unmanned drones to deliver packages, from reducing carbon emissions and road congestion to increasing connections between communities and local businesses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This is an important step forward for the safe testing and integration of drones into our economy. Safety continues to be our Number One priority as this technology continues to develop and realize its full potential,” Secretary of Transportation Elaine L. Chao said in a statement from the agency.\u003c/p>\n\u003cp>In a statement to NPR, the FAA said Wing was able to qualify for an air carrier certificate because it has shown “its operations met the FAA’s rigorous safety requirements.”\u003c/p>\n\u003cp>Wing’s electric drones are powered by 14 propellers, nearly all of which are top-mounted to help carry loads of up to 1.5 kilograms (3.3 pounds). They’re meant to deliver a wide range of everyday items, from food and drinks to medicine and emergency supplies.\u003c/p>\n\u003cp>By developing delivery drones — and a retail system that would connect customers with local merchants — Google’s parent company is directly competing with Amazon, which has been readying its own unmanned delivery system, called Prime Air.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.npr.org/sections/thetwo-way/2013/12/02/248170316/drone-delivery-amazon-says-a-new-era-looms\">As early as 2013\u003c/a>, Amazon CEO Jeff Bezos predicted that the online retail giant’s “octocopter” drones would start buzzing out of fulfillment centers in the coming years. At the time, Bezos said his company’s drones would be built to carry around 5 pounds — a weight limit that would allow about 85 percent of the products sold by Amazon to be delivered by drone.\u003c/p>\n\u003cp>But Bezos also said it would take time to develop a safe and reliable drone system — and to get federal approvals. It wasn’t until late 2016 that Amazon announced its first fully autonomous Prime Air delivery. Since then, like Google, it’s been testing its delivery drones.\u003c/p>\n\u003cp>The use of unmanned aircraft in the U.S. has been growing by leaps and bounds. At the end of 2018, \u003ca href=\"https://apnews.com/e0fcf74b9a9d46d1a7c57463cf6f668c\">The Associated Press reported\u003c/a> that “110,000 commercial drones are operating in U.S. airspace,” citing government figures that also projected the number would more than quadruple in 2022.\u003c/p>\n\u003cfigure id=\"attachment_11742158\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11742158\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-800x1267.jpg\" alt=\"Customers who took part in Wing's drone delivery test program in Virginia approach their package after it was dropped on their lawn.\" width=\"800\" height=\"1267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-800x1267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-160x253.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-1020x1615.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400-758x1200.jpg 758w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/04/wing-testers-receiving-package-as-part-of-faa-testing_custom-b8e453cc8a74800a344da95377130dcc41fb934d-s1400.jpg 1293w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Customers who took part in Wing’s drone delivery test program in Virginia approach their package after it was dropped on their lawn. \u003ccite>(Wing)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wing has been testing its drone delivery systems from an FAA-approved test area at Virginia Tech since the autumn of 2016. With its new air carrier certification in hand, the company says it hopes to expand deliveries in southwest Virginia, recruiting businesses and potential customers in the Blacksburg and Christiansburg areas who want to try out the delivery system.\u003c/p>\n\u003cp>That expansion is planned for later this year. In the meantime, Wing “will begin its first trial in Europe in the spring, delivering to homes in Helsinki, Finland,” a company representative said in an email to NPR.\u003c/p>\n\u003cp>Some of the earliest Wing drone tests took place in Canberra, Australia, in 2014. Since then, the company says, its drones have flown more than 70,000 test flights and delivered thousands of packages there.\u003c/p>\n\u003cp>Earlier this month, Wing officially launched its commercial delivery service in northern Canberra after gaining regulatory approval. \u003ca href=\"https://medium.com/wing-aviation/wing-launches-commercial-air-delivery-service-in-canberra-5da134312474\">Its initial partners\u003c/a> in that venture range from local coffee, bakery and gelato shops to chocolate makers and a taqueria.\u003c/p>\n\u003cp>In addition to Google and Amazon, delivery companies such as United Parcel Service and DHL Express also have been developing their own drone systems. And like many human endeavors that rely on technology, a main hurdle has been a relatively simple constraint: battery life.\u003c/p>\n\u003cp>“If you have to recharge them every other hour, then you need so many drones, and you have to orchestrate that. So good luck with that,” Frank Appel, the CEO of DHL parent Deutsche Post AG, \u003ca href=\"https://apnews.com/e0fcf74b9a9d46d1a7c57463cf6f668c\">told the AP\u003c/a> last December.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit \u003ca href=\"https://www.npr.org\" target=\"_blank\" rel=\"noopener\">NPR.org\u003c/a>.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=FAA+Certifies+Google%27s+Wing+Drone+Delivery+Company+To+Operate+As+An+Airline&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "Valero Could Restart Troubled Benicia Refinery by Mid-May",
"title": "Valero Could Restart Troubled Benicia Refinery by Mid-May",
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"content": "\u003cp>Valero's Benicia refinery, shut down since last month because of equipment malfunctions, could be back online by mid-May, Benicia city officials and state regulators say.\u003c/p>\n\u003cp>Although the company won't provide a date that it plans to restart the Solano County facility, Benicia Fire Chief Josh Chadwick said Monday he estimates the refinery will be back online in the next three to four weeks.\u003c/p>\n\u003cp>Chadwick said a Solano County hazardous materials specialist assigned to Valero provided him with the estimated timetable. County officials did make the specialist available for comment.\u003c/p>\n\u003cp>The California Energy Commission said Monday that the Benicia refinery is one of three California crude oil processing facilities that the agency expects to be restarted over the next several weeks. Shutdowns at the refineries — including two in the Los Angeles area — have helped drive up the cost of gasoline statewide.\u003c/p>\n\u003cp>Valero powered down its Benicia facility on March 24 after \u003ca href=\"https://www.kqed.org/news/11735870/two-parts-of-valeros-benicia-refinery-under-scrutiny-in-probe-of-pollution-releases\" target=\"_blank\" rel=\"noopener\">failing to resolve\u003c/a> malfunctions that led to the release of soot-laden smoke.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The incident prompted Solano County to issue a \u003ca href=\"https://www.kqed.org/news/11737076/valeros-pollution-release-exposes-weaknesses-in-benicias-air-monitoring-system\" target=\"_blank\" rel=\"noopener\">health advisory\u003c/a> for people with respiratory issues to stay indoors.\u003c/p>\n\u003cp>A Valero representative said the company will not disclose its restart date.\u003c/p>\n\u003cp>\"I know we shared information about the status of the refinery on March 24, but beyond that, it is Valero's policy to not comment on operations or possible outages/restarts at its facilities beyond what is publicly reported,\" said Lillian Riojas, a company spokeswoman.\u003c/p>\n\u003cp>The California Energy Commission has been in touch with Valero but does not release certain data about its operations due to regulatory restrictions, according to agency spokeswoman Sandy Louey.\u003c/p>\n\u003cp>But Louey said refinery issues that have played a part in recent gas price increases — including the Valero shutdown — would be coming to an end in the coming weeks.\u003c/p>\n\u003cp>\"The Energy Commission can say that the three large refinery maintenance issues are scheduled to be resolved over a period beginning late April through the middle of May,\" she said in an email.\u003c/p>\n\u003cp>Besides Valero, the facilities involve two in the Los Angeles suburb of Carson: a Phillips 66 refinery that suffered a fire and a Marathon Oil refinery that's been down for planned maintenance.\u003c/p>\n\u003cp>The statewide average cost of a gallon of regular has increased 62 cents since Valero's March 24 shutdown, according to \u003ca href=\"https://gasprices.aaa.com/?state=CA\" target=\"_blank\" rel=\"noopener\">AAA\u003c/a>. It now stands at $4.006.\u003c/p>\n\u003cp>\"We've had major refinery issues all spring,\" said AAA Northern California spokesman Michael Blasky. \"I've heard it referred to as a perfect storm in the industry, with a lot of refinery incidents of flaring or shutting down for days or weeks at time.\"\u003c/p>\n\u003cp>In fact, Chevron's Richmond refinery experienced its seventh \u003ca href=\"https://w3.calema.ca.gov/operational/malhaz.nsf/f1841a103c102734882563e200760c4a/4f3f06b2dc673589882583db002cb46c?OpenDocument&Highlight=0,chevron\" target=\"_blank\" rel=\"noopener\">flaring incident\u003c/a> of the year on Saturday, according to Contra Costa County's chief environmental and hazardous materials officer, Randy Sawyer. The incident caught the attention of the Oil Price Information Service.\u003c/p>\n\u003cp>https://twitter.com/OPIS_WestCoast/status/1117816827608993792\u003c/p>\n\u003cp>Monday's price marks the first time the statewide average cost for a gallon of regular has topped $4 in close to five years, Blasky said.\u003c/p>\n\u003cp>He said that while other factors have played a part in the rise — for instance, an increase in the price of crude oil worldwide — the refinery issues have been a major contributing factor.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I would hope, as refineries come back to their normal levels of production, that we start to see prices level out and hopefully start to come down by mid-May,\" Blasky said.\u003c/p>\n\n",
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"excerpt": "The Solano County facility is one of three where problems have curtailed gasoline production, helping drive up prices at the pump to more than $4 a gallon. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Valero's Benicia refinery, shut down since last month because of equipment malfunctions, could be back online by mid-May, Benicia city officials and state regulators say.\u003c/p>\n\u003cp>Although the company won't provide a date that it plans to restart the Solano County facility, Benicia Fire Chief Josh Chadwick said Monday he estimates the refinery will be back online in the next three to four weeks.\u003c/p>\n\u003cp>Chadwick said a Solano County hazardous materials specialist assigned to Valero provided him with the estimated timetable. County officials did make the specialist available for comment.\u003c/p>\n\u003cp>The California Energy Commission said Monday that the Benicia refinery is one of three California crude oil processing facilities that the agency expects to be restarted over the next several weeks. Shutdowns at the refineries — including two in the Los Angeles area — have helped drive up the cost of gasoline statewide.\u003c/p>\n\u003cp>Valero powered down its Benicia facility on March 24 after \u003ca href=\"https://www.kqed.org/news/11735870/two-parts-of-valeros-benicia-refinery-under-scrutiny-in-probe-of-pollution-releases\" target=\"_blank\" rel=\"noopener\">failing to resolve\u003c/a> malfunctions that led to the release of soot-laden smoke.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The incident prompted Solano County to issue a \u003ca href=\"https://www.kqed.org/news/11737076/valeros-pollution-release-exposes-weaknesses-in-benicias-air-monitoring-system\" target=\"_blank\" rel=\"noopener\">health advisory\u003c/a> for people with respiratory issues to stay indoors.\u003c/p>\n\u003cp>A Valero representative said the company will not disclose its restart date.\u003c/p>\n\u003cp>\"I know we shared information about the status of the refinery on March 24, but beyond that, it is Valero's policy to not comment on operations or possible outages/restarts at its facilities beyond what is publicly reported,\" said Lillian Riojas, a company spokeswoman.\u003c/p>\n\u003cp>The California Energy Commission has been in touch with Valero but does not release certain data about its operations due to regulatory restrictions, according to agency spokeswoman Sandy Louey.\u003c/p>\n\u003cp>But Louey said refinery issues that have played a part in recent gas price increases — including the Valero shutdown — would be coming to an end in the coming weeks.\u003c/p>\n\u003cp>\"The Energy Commission can say that the three large refinery maintenance issues are scheduled to be resolved over a period beginning late April through the middle of May,\" she said in an email.\u003c/p>\n\u003cp>Besides Valero, the facilities involve two in the Los Angeles suburb of Carson: a Phillips 66 refinery that suffered a fire and a Marathon Oil refinery that's been down for planned maintenance.\u003c/p>\n\u003cp>The statewide average cost of a gallon of regular has increased 62 cents since Valero's March 24 shutdown, according to \u003ca href=\"https://gasprices.aaa.com/?state=CA\" target=\"_blank\" rel=\"noopener\">AAA\u003c/a>. It now stands at $4.006.\u003c/p>\n\u003cp>\"We've had major refinery issues all spring,\" said AAA Northern California spokesman Michael Blasky. \"I've heard it referred to as a perfect storm in the industry, with a lot of refinery incidents of flaring or shutting down for days or weeks at time.\"\u003c/p>\n\u003cp>In fact, Chevron's Richmond refinery experienced its seventh \u003ca href=\"https://w3.calema.ca.gov/operational/malhaz.nsf/f1841a103c102734882563e200760c4a/4f3f06b2dc673589882583db002cb46c?OpenDocument&Highlight=0,chevron\" target=\"_blank\" rel=\"noopener\">flaring incident\u003c/a> of the year on Saturday, according to Contra Costa County's chief environmental and hazardous materials officer, Randy Sawyer. The incident caught the attention of the Oil Price Information Service.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Monday's price marks the first time the statewide average cost for a gallon of regular has topped $4 in close to five years, Blasky said.\u003c/p>\n\u003cp>He said that while other factors have played a part in the rise — for instance, an increase in the price of crude oil worldwide — the refinery issues have been a major contributing factor.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I would hope, as refineries come back to their normal levels of production, that we start to see prices level out and hopefully start to come down by mid-May,\" Blasky said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "As Bullet Train Project Moves Ahead in Valley, Many Residents Still Reluctant to Get on Board",
"title": "As Bullet Train Project Moves Ahead in Valley, Many Residents Still Reluctant to Get on Board",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>[dropcap]W[/dropcap]hen Gov. Gavin Newsom \u003ca href=\"https://www.kqed.org/news/11725616/gov-gavin-newsom-gives-first-state-of-the-state-address\">announced\u003c/a> in February that, as currently planned, the state's full high-speed rail project would take too long to build and cost too much, farm bookkeeper Joanna Spence was relieved. For her, that acknowledgement was long overdue.\u003c/p>\n\u003cp>“As I drive up and down (Highway) 99, I just see bits and pieces, nothing happening,” Spence said. “It’s been totally graffiti’d.”\u003c/p>\n\u003cp>The bullet train has long been a difficult subject at Parichan Farms, a large almond ranch in Madera County that sits directly in the path of the high-speed rail line. Late owner Harold Parichan \u003ca href=\"https://www.latimes.com/local/obituaries/la-me-harold-parichan-20160103-story.html\">fought\u003c/a> the project’s encroachment on his thousands of acres of almonds and other crops.\u003c/p>\n\u003cp>[pullquote size=\"medium\" citation=\"Joanna Spence, Parichan Farms\"]'Why would I ride it to Merced? Even Modesto. ... And when I get there, what am I gonna have to do? First I’ve had to pay for a train ticket. Now I’m gonna have to rent a car or an Uber.'[/pullquote]\u003c/p>\n\u003cp>Several years ago, around 50 acres were cleared to make way for the trains' right of way. There’s now a diagonal path straight through the orchard outside Spence’s office, where she’s worked for over 20 years. In one area of the farm, the contractor for the bullet train project is building a $2.5 million underpass so farm crews will be able to get from one side to the other.\u003c/p>\n\u003cp>Instead, Spence said, much of the cleared land has gone to weeds.\u003c/p>\n\u003cp>“We could have been farming those trees, and making more money for the ranch,” Spence said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Immediately after Newsom made his announcement in February, \u003ca href=\"https://www.kqed.org/news/11725636/state-of-the-state-newsom-pulls-plug-on-s-f-to-l-a-high-speed-rail-project\">he tried to clarify\u003c/a> his administration's plans for the project: The initial focus will be to get the bullet train running on the 170-mile route from Merced to Bakersfield during the next decade while finishing environmental studies of the full \"Phase One\" line from San Francisco to Los Angeles. Phase One would still be built at some unspecified point in the future.\u003c/p>\n\u003cp>The news angered Spence.\u003c/p>\n\u003cp>“Why would I ride it to Merced? Even Modesto. I could be there in 45 minutes,” she said. “And when I get there, what am I gonna have to do? First I’ve had to pay for a train ticket. Now I’m gonna have to rent a car or an Uber.\u003c/p>\n\u003cp>“We’re not even the ones who wanted it. It was the people who commute,” she said.\u003c/p>\n\u003cp>“I know that some critics will say this is a 'train to nowhere,' \" Newsom told legislators in his State of the State. “But that’s wrong and offensive. The people of the Central Valley endure the worst air pollution in America, as well as some of the longest commutes. And they have suffered too many years of neglect from policymakers here in Sacramento. They deserve better.”\u003c/p>\n\u003cp>What Newsom did not acknowledge is that when it comes to high-speed rail, some of the most disillusioned and skeptical Californians are Central Valley residents \u003ca href=\"https://www.fresnobee.com/news/state/california/big-valley/article223441880.html\">themselves\u003c/a>. While some dream of the opportunities a bullet train could bring, others see it as a misuse of funds and believe that it will never be built — or that if it ever is, no one will ride it.\u003c/p>\n\u003ch4>'A Commitment to the Central Valley'\u003c/h4>\n\u003cp>When voters approved a \u003ca href=\"https://vig.cdn.sos.ca.gov/2008/general/pdf-guide/suppl-complete-guide.pdf#prop1a\">$10 billion bond measure\u003c/a> in 2008 to fund high-speed rail, they were told it could be running between Los Angeles and the Bay Area in little more than a decade and cost about $34 billion.\u003c/p>\n\u003cp>In its most recent estimate, the California High-Speed Rail Authority said the link between San Francisco and the L.A. area would be finished in 2033. That's \u003cem>if\u003c/em> the authority can locate the tens of billions of dollars more needed to pay for the project, now priced at around \u003ca href=\"http://www.hsr.ca.gov/docs/about/business_plans/2018_BusinessPlan.pdf\">$77 billion\u003c/a>.\u003c/p>\n\u003cp>Right now, about 2,600 construction workers are working on 119 miles of the route between Madera and Wasco, the latter a town just north of Bakersfield, by the end of 2022. That deadline is part of the rail agency's agreement for $3.5 billion in federal funding — money that the Trump administration is now \u003ca href=\"https://www.kqed.org/news/11727539/feds-battle-with-california-over-bullet-train-funding-may-be-just-beginning\" target=\"_blank\" rel=\"noopener\">trying to take back\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11740351\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS36529_IMG_4681-qut.jpg\">\u003cimg class=\"size-medium wp-image-11740351\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Morgan Doizaki stands beside a fence that was recently erected across the street from Central Fish Co, which he manages. Doizaki says the fence has cut off foot traffic between downtown Fresno and Chinatown, and he worries about how that will impact the business. \u003ccite>(Alexandra Hall/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Annie Parker, a spokeswoman with the bullet train agency, said service from Madera to Bakersfield could start by the end of 2027, with passengers riding from Bakersfield to Merced a year later.\u003c/p>\n\u003cp>“This is more of a commitment to the Central Valley,” Parker told KQED.\u003c/p>\n\u003cp>As for connecting the rail to San Jose and elsewhere, Parker said, \"It’s not on hold. We will work to get to those regions.\"\u003c/p>\n\u003cp>In the Bay Area and Los Angeles, the high-speed rail agency has helped fund infrastructure that could someday be part of a bullet train system. In the Bay Area, those projects include the Transbay Transit Center and Caltrain's electrification project.\u003c/p>\n\u003cp>But actual development of high-speed trains in the state's two biggest metro areas?\u003c/p>\n\u003cp>“We don’t have the funds in hand to build Phase One, to build San Francisco to Los Angeles,\" Parker said, adding that the agency is \"working to establish a full funding package for the delivery of the high-speed rail project.\"\u003c/p>\n\u003ch4>‘The Biggest Challenge Is Surviving’\u003c/h4>\n\u003cp>Even though trains might not run for years, residents are already feeling the effects.\u003c/p>\n\u003cp>So far, at least 230 businesses in Fresno have relocated to make way for construction, according to the rail authority.\u003c/p>\n\u003cp>Central Fish Co., a seafood market and Asian grocery in Fresno's Chinatown neighborhood, has been able to stay in its current location, unlike other businesses that once surrounded it.\u003c/p>\n\u003cp>“We’ve been dealing with this for a few years now and we’re just trying to hang in there,” said Morgan Doizaki, general manager of Central Fish Co.\u003c/p>\n\u003cp>Doizaki supports high-speed rail. He just wants it to get built — sooner rather than later.\u003c/p>\n\u003cp>“Fresno needs something big like this,” Doizaki said. In the meantime, \"the biggest challenge is surviving.\"\u003c/p>\n\u003cp>[pullquote size=\"medium\" citation=\"Lee Ann Eager, Fresno County Economic Development Corp.\"]'I think there's a lot of people, if they actually ever ride on one they'll have a different opinion. ... We don't want to sit on freeways for three and four hours to get just from one city to another. This is that option to get us out of that rut. But it might just take another generation to do that.'[/pullquote]\u003c/p>\n\u003cp>A fence built recently between high-speed rail's right of way and the existing Union Pacific line has cut off foot traffic between an already isolated Chinatown and downtown Fresno’s popular baseball stadium, Chukchansi Park.\u003c/p>\n\u003cp>“Every year, we kind of wait till the baseball season starts,” Doizaki said, “And everyone gets a little bit busier, but this is the first year we’re gonna have no foot traffic.”\u003c/p>\n\u003cp>Some businesses, Doizaki noted, have done well since relocating, including the \u003ca href=\"https://www.fresnobee.com/living/food-drink/article92735407.html\">Cosmopolitan restaurant\u003c/a> that was once in Chinatown but has since moved a few blocks away.\u003c/p>\n\u003cp>Fresno County’s \u003ca href=\"http://www.fresnoedc.com/\">Economic Development Corp.\u003c/a> has been assisting businesses along the rail line alignment or otherwise impacted by road closures.\u003c/p>\n\u003cp>When asked about Newsom’s plan to focus on finishing what the authority has started in the Central Valley first, EDC President and CEO Lee Ann Eager said the policy does not signify a huge shift.\u003c/p>\n\u003cp>“I think that's the fallacy now, that somehow (Newsom’s) speech stopped high-speed rail, and nobody is doing the work anymore — and that's not the case,\" Eager said. \"I think all he said was we're going to do it in stages.”\u003c/p>\n\u003cp>Eager said she is aware of the criticism coming from Central Valley residents who think no one will ride the train if it does not connect to the Bay Area.\u003c/p>\n\u003cp>“That has really always been an issue with us here is that we had expected the entire Central Valley to understand what those opportunities would mean for us,” Eager said.\u003c/p>\n\u003cp>“I think there's a lot of people (that) if they actually ever ride on one they'll have a different opinion,\" Eager said. \"Because we don't want to be in cars, we don't want to have the bad air quality and we don't want to sit on freeways for three and four hours to get just from one city to another. This is that option to get us out of that rut. But it might just take another generation to do that.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Some in the Central Valley see train as vehicle for future opportunity. Many others remain skeptical project will ever be finished. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">W\u003c/span>\u003c/p>\u003cp>hen Gov. Gavin Newsom \u003ca href=\"https://www.kqed.org/news/11725616/gov-gavin-newsom-gives-first-state-of-the-state-address\">announced\u003c/a> in February that, as currently planned, the state's full high-speed rail project would take too long to build and cost too much, farm bookkeeper Joanna Spence was relieved. For her, that acknowledgement was long overdue.\u003c/p>\n\u003cp>“As I drive up and down (Highway) 99, I just see bits and pieces, nothing happening,” Spence said. “It’s been totally graffiti’d.”\u003c/p>\n\u003cp>The bullet train has long been a difficult subject at Parichan Farms, a large almond ranch in Madera County that sits directly in the path of the high-speed rail line. Late owner Harold Parichan \u003ca href=\"https://www.latimes.com/local/obituaries/la-me-harold-parichan-20160103-story.html\">fought\u003c/a> the project’s encroachment on his thousands of acres of almonds and other crops.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'Why would I ride it to Merced? Even Modesto. ... And when I get there, what am I gonna have to do? First I’ve had to pay for a train ticket. Now I’m gonna have to rent a car or an Uber.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Several years ago, around 50 acres were cleared to make way for the trains' right of way. There’s now a diagonal path straight through the orchard outside Spence’s office, where she’s worked for over 20 years. In one area of the farm, the contractor for the bullet train project is building a $2.5 million underpass so farm crews will be able to get from one side to the other.\u003c/p>\n\u003cp>Instead, Spence said, much of the cleared land has gone to weeds.\u003c/p>\n\u003cp>“We could have been farming those trees, and making more money for the ranch,” Spence said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Immediately after Newsom made his announcement in February, \u003ca href=\"https://www.kqed.org/news/11725636/state-of-the-state-newsom-pulls-plug-on-s-f-to-l-a-high-speed-rail-project\">he tried to clarify\u003c/a> his administration's plans for the project: The initial focus will be to get the bullet train running on the 170-mile route from Merced to Bakersfield during the next decade while finishing environmental studies of the full \"Phase One\" line from San Francisco to Los Angeles. Phase One would still be built at some unspecified point in the future.\u003c/p>\n\u003cp>The news angered Spence.\u003c/p>\n\u003cp>“Why would I ride it to Merced? Even Modesto. I could be there in 45 minutes,” she said. “And when I get there, what am I gonna have to do? First I’ve had to pay for a train ticket. Now I’m gonna have to rent a car or an Uber.\u003c/p>\n\u003cp>“We’re not even the ones who wanted it. It was the people who commute,” she said.\u003c/p>\n\u003cp>“I know that some critics will say this is a 'train to nowhere,' \" Newsom told legislators in his State of the State. “But that’s wrong and offensive. The people of the Central Valley endure the worst air pollution in America, as well as some of the longest commutes. And they have suffered too many years of neglect from policymakers here in Sacramento. They deserve better.”\u003c/p>\n\u003cp>What Newsom did not acknowledge is that when it comes to high-speed rail, some of the most disillusioned and skeptical Californians are Central Valley residents \u003ca href=\"https://www.fresnobee.com/news/state/california/big-valley/article223441880.html\">themselves\u003c/a>. While some dream of the opportunities a bullet train could bring, others see it as a misuse of funds and believe that it will never be built — or that if it ever is, no one will ride it.\u003c/p>\n\u003ch4>'A Commitment to the Central Valley'\u003c/h4>\n\u003cp>When voters approved a \u003ca href=\"https://vig.cdn.sos.ca.gov/2008/general/pdf-guide/suppl-complete-guide.pdf#prop1a\">$10 billion bond measure\u003c/a> in 2008 to fund high-speed rail, they were told it could be running between Los Angeles and the Bay Area in little more than a decade and cost about $34 billion.\u003c/p>\n\u003cp>In its most recent estimate, the California High-Speed Rail Authority said the link between San Francisco and the L.A. area would be finished in 2033. That's \u003cem>if\u003c/em> the authority can locate the tens of billions of dollars more needed to pay for the project, now priced at around \u003ca href=\"http://www.hsr.ca.gov/docs/about/business_plans/2018_BusinessPlan.pdf\">$77 billion\u003c/a>.\u003c/p>\n\u003cp>Right now, about 2,600 construction workers are working on 119 miles of the route between Madera and Wasco, the latter a town just north of Bakersfield, by the end of 2022. That deadline is part of the rail agency's agreement for $3.5 billion in federal funding — money that the Trump administration is now \u003ca href=\"https://www.kqed.org/news/11727539/feds-battle-with-california-over-bullet-train-funding-may-be-just-beginning\" target=\"_blank\" rel=\"noopener\">trying to take back\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11740351\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS36529_IMG_4681-qut.jpg\">\u003cimg class=\"size-medium wp-image-11740351\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/04/RS36529_IMG_4681-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Morgan Doizaki stands beside a fence that was recently erected across the street from Central Fish Co, which he manages. Doizaki says the fence has cut off foot traffic between downtown Fresno and Chinatown, and he worries about how that will impact the business. \u003ccite>(Alexandra Hall/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Annie Parker, a spokeswoman with the bullet train agency, said service from Madera to Bakersfield could start by the end of 2027, with passengers riding from Bakersfield to Merced a year later.\u003c/p>\n\u003cp>“This is more of a commitment to the Central Valley,” Parker told KQED.\u003c/p>\n\u003cp>As for connecting the rail to San Jose and elsewhere, Parker said, \"It’s not on hold. We will work to get to those regions.\"\u003c/p>\n\u003cp>In the Bay Area and Los Angeles, the high-speed rail agency has helped fund infrastructure that could someday be part of a bullet train system. In the Bay Area, those projects include the Transbay Transit Center and Caltrain's electrification project.\u003c/p>\n\u003cp>But actual development of high-speed trains in the state's two biggest metro areas?\u003c/p>\n\u003cp>“We don’t have the funds in hand to build Phase One, to build San Francisco to Los Angeles,\" Parker said, adding that the agency is \"working to establish a full funding package for the delivery of the high-speed rail project.\"\u003c/p>\n\u003ch4>‘The Biggest Challenge Is Surviving’\u003c/h4>\n\u003cp>Even though trains might not run for years, residents are already feeling the effects.\u003c/p>\n\u003cp>So far, at least 230 businesses in Fresno have relocated to make way for construction, according to the rail authority.\u003c/p>\n\u003cp>Central Fish Co., a seafood market and Asian grocery in Fresno's Chinatown neighborhood, has been able to stay in its current location, unlike other businesses that once surrounded it.\u003c/p>\n\u003cp>“We’ve been dealing with this for a few years now and we’re just trying to hang in there,” said Morgan Doizaki, general manager of Central Fish Co.\u003c/p>\n\u003cp>Doizaki supports high-speed rail. He just wants it to get built — sooner rather than later.\u003c/p>\n\u003cp>“Fresno needs something big like this,” Doizaki said. In the meantime, \"the biggest challenge is surviving.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A fence built recently between high-speed rail's right of way and the existing Union Pacific line has cut off foot traffic between an already isolated Chinatown and downtown Fresno’s popular baseball stadium, Chukchansi Park.\u003c/p>\n\u003cp>“Every year, we kind of wait till the baseball season starts,” Doizaki said, “And everyone gets a little bit busier, but this is the first year we’re gonna have no foot traffic.”\u003c/p>\n\u003cp>Some businesses, Doizaki noted, have done well since relocating, including the \u003ca href=\"https://www.fresnobee.com/living/food-drink/article92735407.html\">Cosmopolitan restaurant\u003c/a> that was once in Chinatown but has since moved a few blocks away.\u003c/p>\n\u003cp>Fresno County’s \u003ca href=\"http://www.fresnoedc.com/\">Economic Development Corp.\u003c/a> has been assisting businesses along the rail line alignment or otherwise impacted by road closures.\u003c/p>\n\u003cp>When asked about Newsom’s plan to focus on finishing what the authority has started in the Central Valley first, EDC President and CEO Lee Ann Eager said the policy does not signify a huge shift.\u003c/p>\n\u003cp>“I think that's the fallacy now, that somehow (Newsom’s) speech stopped high-speed rail, and nobody is doing the work anymore — and that's not the case,\" Eager said. \"I think all he said was we're going to do it in stages.”\u003c/p>\n\u003cp>Eager said she is aware of the criticism coming from Central Valley residents who think no one will ride the train if it does not connect to the Bay Area.\u003c/p>\n\u003cp>“That has really always been an issue with us here is that we had expected the entire Central Valley to understand what those opportunities would mean for us,” Eager said.\u003c/p>\n\u003cp>“I think there's a lot of people (that) if they actually ever ride on one they'll have a different opinion,\" Eager said. \"Because we don't want to be in cars, we don't want to have the bad air quality and we don't want to sit on freeways for three and four hours to get just from one city to another. This is that option to get us out of that rut. But it might just take another generation to do that.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "bart-general-manager-grace-crunican-stepping-down-in-july",
"title": "With 'Conflicted Emotions,' BART's Longtime Chief Announces She's Stepping Down",
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"content": "\u003cp>BART General Manager Grace Crunican, who has guided the agency through a boom in ridership and a series of labor, service and public safety crises, announced Thursday she will retire in July.\u003c/p>\n\u003cp>The announcement, which Crunican said caused her “many conflicted emotions,” came during a meeting of the BART board of directors and caught board members by surprise.\u003c/p>\n\u003cp>“Grace has done so much for this agency over her eight years here — especially focusing us on system reinvestment — and she’s built leadership within the agency, setting BART up for future success,” board member Rebecca Saltzman said in a tweet sent during the meeting.\u003c/p>\n\u003cp>Crunican, who had served in top-level transportation posts for the state of Oregon and the city of Seattle before coming to BART, went to work for the agency in August 2011.\u003c/p>\n\u003cp>Major initiatives on her watch include the agency’s Fleet of the Future, a new generation of cars to replace its aging rolling stock; the passage of Measure RR, a $3.5 billion bond measure approved by voters in 2016 to rebuild core elements of the system’s infrastructure; and refocusing the agency’s budget on capital spending projects. She also championed a proposal to give cyclists greater access by allowing bikes on trains and in stations at virtually all times of day.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crunican’s tenure also saw an unprecedented spike in BART ridership — the number of weekday passengers grew by more than 30 percent between fiscal 2009-10 and fiscal 2015-16.\u003c/p>\n\u003cp>The dramatic increase in patronage was followed by equally dramatic overcrowding, occasional major service disruptions because of failing equipment, and a rising tide of customer complaints about everything from station and train cleanliness to fare evasion to crime on the system. The agency’s \u003ca href=\"https://www.kqed.org/news/11287390/bart-survey-passenger-satisfaction-at-all-time-low\" target=\"_blank\" rel=\"noopener\">most recent rider survey\u003c/a>, released in January, showed overall customer satisfaction at an all-time low.\u003c/p>\n\u003cp>Crunican’s reign also coincided with a series of high-profile crimes that stoked widespread media attention and complaints that BART doesn’t do enough to keep its riders safe.\u003c/p>\n\u003cp>In one episode, in January 2016, a passenger aboard a San Francisco-bound train at the West Oakland Station was shot and killed by another rider. Following reports in the San Francisco Chronicle that most of what appeared to be security cameras aboard trains were actually non-operational decoys, BART was forced to admit it had no video from the car where the crime occurred. The agency subsequently installed cameras aboard all its trains.\u003c/p>\n\u003cp>The outcry about crime on BART reached its peak last July when three homicides occurred on the system.\u003c/p>\n\u003cp>Nia Wilson, 18, of Oakland, \u003ca href=\"https://www.kqed.org/news/11682006/one-killed-one-wounded-in-oakland-bart-stabbing\" target=\"_blank\" rel=\"noopener\">died in a stabbing\u003c/a> July 22 at Oakland’s MacArthur Station. The suspect, John Lee Cowell, 27, was arrested the next day after being spotted aboard a BART train. A judge is currently weighing psychiatric evidence about Cowell’s competence to stand trial.\u003c/p>\n\u003cp>Wilson’s death occurred just days after two other homicides linked to the system — one at Bay Fair Station, the other at Pleasant Hill.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11685081/as-bart-violence-spikes-agency-proposes-comprehensive-security-plan\" target=\"_blank\" rel=\"noopener\">Crunican responded\u003c/a> with what she called “a comprehensive security and action plan” to improve safety throughout the 47-station, 120-mile system.\u003c/p>\n\u003cp>The 12-point program included proposals for training agency workers to fill temporary station security roles, an anti-panhandling ordinance, new emergency call boxes for station platforms and enhanced customer education. It also proposed beefing up the district’s surveillance capabilities by expanding the number of cameras on BART property and employing a new centralized system to help monitor them — measures that were \u003ca href=\"https://www.kqed.org/news/11686029/bart-board-defers-action-on-most-of-anti-crime-plan\" target=\"_blank\" rel=\"noopener\">deferred\u003c/a> after privacy advocates raised concerns.\u003c/p>\n\u003cp>Perhaps the most difficult and controversial chapter in Crunican’s career at BART occurred in 2013 when the agency endured two strikes.\u003c/p>\n\u003cp>Crunican and the board hired a hardline negotiator, Thomas Hock, to confront union representatives determined to win significant raises after granting concessions during the economic downturn and an agency budget crisis four years earlier. The two sides came to an impasse not once but twice, with workers walking out in a pair of four-day actions in July and October 2013.\u003c/p>\n\u003cp>Beyond the impact to the commuting public, the second walkout, and BART’s decision to prepare to use nonstriking replacement train operators, led directly to \u003ca href=\"https://www.kqed.org/news/115636/feds-take-over-probe-of-fatal-bart-train-accident\" target=\"_blank\" rel=\"noopener\">a tragedy\u003c/a>.\u003c/p>\n\u003cp>Two men working alongside tracks between Pleasant Hill and Concord — Christopher Sheppard, a BART employee, and contractor Laurence Daniels — were killed when a four-car train with a trainee at the controls hit them while traveling 60 to 70 mph.\u003c/p>\n\u003cp>The National Transportation Safety Board \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/RAB1503.pdf\" target=\"_blank\" rel=\"noopener\">ruled\u003c/a> that BART’s lax safety practices were the probable cause for the deaths. The California Public Utilities Commission last year \u003ca href=\"https://www.sfchronicle.com/bayarea/article/California-agency-fines-BART-1-3-million-over-13301027.php\" target=\"_blank\" rel=\"noopener\">fined BART $1.3 million\u003c/a> in connection with the incident and put the agency on three years’ probation.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/147303/bart-consultant-big-changes-needed-to-avoid-repeat-of-contract-war\" target=\"_blank\" rel=\"noopener\">A consultant’s analysis\u003c/a> of the labor conflict detailed the rampant mistrust between workers and management and the traumatic aftermath of the strikes, and made dozens of recommendations for how to avoid a repeat — including an early start to the next round of negotiations.\u003c/p>\n\u003cp>BART and its unions reached an agreement on their 2017 contract nearly a year early. The current contracts expire in 2021.\u003c/p>\n\u003cp>In her retirement announcement to the board, Crunican expressed both pride in BART’s current direction and confidence that the agency will thrive in coming years. She pointed to Measure RR, the $3.5 billion infrastructure investment bond, and a range of other initiatives, including adopting a districtwide transit-oriented housing development program and embracing LGBTQ firms as part of BART’s small-business contracting program.\u003c/p>\n\u003cp>“A capable, diverse and energetic team of new leaders is in place to take BART into the next decade,” she said. “This team is joyful and bold and hardworking. They are customer-focused and have made operational changes that have translated into cleaner stations, almost universal Clipper Card usage, good relations with labor unions for several years and communication systems that stay ahead of our mobile customers, just to name a few.”\u003c/p>\n\u003cp>She added: “Despite the challenges, and we all know that some days have been better than others, I am fortunate to have had this opportunity to serve you and the customers who rely on BART.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Crunican’s departure is the second involving a member of BART’s senior management in the past seven months. Last September, Paul Oversier, the agency’s longtime operations chief, also retired.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART General Manager Grace Crunican, who has guided the agency through a boom in ridership and a series of labor, service and public safety crises, announced Thursday she will retire in July.\u003c/p>\n\u003cp>The announcement, which Crunican said caused her “many conflicted emotions,” came during a meeting of the BART board of directors and caught board members by surprise.\u003c/p>\n\u003cp>“Grace has done so much for this agency over her eight years here — especially focusing us on system reinvestment — and she’s built leadership within the agency, setting BART up for future success,” board member Rebecca Saltzman said in a tweet sent during the meeting.\u003c/p>\n\u003cp>Crunican, who had served in top-level transportation posts for the state of Oregon and the city of Seattle before coming to BART, went to work for the agency in August 2011.\u003c/p>\n\u003cp>Major initiatives on her watch include the agency’s Fleet of the Future, a new generation of cars to replace its aging rolling stock; the passage of Measure RR, a $3.5 billion bond measure approved by voters in 2016 to rebuild core elements of the system’s infrastructure; and refocusing the agency’s budget on capital spending projects. She also championed a proposal to give cyclists greater access by allowing bikes on trains and in stations at virtually all times of day.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Crunican’s tenure also saw an unprecedented spike in BART ridership — the number of weekday passengers grew by more than 30 percent between fiscal 2009-10 and fiscal 2015-16.\u003c/p>\n\u003cp>The dramatic increase in patronage was followed by equally dramatic overcrowding, occasional major service disruptions because of failing equipment, and a rising tide of customer complaints about everything from station and train cleanliness to fare evasion to crime on the system. The agency’s \u003ca href=\"https://www.kqed.org/news/11287390/bart-survey-passenger-satisfaction-at-all-time-low\" target=\"_blank\" rel=\"noopener\">most recent rider survey\u003c/a>, released in January, showed overall customer satisfaction at an all-time low.\u003c/p>\n\u003cp>Crunican’s reign also coincided with a series of high-profile crimes that stoked widespread media attention and complaints that BART doesn’t do enough to keep its riders safe.\u003c/p>\n\u003cp>In one episode, in January 2016, a passenger aboard a San Francisco-bound train at the West Oakland Station was shot and killed by another rider. Following reports in the San Francisco Chronicle that most of what appeared to be security cameras aboard trains were actually non-operational decoys, BART was forced to admit it had no video from the car where the crime occurred. The agency subsequently installed cameras aboard all its trains.\u003c/p>\n\u003cp>The outcry about crime on BART reached its peak last July when three homicides occurred on the system.\u003c/p>\n\u003cp>Nia Wilson, 18, of Oakland, \u003ca href=\"https://www.kqed.org/news/11682006/one-killed-one-wounded-in-oakland-bart-stabbing\" target=\"_blank\" rel=\"noopener\">died in a stabbing\u003c/a> July 22 at Oakland’s MacArthur Station. The suspect, John Lee Cowell, 27, was arrested the next day after being spotted aboard a BART train. A judge is currently weighing psychiatric evidence about Cowell’s competence to stand trial.\u003c/p>\n\u003cp>Wilson’s death occurred just days after two other homicides linked to the system — one at Bay Fair Station, the other at Pleasant Hill.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11685081/as-bart-violence-spikes-agency-proposes-comprehensive-security-plan\" target=\"_blank\" rel=\"noopener\">Crunican responded\u003c/a> with what she called “a comprehensive security and action plan” to improve safety throughout the 47-station, 120-mile system.\u003c/p>\n\u003cp>The 12-point program included proposals for training agency workers to fill temporary station security roles, an anti-panhandling ordinance, new emergency call boxes for station platforms and enhanced customer education. It also proposed beefing up the district’s surveillance capabilities by expanding the number of cameras on BART property and employing a new centralized system to help monitor them — measures that were \u003ca href=\"https://www.kqed.org/news/11686029/bart-board-defers-action-on-most-of-anti-crime-plan\" target=\"_blank\" rel=\"noopener\">deferred\u003c/a> after privacy advocates raised concerns.\u003c/p>\n\u003cp>Perhaps the most difficult and controversial chapter in Crunican’s career at BART occurred in 2013 when the agency endured two strikes.\u003c/p>\n\u003cp>Crunican and the board hired a hardline negotiator, Thomas Hock, to confront union representatives determined to win significant raises after granting concessions during the economic downturn and an agency budget crisis four years earlier. The two sides came to an impasse not once but twice, with workers walking out in a pair of four-day actions in July and October 2013.\u003c/p>\n\u003cp>Beyond the impact to the commuting public, the second walkout, and BART’s decision to prepare to use nonstriking replacement train operators, led directly to \u003ca href=\"https://www.kqed.org/news/115636/feds-take-over-probe-of-fatal-bart-train-accident\" target=\"_blank\" rel=\"noopener\">a tragedy\u003c/a>.\u003c/p>\n\u003cp>Two men working alongside tracks between Pleasant Hill and Concord — Christopher Sheppard, a BART employee, and contractor Laurence Daniels — were killed when a four-car train with a trainee at the controls hit them while traveling 60 to 70 mph.\u003c/p>\n\u003cp>The National Transportation Safety Board \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/RAB1503.pdf\" target=\"_blank\" rel=\"noopener\">ruled\u003c/a> that BART’s lax safety practices were the probable cause for the deaths. The California Public Utilities Commission last year \u003ca href=\"https://www.sfchronicle.com/bayarea/article/California-agency-fines-BART-1-3-million-over-13301027.php\" target=\"_blank\" rel=\"noopener\">fined BART $1.3 million\u003c/a> in connection with the incident and put the agency on three years’ probation.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/147303/bart-consultant-big-changes-needed-to-avoid-repeat-of-contract-war\" target=\"_blank\" rel=\"noopener\">A consultant’s analysis\u003c/a> of the labor conflict detailed the rampant mistrust between workers and management and the traumatic aftermath of the strikes, and made dozens of recommendations for how to avoid a repeat — including an early start to the next round of negotiations.\u003c/p>\n\u003cp>BART and its unions reached an agreement on their 2017 contract nearly a year early. The current contracts expire in 2021.\u003c/p>\n\u003cp>In her retirement announcement to the board, Crunican expressed both pride in BART’s current direction and confidence that the agency will thrive in coming years. She pointed to Measure RR, the $3.5 billion infrastructure investment bond, and a range of other initiatives, including adopting a districtwide transit-oriented housing development program and embracing LGBTQ firms as part of BART’s small-business contracting program.\u003c/p>\n\u003cp>“A capable, diverse and energetic team of new leaders is in place to take BART into the next decade,” she said. “This team is joyful and bold and hardworking. They are customer-focused and have made operational changes that have translated into cleaner stations, almost universal Clipper Card usage, good relations with labor unions for several years and communication systems that stay ahead of our mobile customers, just to name a few.”\u003c/p>\n\u003cp>She added: “Despite the challenges, and we all know that some days have been better than others, I am fortunate to have had this opportunity to serve you and the customers who rely on BART.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The most heavily traveled section of runway at San Francisco International Airport was unexpectedly shut down early Thursday after the discovery of a large pothole, causing a spate of flight delays.\u003c/p>\n\u003cp>“We are currently making unscheduled repairs to a 12-inch area of Runway 28L right now, which will cause delays for the next few hours,” SFO spokesperson Doug Yakel told KQED at 9 a.m. “During that time, we may experience delays similar to those we see during bad weather.”\u003c/p>\n\u003cp>https://twitter.com/flySFO/status/1116370333215313920\u003c/p>\n\u003cp>Yakel said the runway would likely reopen by mid-afternoon. About 10 to 12 percent of flights were experiencing delays, he added, averaging about 55 minutes.\u003c/p>\n\u003cp>The area where the roughly 3-inch deep depression was discovered is the most heavily-traveled section of SFO’s entire runway network, Yakel said, noting that over two-thirds of all flights traverse it.\u003c/p>\n\u003cp>“This is one of the primary runways that’s used for landing, so arriving aircraft are really the ones experiencing delays,” he said. “Every couple of months we may encounter a kind of an unplanned situation like this. We also repave our entire runways every few years and in between those complete repavings, we do patches of this nature.”\u003c/p>\n\u003cp>Yakel said if a plane had rolled over the depression on takeoff or landing, passengers would have simply felt a “thump.”\u003c/p>\n\u003cp>Runway 1R was also closed during the morning repair and reopened just before noon.\u003c/p>\n\u003cp>https://twitter.com/BrendanNWeber/status/1116379459504836609\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The most heavily traveled section of runway at San Francisco International Airport was unexpectedly shut down early Thursday after the discovery of a large pothole, causing a spate of flight delays.\u003c/p>\n\u003cp>“We are currently making unscheduled repairs to a 12-inch area of Runway 28L right now, which will cause delays for the next few hours,” SFO spokesperson Doug Yakel told KQED at 9 a.m. “During that time, we may experience delays similar to those we see during bad weather.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Yakel said the runway would likely reopen by mid-afternoon. About 10 to 12 percent of flights were experiencing delays, he added, averaging about 55 minutes.\u003c/p>\n\u003cp>The area where the roughly 3-inch deep depression was discovered is the most heavily-traveled section of SFO’s entire runway network, Yakel said, noting that over two-thirds of all flights traverse it.\u003c/p>\n\u003cp>“This is one of the primary runways that’s used for landing, so arriving aircraft are really the ones experiencing delays,” he said. “Every couple of months we may encounter a kind of an unplanned situation like this. We also repave our entire runways every few years and in between those complete repavings, we do patches of this nature.”\u003c/p>\n\u003cp>Yakel said if a plane had rolled over the depression on takeoff or landing, passengers would have simply felt a “thump.”\u003c/p>\n\u003cp>Runway 1R was also closed during the morning repair and reopened just before noon.\u003c/p>\u003c/p>\u003c/div>",
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"disqusTitle": "Valero's March Pollution Release Exposes Weaknesses in Benicia's Air Monitoring System",
"title": "Valero's March Pollution Release Exposes Weaknesses in Benicia's Air Monitoring System",
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"content": "\u003cp>When a major malfunction caused Valero's Benicia refinery to spew out pollution last month, leading city officials to warn residents with respiratory issues to stay indoors, the agency that regulates air in the Bay Area had to send a van to monitor the situation.\u003c/p>\n\u003cp>[aside label=\"Benicia's Valero Refinery\" tag=\"valero-refinery\"]\u003c/p>\n\u003cp>That’s because there is no stationary air monitoring device in Benicia's residential areas, even though the city is home to one of the largest refineries in California.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District took a series of air samples, but none during the height of the emergency that Sunday morning of March 24, when a plume of black smoke filled the air for hours, convincing officials to issue a \u003ca href=\"https://www.kqed.org/news/11735065/problems-at-valeros-benicia-refinery-increase-prompt-health-advisory\">health advisory\u003c/a>.\u003c/p>\n\u003cp>Several people called 911 to report breathing problems at the time of the refinery breakdown. The air district said it received about a dozen complaints.\u003c/p>\n\u003cp>There's also no evidence that Valero monitored the air in those residential areas during the time period when the releases were most extreme.\u003c/p>\n\u003cp>The refinery problems sent soot into the air and followed two weeks of more minor releases that regulators thought were tapering off. The plume that morning eventually led Valero to shut down a large part of its facility, a move that has contributed to the increase in the cost of gas statewide in recent weeks.\u003c/p>\n\u003cp>Several public agencies and companies conducted air monitoring work to measure for a variety of chemicals that may have spewed from the refinery's stacks.\u003c/p>\n\u003cp>Some local officials say those tests may prove that, for the most part, elevated levels of particulate matter and toxic gases did not waft into nearby residential neighborhoods.\u003c/p>\n\u003cp>Indeed, it looks so far like the pollution was not as bad as the extreme release of toxic sulfur dioxide that accompanied \u003ca href=\"https://www.kqed.org/news/11681218/cpuc-probe-says-pge-mistakes-led-to-benicia-refinery-outage\">Valero's May 2017 power outage\u003c/a>, one of the Bay Area's worst refinery accidents in years.\u003c/p>\n\u003cp>https://twitter.com/TedrickG/status/1109828119693684736\u003c/p>\n\u003cp>But Benicia's mayor, along with a leading air quality expert and two local environmentalists, say these most recent releases confirm that the small North Bay city needs a more robust and coordinated strategy to measure what gushes out of its largest employer.\u003c/p>\n\u003cp>\"It seems that right now, if there's an incident, what happens is folks kind of drive around and see if they can catch the plume,\" said Anthony Wexler, director of the Air Quality Research Center at UC Davis.\u003c/p>\n\u003cp>\u003cstrong>Valero's data:\"Questionable until further notice\"\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11735237/valeros-benicia-refinery-now-target-of-several-probes-into-pollution-releases\">Three government agencies are investigating\u003c/a> the most recent malfunction at the Valero refinery. The focus of at least one of those investigations centers on \u003ca href=\"https://www.kqed.org/news/11735870/two-parts-of-valeros-benicia-refinery-under-scrutiny-in-probe-of-pollution-releases\">two key components at the refinery\u003c/a> that experienced problems, allowing petroleum coke, an oil processing residue, to escape.\u003c/p>\n\u003cp>The refinery malfunctions began on March 11. Two days later, Valero hired an Arkansas-based consulting firm, the Center for Toxicology and Environmental Health (CTEH), to take air samples around the refinery to test for carbon monoxide, nitrogen oxide, sulfur dioxide and particulate matter.\u003c/p>\n\u003cp>During eight consecutive days of testing, the firm detected more than a thousand small readings for particulate matter less than 10 microns wide and 2.5 microns wide, known as PM 10 and PM 2.5, respectively.\u003c/p>\n\u003cp>That work ended when regulators and Valero believed the releases were coming to an end. On March 23, petroleum coke began again belching from the refinery's stacks.\u003c/p>\n\u003cp>But the CTEH did not restart air sampling until the following afternoon, well after the health advisory had ended and officials told the public the air was OK.\u003c/p>\n\u003cp>Hollin Kretzmann, an attorney with the Oakland-based Center for Biological Diversity, said it's concerning that the CTEH data does not include the time period during the height of the releases.\u003c/p>\n\u003cp>\"There is a huge gap of data that we are missing,\" Kretzmann said.\u003c/p>\n\u003cp>A CTEH spokesman referred questions to Valero, which declined to answer questions about the firm’s work.\u003c/p>\n\u003cp>Valero runs fence line monitors around the refinery, but the \u003ca href=\"https://beniciarefineryairmonitors.org/measurements.html\">site\u003c/a> that publishes its data includes a warning that all of its measurements should be considered \"questionable until further notice\" because several of its parts require adjustments before they can produce reliable and accurate data.\u003c/p>\n\u003cp>\u003cstrong>Air district monitoring efforts\u003c/strong>\u003c/p>\n\u003cdiv>\n\u003caside class=\"alignright noborder\">\u003cstrong>Benicia Air Quality Records\u003c/strong>\u003cbr>\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.documentcloud.org/documents/5816584-Valero-Coke-Sample.html\" width=\"100%\" height=\"350\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.documentcloud.org/documents/5816582-2019-Scrubber-Monitoring-Log.html\" width=\"100%\" height=\"350\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003c/aside>\n\u003c/div>\n\u003cp>On March 24 and 25, BAAQMD inspectors drove the agency's mobile monitoring van near the refinery to measure for hydrogen sulfide, sulfur dioxide and carbon monoxide, as well as benzene, toluene and butadiene.\u003c/p>\n\u003cp>The agency compared those concentrations for acute, chronic and work-time exposure to state health standards, according to Eric Stevenson, the district's director of meteorology and measurements\u003c/p>\n\u003cp>\"What we saw in these results was nothing above those levels,\" Stevenson said. \"That being said, we did them on Sunday after a lot of the worst visual impacts were detected.”\u003c/p>\n\u003cp>Stevenson said the district did not collect air monitoring data when the health advisory was in effect in order to protect the health of its staff and because county officials did not request it.\u003c/p>\n\u003cp>\"When the health department declares a shelter in place, we do our best to provide any information that they request. They didn't request any information from us prior to that shelter in place,\" Stevenson said.\u003c/p>\n\u003cp>Solano County spokesman Matthew Davis confirmed that the county did not request tests from the air district before it issued the health advisory.\u003c/p>\n\u003cp>‘\"All of the air readings up to that point, during and afterwards, were 'good' to 'moderate' and at no time did the county or CTEH results show 'unhealthy' levels for sensitive individuals or the general public,\" Davis said.\u003c/p>\n\u003cp>\u003cstrong>Elevated particulate levels\u003c/strong>\u003c/p>\n\u003cp>However, an air monitoring log from the Benicia Fire Department shows six occurrences when particulate readings were elevated in the early morning hours before the advisory. Fire crews did not take any samples during the hours-long health advisory.\u003c/p>\n\u003cp>\"The fire department's monitoring shows particulate matter pollution repeatedly spiked to very high levels, far higher than what would be considered safe for daily air quality,\" Kretzmann said. \"It raises big concerns for vulnerable people, like kids with asthma.\"\u003c/p>\n\u003cp>The fire department's log also includes several instances in which crews noted moderate to strong petroleum byproduct odors.\u003c/p>\n\u003cp>\"This is concerning since those could be toxic,\" said Wexler, the UC Davis air quality expert.\u003c/p>\n\u003cp>By the time Solano County inspectors restarted tests that morning, at 9:45 a.m., the particulate levels had dropped.\u003c/p>\n\u003cp>The county also tested areas in the refinery on one day to determine whether high levels of heavy metals were in the petroleum coke dust coming from the stacks.\u003c/p>\n\u003cp>Those tests revealed that the releases did not include elevated levels of heavy metals, according to Jag Sahota, the county's environmental health manager.\u003c/p>\n\u003cp>\u003cstrong>Calls for change\u003c/strong>\u003c/p>\n\u003cp>\"You can't fix what you don't know,\" Benicia Mayor Elizabeth Patterson said in an interview on Monday.\u003c/p>\n\u003cp>Patterson said the city needs a stronger air monitoring program, money to run it and expertise to understand it, similar to the one in Richmond, where Chevron's refinery is located. A \u003ca href=\"http://fenceline.org/richmond/index.htm\">program\u003c/a> there provides air quality readings from monitors in three neighborhoods.\u003c/p>\n\u003cp>\"It's not helpful if you don't know the full extent of the public impact,\" said Patterson. \"If you don't have the personnel and you don't have the funds and you don't have a clear path of information, you don't know what's going on. You can't take measures to protect public health and safety.”\u003c/p>\n\u003cp>Wexler agrees.\u003c/p>\n\u003cp>\"We really need to surround the plant with monitors in the neighborhoods where people are living and breathing,\" he said. \"If the facility can't get control of its situation, it should incur some costs to protect the people who live in the region.\"\u003c/p>\n\u003cp>Andres Soto, a Benicia resident and organizer for Communities for a Better Environment, said the city has gone too long without an efficient and robust air monitoring program.\u003c/p>\n\u003cp>\"We need to have a very comprehensive monitoring system that is looking at both the greenhouse gases as well as the particulate matter,\" Soto said. \"We needed to do that 10 years ago. It's beyond critical.”\u003c/p>\n\u003cp>Kretzmann, from the Center for Biological Diversity, said the refinery and air district do not have a plan in place to capture the most critical data when pollution threatens Benicia residents.\u003c/p>\n\u003cp>\"There's no telling what information we're missing, and the community still doesn't know the true extent of danger it’s facing,\" he said. \"The city needs a system that can accurately and comprehensively measure air pollution when dangerous events occur.”\u003c/p>\n\u003cp>\u003cstrong>More monitoring on the horizon\u003c/strong>\u003c/p>\n\u003cp>The air district said it’s planning to add monitoring stations to areas near all five of the Bay Area's refineries.\u003c/p>\n\u003cp>\"These stations will be sited to help evaluate and track refinery emission impacts in the surrounding communities,\" said air district spokesman Ralph Borrmann, adding that the agency is \"identifying and attempting to secure suitable space for the site in Benicia.\"\u003c/p>\n\u003cp>Valero also plans to help fund work on community monitoring devices, as part of a 2003 settlement with a local environmental group. That group, called the Good Neighbor Steering Committee, is planning to hire staff to run a community air monitoring device in the city’s northwest corner.\u003c/p>\n\u003cp>That might ease the community's concern but not lead to the best data, said Dr. Bela Matyas, Solano County's health officer.\u003c/p>\n\u003cp>“More monitors would clearly give more refined information,\" Matyas said. \"But in places where that's been done, that does not yield more accurate estimates of risk over the long term over that area.\"\u003c/p>\n\u003cp>During major incidents, like Valero's recent malfunction, he added, mobile air monitoring is still necessary to capture data that a stationary device would not be able to collect.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When a major malfunction caused Valero's Benicia refinery to spew out pollution last month, leading city officials to warn residents with respiratory issues to stay indoors, the agency that regulates air in the Bay Area had to send a van to monitor the situation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That’s because there is no stationary air monitoring device in Benicia's residential areas, even though the city is home to one of the largest refineries in California.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District took a series of air samples, but none during the height of the emergency that Sunday morning of March 24, when a plume of black smoke filled the air for hours, convincing officials to issue a \u003ca href=\"https://www.kqed.org/news/11735065/problems-at-valeros-benicia-refinery-increase-prompt-health-advisory\">health advisory\u003c/a>.\u003c/p>\n\u003cp>Several people called 911 to report breathing problems at the time of the refinery breakdown. The air district said it received about a dozen complaints.\u003c/p>\n\u003cp>There's also no evidence that Valero monitored the air in those residential areas during the time period when the releases were most extreme.\u003c/p>\n\u003cp>The refinery problems sent soot into the air and followed two weeks of more minor releases that regulators thought were tapering off. The plume that morning eventually led Valero to shut down a large part of its facility, a move that has contributed to the increase in the cost of gas statewide in recent weeks.\u003c/p>\n\u003cp>Several public agencies and companies conducted air monitoring work to measure for a variety of chemicals that may have spewed from the refinery's stacks.\u003c/p>\n\u003cp>Some local officials say those tests may prove that, for the most part, elevated levels of particulate matter and toxic gases did not waft into nearby residential neighborhoods.\u003c/p>\n\u003cp>Indeed, it looks so far like the pollution was not as bad as the extreme release of toxic sulfur dioxide that accompanied \u003ca href=\"https://www.kqed.org/news/11681218/cpuc-probe-says-pge-mistakes-led-to-benicia-refinery-outage\">Valero's May 2017 power outage\u003c/a>, one of the Bay Area's worst refinery accidents in years.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>But Benicia's mayor, along with a leading air quality expert and two local environmentalists, say these most recent releases confirm that the small North Bay city needs a more robust and coordinated strategy to measure what gushes out of its largest employer.\u003c/p>\n\u003cp>\"It seems that right now, if there's an incident, what happens is folks kind of drive around and see if they can catch the plume,\" said Anthony Wexler, director of the Air Quality Research Center at UC Davis.\u003c/p>\n\u003cp>\u003cstrong>Valero's data:\"Questionable until further notice\"\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11735237/valeros-benicia-refinery-now-target-of-several-probes-into-pollution-releases\">Three government agencies are investigating\u003c/a> the most recent malfunction at the Valero refinery. The focus of at least one of those investigations centers on \u003ca href=\"https://www.kqed.org/news/11735870/two-parts-of-valeros-benicia-refinery-under-scrutiny-in-probe-of-pollution-releases\">two key components at the refinery\u003c/a> that experienced problems, allowing petroleum coke, an oil processing residue, to escape.\u003c/p>\n\u003cp>The refinery malfunctions began on March 11. Two days later, Valero hired an Arkansas-based consulting firm, the Center for Toxicology and Environmental Health (CTEH), to take air samples around the refinery to test for carbon monoxide, nitrogen oxide, sulfur dioxide and particulate matter.\u003c/p>\n\u003cp>During eight consecutive days of testing, the firm detected more than a thousand small readings for particulate matter less than 10 microns wide and 2.5 microns wide, known as PM 10 and PM 2.5, respectively.\u003c/p>\n\u003cp>That work ended when regulators and Valero believed the releases were coming to an end. On March 23, petroleum coke began again belching from the refinery's stacks.\u003c/p>\n\u003cp>But the CTEH did not restart air sampling until the following afternoon, well after the health advisory had ended and officials told the public the air was OK.\u003c/p>\n\u003cp>Hollin Kretzmann, an attorney with the Oakland-based Center for Biological Diversity, said it's concerning that the CTEH data does not include the time period during the height of the releases.\u003c/p>\n\u003cp>\"There is a huge gap of data that we are missing,\" Kretzmann said.\u003c/p>\n\u003cp>A CTEH spokesman referred questions to Valero, which declined to answer questions about the firm’s work.\u003c/p>\n\u003cp>Valero runs fence line monitors around the refinery, but the \u003ca href=\"https://beniciarefineryairmonitors.org/measurements.html\">site\u003c/a> that publishes its data includes a warning that all of its measurements should be considered \"questionable until further notice\" because several of its parts require adjustments before they can produce reliable and accurate data.\u003c/p>\n\u003cp>\u003cstrong>Air district monitoring efforts\u003c/strong>\u003c/p>\n\u003cdiv>\n\u003caside class=\"alignright noborder\">\u003cstrong>Benicia Air Quality Records\u003c/strong>\u003cbr>\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.documentcloud.org/documents/5816584-Valero-Coke-Sample.html\" width=\"100%\" height=\"350\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.documentcloud.org/documents/5816582-2019-Scrubber-Monitoring-Log.html\" width=\"100%\" height=\"350\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003c/aside>\n\u003c/div>\n\u003cp>On March 24 and 25, BAAQMD inspectors drove the agency's mobile monitoring van near the refinery to measure for hydrogen sulfide, sulfur dioxide and carbon monoxide, as well as benzene, toluene and butadiene.\u003c/p>\n\u003cp>The agency compared those concentrations for acute, chronic and work-time exposure to state health standards, according to Eric Stevenson, the district's director of meteorology and measurements\u003c/p>\n\u003cp>\"What we saw in these results was nothing above those levels,\" Stevenson said. \"That being said, we did them on Sunday after a lot of the worst visual impacts were detected.”\u003c/p>\n\u003cp>Stevenson said the district did not collect air monitoring data when the health advisory was in effect in order to protect the health of its staff and because county officials did not request it.\u003c/p>\n\u003cp>\"When the health department declares a shelter in place, we do our best to provide any information that they request. They didn't request any information from us prior to that shelter in place,\" Stevenson said.\u003c/p>\n\u003cp>Solano County spokesman Matthew Davis confirmed that the county did not request tests from the air district before it issued the health advisory.\u003c/p>\n\u003cp>‘\"All of the air readings up to that point, during and afterwards, were 'good' to 'moderate' and at no time did the county or CTEH results show 'unhealthy' levels for sensitive individuals or the general public,\" Davis said.\u003c/p>\n\u003cp>\u003cstrong>Elevated particulate levels\u003c/strong>\u003c/p>\n\u003cp>However, an air monitoring log from the Benicia Fire Department shows six occurrences when particulate readings were elevated in the early morning hours before the advisory. Fire crews did not take any samples during the hours-long health advisory.\u003c/p>\n\u003cp>\"The fire department's monitoring shows particulate matter pollution repeatedly spiked to very high levels, far higher than what would be considered safe for daily air quality,\" Kretzmann said. \"It raises big concerns for vulnerable people, like kids with asthma.\"\u003c/p>\n\u003cp>The fire department's log also includes several instances in which crews noted moderate to strong petroleum byproduct odors.\u003c/p>\n\u003cp>\"This is concerning since those could be toxic,\" said Wexler, the UC Davis air quality expert.\u003c/p>\n\u003cp>By the time Solano County inspectors restarted tests that morning, at 9:45 a.m., the particulate levels had dropped.\u003c/p>\n\u003cp>The county also tested areas in the refinery on one day to determine whether high levels of heavy metals were in the petroleum coke dust coming from the stacks.\u003c/p>\n\u003cp>Those tests revealed that the releases did not include elevated levels of heavy metals, according to Jag Sahota, the county's environmental health manager.\u003c/p>\n\u003cp>\u003cstrong>Calls for change\u003c/strong>\u003c/p>\n\u003cp>\"You can't fix what you don't know,\" Benicia Mayor Elizabeth Patterson said in an interview on Monday.\u003c/p>\n\u003cp>Patterson said the city needs a stronger air monitoring program, money to run it and expertise to understand it, similar to the one in Richmond, where Chevron's refinery is located. A \u003ca href=\"http://fenceline.org/richmond/index.htm\">program\u003c/a> there provides air quality readings from monitors in three neighborhoods.\u003c/p>\n\u003cp>\"It's not helpful if you don't know the full extent of the public impact,\" said Patterson. \"If you don't have the personnel and you don't have the funds and you don't have a clear path of information, you don't know what's going on. You can't take measures to protect public health and safety.”\u003c/p>\n\u003cp>Wexler agrees.\u003c/p>\n\u003cp>\"We really need to surround the plant with monitors in the neighborhoods where people are living and breathing,\" he said. \"If the facility can't get control of its situation, it should incur some costs to protect the people who live in the region.\"\u003c/p>\n\u003cp>Andres Soto, a Benicia resident and organizer for Communities for a Better Environment, said the city has gone too long without an efficient and robust air monitoring program.\u003c/p>\n\u003cp>\"We need to have a very comprehensive monitoring system that is looking at both the greenhouse gases as well as the particulate matter,\" Soto said. \"We needed to do that 10 years ago. It's beyond critical.”\u003c/p>\n\u003cp>Kretzmann, from the Center for Biological Diversity, said the refinery and air district do not have a plan in place to capture the most critical data when pollution threatens Benicia residents.\u003c/p>\n\u003cp>\"There's no telling what information we're missing, and the community still doesn't know the true extent of danger it’s facing,\" he said. \"The city needs a system that can accurately and comprehensively measure air pollution when dangerous events occur.”\u003c/p>\n\u003cp>\u003cstrong>More monitoring on the horizon\u003c/strong>\u003c/p>\n\u003cp>The air district said it’s planning to add monitoring stations to areas near all five of the Bay Area's refineries.\u003c/p>\n\u003cp>\"These stations will be sited to help evaluate and track refinery emission impacts in the surrounding communities,\" said air district spokesman Ralph Borrmann, adding that the agency is \"identifying and attempting to secure suitable space for the site in Benicia.\"\u003c/p>\n\u003cp>Valero also plans to help fund work on community monitoring devices, as part of a 2003 settlement with a local environmental group. That group, called the Good Neighbor Steering Committee, is planning to hire staff to run a community air monitoring device in the city’s northwest corner.\u003c/p>\n\u003cp>That might ease the community's concern but not lead to the best data, said Dr. Bela Matyas, Solano County's health officer.\u003c/p>\n\u003cp>“More monitors would clearly give more refined information,\" Matyas said. \"But in places where that's been done, that does not yield more accurate estimates of risk over the long term over that area.\"\u003c/p>\n\u003cp>During major incidents, like Valero's recent malfunction, he added, mobile air monitoring is still necessary to capture data that a stationary device would not be able to collect.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Uber and Lyft Urged to Take Action on Rider Safety After South Carolina Student Murder",
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"content": "\u003cp>Whenever Rachel Orden calls for an Uber, the 20-year-old Michigan State University sophomore immediately walks to the back of the vehicle to check the license plate number, then opens the door and waits for the driver to say her name before getting in.\u003c/p>\n\u003cp>Even then, she devises a backup plan in case she feels uncomfortable.\u003c/p>\n\u003cp>\"How could I get out? Could I unlock the door? Who do I have on speed dial? Could I jump out safely if I needed to? All that goes through my mind,\" said Orden, of Naples, Florida, who uses the ride-hailing service about once a week, usually when going out at night.\u003c/p>\n\u003cp>She said the March 29 slaying of University of South Carolina student Samantha Josephson, who mistakenly got into a vehicle she thought was her Uber ride, has made her even more cautious.\u003c/p>\n\u003cp>It also has prompted law enforcement agencies and ride-hailing companies to intensify efforts to warn passengers against getting in without checking to ensure both the vehicle and driver are legitimate.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although no official tallies exist, there have been several high-profile cases involving would-be robbers and assailants posing as ride-hailing drivers — often at bars.\u003c/p>\n\u003cp>Police in South Carolina have not said if that was what the driver did in Josephson's case.\u003c/p>\n\u003cp>\"You do have individuals who are predatory and roving around looking for potential victims,\" said Chicago Police Department spokesman Anthony Guglielmi, adding that fraudulent drivers are drawn to bars because people might be drunk and not paying attention.\u003c/p>\n\u003cp>A Chicago-area man was charged with raping four women he picked up at bars after posing as an Uber driver in 2017. He picked up a fifth woman in a taxi, authorities said. Musaab Afundi has pleaded not guilty to sexual assault and his case is ongoing, CBS2 Chicago reported.\u003c/p>\n\u003cp>In South Carolina, Josephson, 21, had ordered an Uber around 1:30 a.m. after reportedly becoming separated from friends following an evening out at Columbia bars.\u003c/p>\n\u003cp>She mistakenly got into a car driven by 24-year-old Nathaniel David Rowland, according to authorities, who allege he used the childproof locks in his car to imprison Josephson before killing her and dumping her body about 65 miles (105 kilometers) from Columbia.\u003c/p>\n\u003cp>Her funeral was held Saturday in New Jersey, where she grew up.\u003c/p>\n\u003cp>Rowland is charged with kidnapping and murder.\u003c/p>\n\u003cp>Then on Wednesday, a 34-year-old man was arrested on suspicion of raping a woman who got into his car after leaving a Seattle bar on Dec. 16. The King County Sheriff's Office said the man led her to believe he was her driver before pulling the car over and raping her.\u003c/p>\n\u003cp>A judge found probable cause to hold the man on investigation of third-degree rape.\u003c/p>\n\u003cp>And a man from Stamford, Connecticut, was charged last month with raping and kidnapping two women whom he'd picked up at bars in December, the Greenwich Time reported.\u003c/p>\n\u003cp>\"There is no more dangerous place to be than in a locked car traveling with a stranger,\" said Bryant Greening, a Chicago attorney who specializes in representing ride-hailing drivers and passengers.\u003c/p>\n\u003cp>\"You have to be aware of your surroundings and think how you would react if the situation turns sour ... you have to listen to your instincts.\"\u003c/p>\n\u003cp>It's not just women who are at risk from fake ride-hailing drivers, he said. Men also have been robbed after getting into the wrong car. \"There is no discrimination by predators,\" he said.\u003c/p>\n\u003cp>Greening urged Uber and Lyft to do more to educate customers and to come up with technological solutions. Also, in the wake of Josephson's death, a bill has been introduced in the South Carolina legislature to require Uber and Lyft drivers to have illuminated signs.\u003c/p>\n\u003cp>Uber said in a written statement that in coming weeks it will launch a social media campaign, buy ads in college newspapers and begin sending push notifications during pickup to remind passengers about safety steps.\u003c/p>\n\u003cp>It also said it has worked since 2017 with law enforcement and colleges to \"educate the public about how to avoid fake rideshare drivers,\" including by checking a driver's photo and vehicle description against what was sent when a trip is requested.\u003c/p>\n\u003cp>Lyft said it also provides photos of the driver and information about the vehicle, and some Lyft vehicles have a display on dashboards that changes color to match the passengers' app to help them identify their ride.\u003c/p>\n\u003cp>\"We ... are always exploring new, innovative ways to improve the experience for all users, and most importantly, to keep our community safe,\" the company said.\u003c/p>\n\u003cp>Orden, the Michigan State University student, said the recent assaults have made her more nervous even though she's already cautious.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"But I feel like in a way that's a good thing,\" she said. \"Now I will take even more precautions.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Whenever Rachel Orden calls for an Uber, the 20-year-old Michigan State University sophomore immediately walks to the back of the vehicle to check the license plate number, then opens the door and waits for the driver to say her name before getting in.\u003c/p>\n\u003cp>Even then, she devises a backup plan in case she feels uncomfortable.\u003c/p>\n\u003cp>\"How could I get out? Could I unlock the door? Who do I have on speed dial? Could I jump out safely if I needed to? All that goes through my mind,\" said Orden, of Naples, Florida, who uses the ride-hailing service about once a week, usually when going out at night.\u003c/p>\n\u003cp>She said the March 29 slaying of University of South Carolina student Samantha Josephson, who mistakenly got into a vehicle she thought was her Uber ride, has made her even more cautious.\u003c/p>\n\u003cp>It also has prompted law enforcement agencies and ride-hailing companies to intensify efforts to warn passengers against getting in without checking to ensure both the vehicle and driver are legitimate.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although no official tallies exist, there have been several high-profile cases involving would-be robbers and assailants posing as ride-hailing drivers — often at bars.\u003c/p>\n\u003cp>Police in South Carolina have not said if that was what the driver did in Josephson's case.\u003c/p>\n\u003cp>\"You do have individuals who are predatory and roving around looking for potential victims,\" said Chicago Police Department spokesman Anthony Guglielmi, adding that fraudulent drivers are drawn to bars because people might be drunk and not paying attention.\u003c/p>\n\u003cp>A Chicago-area man was charged with raping four women he picked up at bars after posing as an Uber driver in 2017. He picked up a fifth woman in a taxi, authorities said. Musaab Afundi has pleaded not guilty to sexual assault and his case is ongoing, CBS2 Chicago reported.\u003c/p>\n\u003cp>In South Carolina, Josephson, 21, had ordered an Uber around 1:30 a.m. after reportedly becoming separated from friends following an evening out at Columbia bars.\u003c/p>\n\u003cp>She mistakenly got into a car driven by 24-year-old Nathaniel David Rowland, according to authorities, who allege he used the childproof locks in his car to imprison Josephson before killing her and dumping her body about 65 miles (105 kilometers) from Columbia.\u003c/p>\n\u003cp>Her funeral was held Saturday in New Jersey, where she grew up.\u003c/p>\n\u003cp>Rowland is charged with kidnapping and murder.\u003c/p>\n\u003cp>Then on Wednesday, a 34-year-old man was arrested on suspicion of raping a woman who got into his car after leaving a Seattle bar on Dec. 16. The King County Sheriff's Office said the man led her to believe he was her driver before pulling the car over and raping her.\u003c/p>\n\u003cp>A judge found probable cause to hold the man on investigation of third-degree rape.\u003c/p>\n\u003cp>And a man from Stamford, Connecticut, was charged last month with raping and kidnapping two women whom he'd picked up at bars in December, the Greenwich Time reported.\u003c/p>\n\u003cp>\"There is no more dangerous place to be than in a locked car traveling with a stranger,\" said Bryant Greening, a Chicago attorney who specializes in representing ride-hailing drivers and passengers.\u003c/p>\n\u003cp>\"You have to be aware of your surroundings and think how you would react if the situation turns sour ... you have to listen to your instincts.\"\u003c/p>\n\u003cp>It's not just women who are at risk from fake ride-hailing drivers, he said. Men also have been robbed after getting into the wrong car. \"There is no discrimination by predators,\" he said.\u003c/p>\n\u003cp>Greening urged Uber and Lyft to do more to educate customers and to come up with technological solutions. Also, in the wake of Josephson's death, a bill has been introduced in the South Carolina legislature to require Uber and Lyft drivers to have illuminated signs.\u003c/p>\n\u003cp>Uber said in a written statement that in coming weeks it will launch a social media campaign, buy ads in college newspapers and begin sending push notifications during pickup to remind passengers about safety steps.\u003c/p>\n\u003cp>It also said it has worked since 2017 with law enforcement and colleges to \"educate the public about how to avoid fake rideshare drivers,\" including by checking a driver's photo and vehicle description against what was sent when a trip is requested.\u003c/p>\n\u003cp>Lyft said it also provides photos of the driver and information about the vehicle, and some Lyft vehicles have a display on dashboards that changes color to match the passengers' app to help them identify their ride.\u003c/p>\n\u003cp>\"We ... are always exploring new, innovative ways to improve the experience for all users, and most importantly, to keep our community safe,\" the company said.\u003c/p>\n\u003cp>Orden, the Michigan State University student, said the recent assaults have made her more nervous even though she's already cautious.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"But I feel like in a way that's a good thing,\" she said. \"Now I will take even more precautions.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Controversial State Bill Pushing Construction of Taller, Denser Housing Moves Forward",
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"content": "\u003cp>A bill to compel California cities to allow more construction of higher-density housing near transit hubs and job centers cleared its first legislative hurdle on Tuesday.\u003c/p>\n\u003cp>Senate Bill 50 would override local zoning rules and give developers the green light to build four- or five-story apartment buildings near bus, rail and ferry stops in an attempt to spur housing construction.\u003c/p>\n\u003cp>[aside label=\"More on California Housing Issues\" tag=\"housing-crisis\"]\u003c/p>\n\u003cp>The bill's higher-density rules would also apply in \"jobs-rich\" areas, a designation yet to be fully defined in the legislation.\u003c/p>\n\u003cp>\"We have to move past the paralysis on housing and change how we do things,\" said state Sen. Scott Wiener, D-San Francisco, the bill's author, moments before it passed the Senate Housing Committee by a vote of 9-1.\u003c/p>\n\u003cp>For legislation as controversial as SB 50, this first step was significant: Last year, a similar bill, SB 827, also authored by Wiener, was voted down in its initial hearing.\u003c/p>\n\u003cp>SB 50 would also ease local rules requiring developers to provide parking for each unit, in an effort to remove yet another barrier to construction.\u003c/p>\n\u003cp>Wiener described his legislation, a response to California's severe housing shortage, as \"changing the way we've done zoning in California for 170 years.\"\u003c/p>\n\u003cp>Last year, that challenge to the historical precedent rallied a broad group of opponents, led by homeowners and city council members opposed to giving up local control, as well as low-income residents who argued that building up would spike land values and lead to gentrification.\u003c/p>\n\u003cp>This time around, the legislation requires that affordable housing be included in larger developments. It also exempts areas at risk of gentrification (like East San Jose, East Oakland and San Francisco's Bayview-Hunters Point neighborhood) from the bill's requirements for five years, and allows those communities to design their own plans to boost density.\u003c/p>\n\u003cp>Many of the groups representing low-income residents did not oppose the current bill, instead taking no position and signing letters to the committee \"expressing concern.\"\u003c/p>\n\u003cp>https://twitter.com/Western_Center/status/1113212393490800640\u003c/p>\n\u003cp>Sen. Maria Elena Durazo, D-Los Angeles, said that \"gentrification is very, very high on the list of concerns\" in her district.\u003c/p>\n\u003cp>\"Let’s change this proposed legislation enough so that other concerns are brought in,\" she added.\u003c/p>\n\u003cp>But opponents of greater state involvement in local zoning rules were untempered in their opposition.\u003c/p>\n\u003cp>\"This is about destroying suburban, one-home-per-lot single-family residential neighborhoods,\" said Karen Klinger, a Sacramento real estate broker.\u003c/p>\n\u003cp>Other opponents argued that cities are already required to receive state approval for the housing they zone for.\u003c/p>\n\u003cp>\"It’s almost as if we’re setting our cities up to fail,\" said Jason Rhine, a legislative director with the League of California Cities. \"You tell us to plan, you approve our plan, and now the rules are going to be changed without additional input.\"\u003c/p>\n\u003cp>The lone lawmaker on the committee to vote against the bill, Sen. Pat Bates, R-Laguna Niguel, cited her opposition to the provision that will allow developers to include less parking.\u003c/p>\n\u003cp>\"Parking in our suburban communities drives so many safety issues,\" she said.\u003c/p>\n\u003cp>But it was hard to ignore the political progress the legislation has made over the last year. Most obvious on Tuesday was Wiener's possession of the gavel: He is now the chairman of the committee, and that all but assured his bill would advance.\u003c/p>\n\u003cp>The bill also picked up a key endorsement from the State Building & Construction Trades Council, a labor union representing construction workers. And many of the environmental and equity groups that helped sink the legislation last year were missing from the list of opposed organizations this time around.\u003c/p>\n\u003cp>SB 50 now heads to the Senate Governance and Finance Committee, chaired by Sen. Mike McGuire, D-Healdsburg, who has traditionally been a supporter of local control in housing decisions.\u003c/p>\n\u003cp>McGuire introduced his own bill to boost density around transit — SB 4 — which the housing committee also approved. The bill's application would be more limited than that of SB 50, applying only to areas around train and ferry stops in cities where the pace of home construction has fallen markedly behind the growth of new jobs.\u003c/p>\n\u003cp>McGuire said he hoped to finish negotiations with Wiener over their two bills before April 24, when the governance and finance committee takes up the issue.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The bill's higher-density rules would also apply in \"jobs-rich\" areas, a designation yet to be fully defined in the legislation.\u003c/p>\n\u003cp>\"We have to move past the paralysis on housing and change how we do things,\" said state Sen. Scott Wiener, D-San Francisco, the bill's author, moments before it passed the Senate Housing Committee by a vote of 9-1.\u003c/p>\n\u003cp>For legislation as controversial as SB 50, this first step was significant: Last year, a similar bill, SB 827, also authored by Wiener, was voted down in its initial hearing.\u003c/p>\n\u003cp>SB 50 would also ease local rules requiring developers to provide parking for each unit, in an effort to remove yet another barrier to construction.\u003c/p>\n\u003cp>Wiener described his legislation, a response to California's severe housing shortage, as \"changing the way we've done zoning in California for 170 years.\"\u003c/p>\n\u003cp>Last year, that challenge to the historical precedent rallied a broad group of opponents, led by homeowners and city council members opposed to giving up local control, as well as low-income residents who argued that building up would spike land values and lead to gentrification.\u003c/p>\n\u003cp>This time around, the legislation requires that affordable housing be included in larger developments. It also exempts areas at risk of gentrification (like East San Jose, East Oakland and San Francisco's Bayview-Hunters Point neighborhood) from the bill's requirements for five years, and allows those communities to design their own plans to boost density.\u003c/p>\n\u003cp>Many of the groups representing low-income residents did not oppose the current bill, instead taking no position and signing letters to the committee \"expressing concern.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Sen. Maria Elena Durazo, D-Los Angeles, said that \"gentrification is very, very high on the list of concerns\" in her district.\u003c/p>\n\u003cp>\"Let’s change this proposed legislation enough so that other concerns are brought in,\" she added.\u003c/p>\n\u003cp>But opponents of greater state involvement in local zoning rules were untempered in their opposition.\u003c/p>\n\u003cp>\"This is about destroying suburban, one-home-per-lot single-family residential neighborhoods,\" said Karen Klinger, a Sacramento real estate broker.\u003c/p>\n\u003cp>Other opponents argued that cities are already required to receive state approval for the housing they zone for.\u003c/p>\n\u003cp>\"It’s almost as if we’re setting our cities up to fail,\" said Jason Rhine, a legislative director with the League of California Cities. \"You tell us to plan, you approve our plan, and now the rules are going to be changed without additional input.\"\u003c/p>\n\u003cp>The lone lawmaker on the committee to vote against the bill, Sen. Pat Bates, R-Laguna Niguel, cited her opposition to the provision that will allow developers to include less parking.\u003c/p>\n\u003cp>\"Parking in our suburban communities drives so many safety issues,\" she said.\u003c/p>\n\u003cp>But it was hard to ignore the political progress the legislation has made over the last year. Most obvious on Tuesday was Wiener's possession of the gavel: He is now the chairman of the committee, and that all but assured his bill would advance.\u003c/p>\n\u003cp>The bill also picked up a key endorsement from the State Building & Construction Trades Council, a labor union representing construction workers. And many of the environmental and equity groups that helped sink the legislation last year were missing from the list of opposed organizations this time around.\u003c/p>\n\u003cp>SB 50 now heads to the Senate Governance and Finance Committee, chaired by Sen. Mike McGuire, D-Healdsburg, who has traditionally been a supporter of local control in housing decisions.\u003c/p>\n\u003cp>McGuire introduced his own bill to boost density around transit — SB 4 — which the housing committee also approved. The bill's application would be more limited than that of SB 50, applying only to areas around train and ferry stops in cities where the pace of home construction has fallen markedly behind the growth of new jobs.\u003c/p>\n\u003cp>McGuire said he hoped to finish negotiations with Wiener over their two bills before April 24, when the governance and finance committee takes up the issue.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cb>Health Care and College Admissions Scam Fixes\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">Lawmakers in Sacramento introduced a set of bills in response to the college admissions scandal involving Stanford, USC and other elite universities. One of the proposals would require three academic administrators to sign off on special admissions. Also this week, the Trump administration revealed it now wants the entire Affordable Care Act struck down, including the provision that protects people with pre-existing conditions from being denied coverage. Meanwhile, measles outbreaks in California, New York and other states are intensifying the debate over vaccinations. Pediatrician and California state Sen. Richard Pan introduced a bill this week that would require the state health department to approve all medical exemptions, which have tripled in the state in the past few years. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guests\u003c/b>\u003cspan style=\"font-weight: 400\">: \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Scott Shafer, KQED politics and government senior editor \u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Lanhee Chen, fellow, Hoover Institution \u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Alexei Koseff, state Capitol reporter, San Francisco Chronicle \u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Bay Area Traffic and Housing Woes\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">Two polls released this week found 65 percent of Bay Area residents surveyed feel the quality of life in the region has gotten worse in the last five years. Forty-four percent are considering leaving the area in the near future. Among their top sources of frustration: homelessness, the high cost of living and traffic congestion. The second poll found that a large majority of respondents, however, were willing to help pay for transportation improvements. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guests:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Guy Marzorati, KQED politics and government reporter\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Carl Guardino, president and CEO, Silicon Valley Leadership Group \u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>“Mama’s Last Hug”\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">For more than 40 years, Dutch scientist Frans de Waal has been studying such primates as chimps, our closest biological relative. He has tracked and documented their social behavior, from acts of cooperation to fierce power struggles between rivals. But it was a poignant embrace shared between his mentor and an elderly chimp named Mama that inspired de Waal to write about emotions in the animal world. In his new book, he says it’s not just humans who are capable of joy, guilt and other complex emotions that have evolved across species and helped them to survive. KQED politics correspondent Marisa Lagos spoke with de Waal, a professor of psychology at Emory University and the author of “Mama’s Last Hug.” \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"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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"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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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"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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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
"airtime": "SAT 4pm-5pm",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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"link": "/radio/program/reveal",
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"rss": "http://feeds.revealradio.org/revealpodcast"
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
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