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"content": "\u003cp>Design teams from all over the globe gathered near Los Angeles over the weekend for an unusual competition. The prize was a claim to nerd fame: Who can design the fastest Hyperloop pod in the world?\u003c/p>\n\u003cp>Hyperloop, the futuristic technology championed by \u003ca href=\"http://www.spacex.com\">SpaceX\u003c/a> founder Elon Musk, promises a half-hour trip from L.A. to San Francisco.\u003c/p>\n\u003cp>You could think of it as a 1-mile-long air hockey table. You build a Hyperloop pod, put it in a long, almost airless vacuum tube, float that thing on air or magnets, and then give it a push. 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It came down to one main deciding factor: speed.\u003c/p>\n\u003cp>A team of German students from the Technical University of Munich — \u003ca href=\"http://hyperloop.warr.de/\" target=\"_blank\" rel=\"noopener noreferrer\">WARR Hyperloop\u003c/a> — came out on top, as their prototype reached a speed of 201 mph.\u003c/p>\n\u003cp>https://twitter.com/elonmusk/status/902039243601485824\u003c/p>\n\u003cp>Among the other entrants were three teams from California: from \u003ca href=\"http://www.ucsbhyperloop.com/\">UC Santa Barbara\u003c/a>, \u003ca href=\"https://www.hornethyperloop.com/\">Cal State Sacramento\u003c/a> and \u003ca href=\"https://uci.edu\">UC Irvine\u003c/a>.\u003c/p>\n\u003cp>UC Irvine placed fifth in the world last year \u003ca href=\"http://www.hyperxite.com/pod\">with its pod design\u003c/a>. In a hangar-like engineering room at UCI, young engineers are working night and day to make their high-tech bucket of bolts — tucked inside a sleek carbon-fiber shell — go as fast as it can.\u003c/p>\n\u003cfigure id=\"attachment_11614406\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614406\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg\" alt=\"The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took 5th place in the world at the first Hyperloop competition in January.\" width=\"800\" height=\"727\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-160x145.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1020x927.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1180x1072.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-960x872.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-240x218.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-375x341.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-520x472.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took fifth place in the world at the first Hyperloop competition in January. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s a 920-pound pod,” says Arwa Tizani, a graduate student and manager of UC Irvine’s Hyperloop project. “It’s using air-based levitation, as opposed to most of the teams that are using magnetic levitation.”\u003c/p>\n\u003cp>Steve Davis is head of the Hyperloop program at Elon Musk’s SpaceX rocket company in Hawthorne, just outside L.A. He says there’s something appealing about having a somewhat singular focus for judging this time around.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘At some point, if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.’\u003ccite>Celeste Bean, UC Santa Barbara\u003c/cite>\u003c/aside>\n\u003cp>“Speed is an objective metric,” Davis says. “How fast can you go without crashing is a very objective metric and an interesting metric.”\u003c/p>\n\u003cp>\u003ca href=\"http://www.spacex.com/sites/spacex/files/hyperloop_alpha-20130812.pdf\">Hyperloop is Musk’s answer\u003c/a> to what he called “outdated technology” in plans for high-speed rail in California. Musk proposed a completely new form of transportation — a fifth mode of transportation, along with cars, trains, boats and planes — and then challenged academics to make it.\u003c/p>\n\u003cp>Celeste Bean is the graduate student heading the UC Santa Barbara effort. She says she’s in it for the monumental engineering challenges — but at the same time, it’s kind of neat, she says, to ride the huge wave of nerdy buzz that seems to accompany all Musk science projects.\u003c/p>\n\u003cp>“I don’t know if I’m ever going to work on something that has the same kind of cool factor that the Hyperloop does,” Bean says.\u003c/p>\n\u003cfigure id=\"attachment_11614409\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614409\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg\" alt=\"Arwa Tazani, manager of UC Irvine's HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI's engineering building.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Arwa Tazani, manager of UC Irvine’s HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI’s engineering building. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Safety is one of the big challenges when designing something running at high speed through a 6-foot-diameter Hyperloop tube. It’s not just getting the pod inside it to move really fast that’s important, she says. It’s also getting the pod to stop that fast, too.\u003c/p>\n\u003cp>“At some point,” Bean says, “if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.”\u003c/p>\n\u003cp>That means carrying precious cargo, such as human passengers, is still a long way off. But this contest is one step on the road to solving all of those technical problems, Bean says.\u003c/p>\n\u003cp>Plus it’s a chance to see all her time and effort and thought turned into raw power and speed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SpaceX Hyperloop challenge in Hawthorne runs Aug. 25-27. The event won’t be livestreamed but will be \u003ca href=\"http://www.spacex.com/hyperloop\">taped and shown at a later date\u003c/a>.\u003c/p>\n\n",
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"excerpt": "A half-hour trip from L.A. to San Francisco? The technology doesn’t exist yet, but this weekend's Hyperloop contest showcased what could be the future of transportation.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Design teams from all over the globe gathered near Los Angeles over the weekend for an unusual competition. The prize was a claim to nerd fame: Who can design the fastest Hyperloop pod in the world?\u003c/p>\n\u003cp>Hyperloop, the futuristic technology championed by \u003ca href=\"http://www.spacex.com\">SpaceX\u003c/a> founder Elon Musk, promises a half-hour trip from L.A. to San Francisco.\u003c/p>\n\u003cp>You could think of it as a 1-mile-long air hockey table. You build a Hyperloop pod, put it in a long, almost airless vacuum tube, float that thing on air or magnets, and then give it a push. It flies like it’s on the moon — up to 760 mph, theoretically.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Last January’s SpaceX \u003ca href=\"https://www.youtube.com/watch?v=RoEoTumfXG0\" target=\"_blank\" rel=\"noopener noreferrer\">Hyperloop invitational\u003c/a> started with 320 entrants, and whittled them down to 27 finalists. For last weekend’s contest, just 24 teams competed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In January, the main concern was figuring out if these things actually worked. But this past weekend, the judging was a little simpler to understand. It came down to one main deciding factor: speed.\u003c/p>\n\u003cp>A team of German students from the Technical University of Munich — \u003ca href=\"http://hyperloop.warr.de/\" target=\"_blank\" rel=\"noopener noreferrer\">WARR Hyperloop\u003c/a> — came out on top, as their prototype reached a speed of 201 mph.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Among the other entrants were three teams from California: from \u003ca href=\"http://www.ucsbhyperloop.com/\">UC Santa Barbara\u003c/a>, \u003ca href=\"https://www.hornethyperloop.com/\">Cal State Sacramento\u003c/a> and \u003ca href=\"https://uci.edu\">UC Irvine\u003c/a>.\u003c/p>\n\u003cp>UC Irvine placed fifth in the world last year \u003ca href=\"http://www.hyperxite.com/pod\">with its pod design\u003c/a>. In a hangar-like engineering room at UCI, young engineers are working night and day to make their high-tech bucket of bolts — tucked inside a sleek carbon-fiber shell — go as fast as it can.\u003c/p>\n\u003cfigure id=\"attachment_11614406\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614406\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg\" alt=\"The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took 5th place in the world at the first Hyperloop competition in January.\" width=\"800\" height=\"727\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-800x727.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-160x145.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1020x927.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-1180x1072.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-960x872.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-240x218.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-375x341.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/HyperloopPod-520x472.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Hyperloop pod designed by UC Irvine engineering students. They call their project HyperXite, and took fifth place in the world at the first Hyperloop competition in January. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s a 920-pound pod,” says Arwa Tizani, a graduate student and manager of UC Irvine’s Hyperloop project. “It’s using air-based levitation, as opposed to most of the teams that are using magnetic levitation.”\u003c/p>\n\u003cp>Steve Davis is head of the Hyperloop program at Elon Musk’s SpaceX rocket company in Hawthorne, just outside L.A. He says there’s something appealing about having a somewhat singular focus for judging this time around.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘At some point, if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.’\u003ccite>Celeste Bean, UC Santa Barbara\u003c/cite>\u003c/aside>\n\u003cp>“Speed is an objective metric,” Davis says. “How fast can you go without crashing is a very objective metric and an interesting metric.”\u003c/p>\n\u003cp>\u003ca href=\"http://www.spacex.com/sites/spacex/files/hyperloop_alpha-20130812.pdf\">Hyperloop is Musk’s answer\u003c/a> to what he called “outdated technology” in plans for high-speed rail in California. Musk proposed a completely new form of transportation — a fifth mode of transportation, along with cars, trains, boats and planes — and then challenged academics to make it.\u003c/p>\n\u003cp>Celeste Bean is the graduate student heading the UC Santa Barbara effort. She says she’s in it for the monumental engineering challenges — but at the same time, it’s kind of neat, she says, to ride the huge wave of nerdy buzz that seems to accompany all Musk science projects.\u003c/p>\n\u003cp>“I don’t know if I’m ever going to work on something that has the same kind of cool factor that the Hyperloop does,” Bean says.\u003c/p>\n\u003cfigure id=\"attachment_11614409\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11614409\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg\" alt=\"Arwa Tazani, manager of UC Irvine's HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI's engineering building.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/ArwaExplains-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Arwa Tazani, manager of UC Irvine’s HyperXite hyperloop project, shows off the inner workings of the 920-pound pod inside UCI’s engineering building. \u003ccite>(David Gorn/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Safety is one of the big challenges when designing something running at high speed through a 6-foot-diameter Hyperloop tube. It’s not just getting the pod inside it to move really fast that’s important, she says. It’s also getting the pod to stop that fast, too.\u003c/p>\n\u003cp>“At some point,” Bean says, “if you have lithium-ion batteries on a cart going 200 miles an hour, the line between that and a missile gets pretty blurry.”\u003c/p>\n\u003cp>That means carrying precious cargo, such as human passengers, is still a long way off. But this contest is one step on the road to solving all of those technical problems, Bean says.\u003c/p>\n\u003cp>Plus it’s a chance to see all her time and effort and thought turned into raw power and speed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SpaceX Hyperloop challenge in Hawthorne runs Aug. 25-27. The event won’t be livestreamed but will be \u003ca href=\"http://www.spacex.com/hyperloop\">taped and shown at a later date\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Uber Picks New CEO, Expedia's Dara Khosrowshahi",
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"headTitle": "Uber Picks New CEO, Expedia’s Dara Khosrowshahi | KQED",
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"content": "\u003cp>Uber has appointed Expedia CEO Dara Khosrowshahi to be its new chief executive, a source familiar with the ride-sharing company tells NPR.\u003c/p>\n\u003cp>Khosrowshahi has been at the travel company Expedia for more than a decade, reports NPR’s Aarti Shahani. He steps into the role at a tumultuous time, as Uber seeks to fill a leadership vacuum. Co-founder \u003ca href=\"http://www.npr.org/sections/thetwo-way/2017/06/21/533754816/uber-founder-resigns-under-pressure-as-ceo-published-report-says\" target=\"_blank\" rel=\"noopener noreferrer\">Travis Kalanick resigned \u003c/a>under pressure in June, though he remains on the company’s board.\u003c/p>\n\u003cp>Khosrowshahi emerged as a top candidate among two other contenders: Former General Electric CEO Jeffrey Immelt and Hewlett Packard Enterprise CEO Meg Whitman.\u003c/p>\n\u003cp>Immelt \u003ca href=\"https://twitter.com/JeffImmelt/status/901832519913537540\" target=\"_blank\" rel=\"noopener noreferrer\">withdrew earlier Sunday\u003c/a>, he said on Twitter. \u003ca href=\"https://www.nytimes.com/2017/08/27/technology/uber-ceo-search.html?mcubz=3\" target=\"_blank\" rel=\"noopener noreferrer\">The New York Times reports\u003c/a>, “it became clear that he did not enough have support, said two people familiar with the process.”\u003c/p>\n\u003cp>The \u003cem>Times\u003c/em> adds, “the board had been leaning toward” Whitman, the other remaining candidate, their sources said. “But matters changed over the course of Sunday afternoon and the board decided on Mr. Khosrowshahi.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After several media outlets reported the CEO pick on Sunday night, Recode \u003ca href=\"https://www.recode.net/2017/8/27/16212552/uber-ceo-dara-khosrowshahi\" target=\"_blank\" rel=\"noopener noreferrer\">cited sources\u003c/a> close to the other remaining candidate, who said Whitman “has not been informed of any choice nor had the board agreed to some of the things she was asking for to take the job.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Whitman was asking for a number of things, including less involvement of ousted CEO Travis Kalanick and more control over the board,” adds Recode.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Picks+New+CEO%2C+Expedia%27s+Dara+Khosrowshahi&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber has appointed Expedia CEO Dara Khosrowshahi to be its new chief executive, a source familiar with the ride-sharing company tells NPR.\u003c/p>\n\u003cp>Khosrowshahi has been at the travel company Expedia for more than a decade, reports NPR’s Aarti Shahani. He steps into the role at a tumultuous time, as Uber seeks to fill a leadership vacuum. Co-founder \u003ca href=\"http://www.npr.org/sections/thetwo-way/2017/06/21/533754816/uber-founder-resigns-under-pressure-as-ceo-published-report-says\" target=\"_blank\" rel=\"noopener noreferrer\">Travis Kalanick resigned \u003c/a>under pressure in June, though he remains on the company’s board.\u003c/p>\n\u003cp>Khosrowshahi emerged as a top candidate among two other contenders: Former General Electric CEO Jeffrey Immelt and Hewlett Packard Enterprise CEO Meg Whitman.\u003c/p>\n\u003cp>Immelt \u003ca href=\"https://twitter.com/JeffImmelt/status/901832519913537540\" target=\"_blank\" rel=\"noopener noreferrer\">withdrew earlier Sunday\u003c/a>, he said on Twitter. \u003ca href=\"https://www.nytimes.com/2017/08/27/technology/uber-ceo-search.html?mcubz=3\" target=\"_blank\" rel=\"noopener noreferrer\">The New York Times reports\u003c/a>, “it became clear that he did not enough have support, said two people familiar with the process.”\u003c/p>\n\u003cp>The \u003cem>Times\u003c/em> adds, “the board had been leaning toward” Whitman, the other remaining candidate, their sources said. “But matters changed over the course of Sunday afternoon and the board decided on Mr. Khosrowshahi.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After several media outlets reported the CEO pick on Sunday night, Recode \u003ca href=\"https://www.recode.net/2017/8/27/16212552/uber-ceo-dara-khosrowshahi\" target=\"_blank\" rel=\"noopener noreferrer\">cited sources\u003c/a> close to the other remaining candidate, who said Whitman “has not been informed of any choice nor had the board agreed to some of the things she was asking for to take the job.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Whitman was asking for a number of things, including less involvement of ousted CEO Travis Kalanick and more control over the board,” adds Recode.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Uber+Picks+New+CEO%2C+Expedia%27s+Dara+Khosrowshahi&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Mark your calendars, North Bay commuters.\u003c/p>\n\u003cp>The long-awaited Sonoma-Marin Area Rail Transit, or SMART train, will finally launch full passenger service on Friday, Aug. 25, after receiving approval from the Federal Railroad Administration (FRA), the agency announced on Thursday.\u003c/p>\n\u003cp>The 43-mile system will stretch from the Sonoma County Airport to downtown San Rafael. An extension to Larkspur is expected to be completed by 2019.\u003c/p>\n\u003cp>It’s been a long road for North Bay commuters to get to this point. Voters approved a sales tax to pay for the train in 2008, but the financial crisis delayed the project. A design flaw and the need for more testing pushed a scheduled 2016 launch date into this year.\u003c/p>\n\u003cp>“People have been working seven days a week for years for this day,” said Debora Fudge, the mayor of Windsor and chair of the SMART Board of Directors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[audio src=\"http://www.kqed.org/.stream/anon/radio/RDnews/2017/08/00127269.mp3\" title=\"SMART Train Is Really Happening ... For Real\" program=\"KQED News\" image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/06/SMART.RohnertPark.jpg\"]\u003c/p>\n\u003cp>The final holdup was an FRA review of the SMART train’s positive train control safety system, which is designed to automatically stop trains and avoid collisions. An FRA spokeswoman said while SMART is not yet PTC-certified, it has “revenue service demonstration (RSD) approval, which means it can test and run trains with PTC and report to FRA all anomalies, at real time, so that we can determine whether they can continue with their PTC system in service.”\u003c/p>\n\u003cp>PTC uses GPS technology to track where trains are and how fast they’re going. If something goes wrong, PTC alerts the train operator and can automatically slow a train if the operator doesn’t respond.\u003c/p>\n\u003cp>“It doesn’t completely automate the operation of the train,” said James Moore, director of the transportation engineering program at the University of Southern California. “The goal is to automate the decisions that have to be made to avoid a collision.\u003c/p>\n\u003cp>All passenger and freight trains in the U.S. are required to have PTC installed by the end of 2018. Congress passed a law requiring its implementation after a head-on collision between a commuter train and a freight train in Chatsworth, California, killed 25 people and injured more than 100 in 2008. Moore said PTC could have prevented that crash and other recent deadly train collisions.\u003c/p>\n\u003cp>SMART could have started service without PTC and installed it before the deadline of Dec. 31, 2018, but SMART General Manager Farhad Mansourian said they wanted to have the latest safety system installed from the beginning, making SMART one of the first rail systems in the country to have PTC fully operational from its inception.\u003c/p>\n\u003cp>“Positive train control will prevent all speed-related and speed-related human error accidents, which are a common cause of train accidents,” Mansourian said. “It will save a lot of lives.”\u003c/p>\n\u003cp>The hope is that SMART will also save North Bay commuters a lot of time, freeing them from the constant congestion on Highway 101.\u003c/p>\n\u003cp>“This is really going to increase the quality of life for people who live up here,” Fudge said. She pointed to the certainty that the SMART train schedule will provide, as well as the community that she’s seen grow on \u003ca href=\"https://ww2.kqed.org/news/2017/06/30/a-ride-on-the-smart-train-finally/\" target=\"_blank\" rel=\"noopener noreferrer\">preview rides\u003c/a>.\u003c/p>\n\u003cp>“People are visiting with each other on the train,” Fudge said. “They’re having coffee or a beer or a snack, and they’re really communicating with each other.”\u003c/p>\n\u003cp>Mansourian said SMART expects to have around 3,000 riders a day at the beginning.\u003c/p>\n\u003cp>“Now that they have an option, people are going to start asking themselves, ‘Do I want to take this and cut my commute in half, or do I want to be stuck on 101?’ ” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SMART train will be free on opening day, and fares will be half price through Labor Day.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The final holdup was an FRA review of the SMART train’s positive train control safety system, which is designed to automatically stop trains and avoid collisions. An FRA spokeswoman said while SMART is not yet PTC-certified, it has “revenue service demonstration (RSD) approval, which means it can test and run trains with PTC and report to FRA all anomalies, at real time, so that we can determine whether they can continue with their PTC system in service.”\u003c/p>\n\u003cp>PTC uses GPS technology to track where trains are and how fast they’re going. If something goes wrong, PTC alerts the train operator and can automatically slow a train if the operator doesn’t respond.\u003c/p>\n\u003cp>“It doesn’t completely automate the operation of the train,” said James Moore, director of the transportation engineering program at the University of Southern California. “The goal is to automate the decisions that have to be made to avoid a collision.\u003c/p>\n\u003cp>All passenger and freight trains in the U.S. are required to have PTC installed by the end of 2018. Congress passed a law requiring its implementation after a head-on collision between a commuter train and a freight train in Chatsworth, California, killed 25 people and injured more than 100 in 2008. Moore said PTC could have prevented that crash and other recent deadly train collisions.\u003c/p>\n\u003cp>SMART could have started service without PTC and installed it before the deadline of Dec. 31, 2018, but SMART General Manager Farhad Mansourian said they wanted to have the latest safety system installed from the beginning, making SMART one of the first rail systems in the country to have PTC fully operational from its inception.\u003c/p>\n\u003cp>“Positive train control will prevent all speed-related and speed-related human error accidents, which are a common cause of train accidents,” Mansourian said. “It will save a lot of lives.”\u003c/p>\n\u003cp>The hope is that SMART will also save North Bay commuters a lot of time, freeing them from the constant congestion on Highway 101.\u003c/p>\n\u003cp>“This is really going to increase the quality of life for people who live up here,” Fudge said. She pointed to the certainty that the SMART train schedule will provide, as well as the community that she’s seen grow on \u003ca href=\"https://ww2.kqed.org/news/2017/06/30/a-ride-on-the-smart-train-finally/\" target=\"_blank\" rel=\"noopener noreferrer\">preview rides\u003c/a>.\u003c/p>\n\u003cp>“People are visiting with each other on the train,” Fudge said. “They’re having coffee or a beer or a snack, and they’re really communicating with each other.”\u003c/p>\n\u003cp>Mansourian said SMART expects to have around 3,000 riders a day at the beginning.\u003c/p>\n\u003cp>“Now that they have an option, people are going to start asking themselves, ‘Do I want to take this and cut my commute in half, or do I want to be stuck on 101?’ ” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The SMART train will be free on opening day, and fares will be half price through Labor Day.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Oakland is home to the fifth-busiest container port in the country, and all around it containers are stacked sky-high like colorful, life-size Lego bricks.\u003c/p>\n\u003cp>Listener Ajith Kumar asked Bay Curious:\u003c/p>\n\u003cp>\u003cstrong>“Why are there millions of containers in West Oakland? How much trade is happening via those containers every month?”\u003c/strong>\u003c/p>\n\u003cp>I met port spokesman Mike Zampa at the edge of the seaport, where we could see ships coming in and thousands of 20-foot-long containers piled up.\u003c/p>\n\u003cfigure id=\"attachment_11608045\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-11608045\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg\" alt=\"Mike Zampa at the Oakland Port.\" width=\"640\" height=\"480\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1920x1440.jpeg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1180x885.jpeg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-960x720.jpeg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-240x180.jpeg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-375x281.jpeg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-520x390.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Mike Zampa at the Oakland Port. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The port handles about 2.5 million containers every year. Some of those are empty, either to be filled here or filled elsewhere. As for loaded containers, the port hit a record last year when it handled 1.9 million of them.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Almost everything can be, and is, sent by container ship, Zampa says. From palm trees to racehorses.\u003c/p>\n\u003cp>“You name it, you’ll find it in a container,” he says.\u003c/p>\n\u003ch3>Ship Size Matters\u003c/h3>\n\u003cp>As for the ships, they keep getting bigger to handle more volume. The biggest ships are longer than the Empire State Building is tall.\u003c/p>\n\u003cp>“If you tip the Empire State Building on its side, the biggest ships coming to Oakland are bigger,” Zampa says.\u003c/p>\n\u003cp>Your average ship can hold about 14,000 containers. Last year, the biggest ship that came to Oakland could hold more than 18,000 containers. According to \u003ca href=\"http://www.bbc.com/news/magazine-21432226\">the BBC\u003c/a>, a ship that big could fit 36,000 cars or 863 million tins of baked beans.\u003c/p>\n\u003cp>This is one of the reasons shipping by sea is more efficient than shipping by air, Zampa says.\u003c/p>\n\u003cp>“If you put all that cargo on airplanes, how many airplanes would it take? I couldn’t tell you,” he says. “But that’s a lot more exhaust being emitted.”\u003c/p>\n\u003cp>Comparing the cargo space of an average freighter ship to the cargo space of a 747 airplane, it would take roughly 630 planes to move as much as a single ship. The difference is time. On average it takes a couple of weeks for a container ship to cross the Pacific from Asia.\u003c/p>\n\u003ch3>A ‘Star Wars’ Connection?\u003c/h3>\n\u003cp>We’ve been asked if the cranes at the port inspired \u003ca href=\"http://www.sfgate.com/bayarea/article/Nah-dude-they-weren-t-cranes-they-were-garbage-3279459.php\">George Lucas\u003c/a> to create the AT-AT snow walkers in “The Empire Strikes Back.” It turns out that they did not.\u003c/p>\n\u003cp>Zampa says the port is still special, just not in a Hollywood way. One way it stands out is that this American port exports more than it imports. And that’s not the case with most other U.S. ports.\u003c/p>\n\u003cp>“Most other U.S. ports are heavily skewed toward imports,” Zampa says. “That reflects the trade imbalance that the U.S. has with the rest of the world.”\u003c/p>\n\u003cp>Imports mostly come from Asia via Southern California.\u003c/p>\n\u003cfigure id=\"attachment_11608071\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11608071\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg\" alt='The \"Benjamin Franklin\", a cargo ship capable of carrying 18,000 containers.' width=\"640\" height=\"427\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg 640w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-520x347.jpg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">The Benjamin Franklin, a cargo ship capable of carrying 18,000 containers. \u003ccite>(Eric Garcetti/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>What’s in the Containers?\u003c/h3>\n\u003cp>Imports include apparel, consumer electronics, consumer goods, glass and a variety of household items.\u003c/p>\n\u003cp>The Oakland port exports lots of dried fruits and nuts, wine and other beverages.\u003c/p>\n\u003cp>Zampa says demand from Asia is growing for American farm products.\u003c/p>\n\u003cp>“Their middle-class populations have exploded, and as the middle class develops, it develops middle-class tastes,” he says.\u003c/p>\n\u003cp>Another major export out of Oakland? Paper.\u003c/p>\n\u003cp>That’s because of all the cardboard boxes we use to package our goods.\u003c/p>\n\u003cp>“If you think about it, everything you buy is going to come in a cardboard box,” Zampa says. “The West Coast sends a lot of scrap paper to Asia to make cardboard boxes that then get filled with goods and shipped back here.”\u003c/p>\n\u003cp>The port’s busiest season comes in late summer and early fall as American retailers stock up for the holidays. Last year, the port’s busiest month was August, when more than 220,000 containers came or went.\u003c/p>\n\u003ch3>Why Not San Francisco?\u003c/h3>\n\u003cp>San Francisco was once the major port in Northern California, but when container shipping emerged, Zampa says San Francisco no longer had the land to handle containers. Oakland did. Today there are hundreds of acres of land devoted to container shipping.\u003c/p>\n\u003cp>The Oakland port has the advantage of being close to lots of cities and easily connecting to railway lines. About 10 percent to 20 percent of the containers head on to rail, destined for places like Salt Lake City or Denver.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But the majority of the container cargo is loaded onto trucks and taken to destinations in Northern California and western Nevada.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland is home to the fifth-busiest container port in the country, and all around it containers are stacked sky-high like colorful, life-size Lego bricks.\u003c/p>\n\u003cp>Listener Ajith Kumar asked Bay Curious:\u003c/p>\n\u003cp>\u003cstrong>“Why are there millions of containers in West Oakland? How much trade is happening via those containers every month?”\u003c/strong>\u003c/p>\n\u003cp>I met port spokesman Mike Zampa at the edge of the seaport, where we could see ships coming in and thousands of 20-foot-long containers piled up.\u003c/p>\n\u003cfigure id=\"attachment_11608045\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-11608045\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg\" alt=\"Mike Zampa at the Oakland Port.\" width=\"640\" height=\"480\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1920x1440.jpeg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-1180x885.jpeg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-960x720.jpeg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-240x180.jpeg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-375x281.jpeg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/IMG_0317.JPG-520x390.jpeg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">Mike Zampa at the Oakland Port. \u003ccite>(Jessica Placzek/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The port handles about 2.5 million containers every year. Some of those are empty, either to be filled here or filled elsewhere. As for loaded containers, the port hit a record last year when it handled 1.9 million of them.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Almost everything can be, and is, sent by container ship, Zampa says. From palm trees to racehorses.\u003c/p>\n\u003cp>“You name it, you’ll find it in a container,” he says.\u003c/p>\n\u003ch3>Ship Size Matters\u003c/h3>\n\u003cp>As for the ships, they keep getting bigger to handle more volume. The biggest ships are longer than the Empire State Building is tall.\u003c/p>\n\u003cp>“If you tip the Empire State Building on its side, the biggest ships coming to Oakland are bigger,” Zampa says.\u003c/p>\n\u003cp>Your average ship can hold about 14,000 containers. Last year, the biggest ship that came to Oakland could hold more than 18,000 containers. According to \u003ca href=\"http://www.bbc.com/news/magazine-21432226\">the BBC\u003c/a>, a ship that big could fit 36,000 cars or 863 million tins of baked beans.\u003c/p>\n\u003cp>This is one of the reasons shipping by sea is more efficient than shipping by air, Zampa says.\u003c/p>\n\u003cp>“If you put all that cargo on airplanes, how many airplanes would it take? I couldn’t tell you,” he says. “But that’s a lot more exhaust being emitted.”\u003c/p>\n\u003cp>Comparing the cargo space of an average freighter ship to the cargo space of a 747 airplane, it would take roughly 630 planes to move as much as a single ship. The difference is time. On average it takes a couple of weeks for a container ship to cross the Pacific from Asia.\u003c/p>\n\u003ch3>A ‘Star Wars’ Connection?\u003c/h3>\n\u003cp>We’ve been asked if the cranes at the port inspired \u003ca href=\"http://www.sfgate.com/bayarea/article/Nah-dude-they-weren-t-cranes-they-were-garbage-3279459.php\">George Lucas\u003c/a> to create the AT-AT snow walkers in “The Empire Strikes Back.” It turns out that they did not.\u003c/p>\n\u003cp>Zampa says the port is still special, just not in a Hollywood way. One way it stands out is that this American port exports more than it imports. And that’s not the case with most other U.S. ports.\u003c/p>\n\u003cp>“Most other U.S. ports are heavily skewed toward imports,” Zampa says. “That reflects the trade imbalance that the U.S. has with the rest of the world.”\u003c/p>\n\u003cp>Imports mostly come from Asia via Southern California.\u003c/p>\n\u003cfigure id=\"attachment_11608071\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11608071\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg\" alt='The \"Benjamin Franklin\", a cargo ship capable of carrying 18,000 containers.' width=\"640\" height=\"427\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z.jpg 640w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/24403336465_49f9e0b920_z-520x347.jpg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">The Benjamin Franklin, a cargo ship capable of carrying 18,000 containers. \u003ccite>(Eric Garcetti/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>What’s in the Containers?\u003c/h3>\n\u003cp>Imports include apparel, consumer electronics, consumer goods, glass and a variety of household items.\u003c/p>\n\u003cp>The Oakland port exports lots of dried fruits and nuts, wine and other beverages.\u003c/p>\n\u003cp>Zampa says demand from Asia is growing for American farm products.\u003c/p>\n\u003cp>“Their middle-class populations have exploded, and as the middle class develops, it develops middle-class tastes,” he says.\u003c/p>\n\u003cp>Another major export out of Oakland? Paper.\u003c/p>\n\u003cp>That’s because of all the cardboard boxes we use to package our goods.\u003c/p>\n\u003cp>“If you think about it, everything you buy is going to come in a cardboard box,” Zampa says. “The West Coast sends a lot of scrap paper to Asia to make cardboard boxes that then get filled with goods and shipped back here.”\u003c/p>\n\u003cp>The port’s busiest season comes in late summer and early fall as American retailers stock up for the holidays. Last year, the port’s busiest month was August, when more than 220,000 containers came or went.\u003c/p>\n\u003ch3>Why Not San Francisco?\u003c/h3>\n\u003cp>San Francisco was once the major port in Northern California, but when container shipping emerged, Zampa says San Francisco no longer had the land to handle containers. Oakland did. Today there are hundreds of acres of land devoted to container shipping.\u003c/p>\n\u003cp>The Oakland port has the advantage of being close to lots of cities and easily connecting to railway lines. About 10 percent to 20 percent of the containers head on to rail, destined for places like Salt Lake City or Denver.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But the majority of the container cargo is loaded onto trucks and taken to destinations in Northern California and western Nevada.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Wealthy San Francisco Neighborhood Fails to Pay Taxes, Loses Private Street",
"title": "Wealthy San Francisco Neighborhood Fails to Pay Taxes, Loses Private Street",
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"content": "\u003cp>26 Presidio Terrace, a four-floor San Francisco mansion, was recently \u003ca href=\"https://sf.curbed.com/2016/7/11/12149666/presidio-terrance-mansion-price-home-sf\">on the market\u003c/a> for $14.5 million. 30 Presidio Terrace, a neighbor in the gated community, last sold for \u003ca href=\"https://www.redfin.com/CA/San-Francisco/30-Presidio-Ter-94118/home/1278737\">$9.5 million\u003c/a>.\u003c/p>\n\u003cp>But Presidio Terrace itself? As in, the street? The strip of pavement these tony residents rely on to reach their front doors? The private road the homeowners association has owned for more than a century?\u003c/p>\n\u003cp>That's a bargain. After the homeowners association failed to pay a $14 tax bill -- for three decades -- the street went up for auction, the \u003cem>San Francisco Chronicle\u003c/em> reports. A San Jose couple snagged it for about $90,000.\u003c/p>\n\u003cp>Tina Lam and Michael Cheng made their strategic purchase in 2015. But now, the newspaper writes, \"they're looking to cash in — maybe by charging the residents of those mansions to park on their own private street.\" Or, lacking that, opening the spots up to the general public.\u003c/p>\n\u003cp>Cheng, a real estate investor who was born in Taiwan, tells the newspaper the couple \"got lucky.\" Lam, a Silicon Valley engineer who immigrated from Hong Kong, says she \"really just wanted to own something in San Francisco\" because she loves the city so much.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The whole story is well worth a read \u003ca href=\"http://www.sfchronicle.com/bayarea/matier-ross/article/Rich-SF-residents-get-a-shock-Someone-bought-11738236.php\">over at the Chronicle\u003c/a>.\u003c/p>\n\u003cp>Presidio Terrace was originally built as an enclave for white residents, as \u003ca href=\"https://sf.curbed.com/2016/5/24/11760976/presidio-terrace-home-millions\">Curbed San Francisco\u003c/a> noted last year. The Virtual Museum of San Francisco \u003ca href=\"http://www.sfmuseum.net/hist/timeline.html\">quotes an ad from 1906\u003c/a>, bemoaning the fact that Japanese and Chinese residents were moving into neighborhoods and saying, \"There is only one spot in San Francisco where only Caucasians are permitted to buy or lease real estate or where they may reside. That place is Presidio Terrace.\"\u003c/p>\n\u003cp>Presidio Terrace, along with many other wealthy neighborhoods, continued to prohibit ownership by nonwhites until 1948, the \u003cem>Chronicle\u003c/em> notes. That year, the Supreme Court blocked such racial covenants from being enforced. (Some neighborhoods tried to uphold their racial covenants even after they were illegal; member station WAMU has \u003ca href=\"http://wamu.org/story/14/01/17/how_racial_covenants_shaped_dc_neighborhoods/\">reported on\u003c/a> an example in Washington, D.C.)\u003c/p>\n\u003cp>These days, Presidio Terrace is \u003ca href=\"http://sfist.com/2007/06/06/sfist_photo_presdio_terrace_sfs_gated_community.php\">gated and guarded\u003c/a>. SFGate \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/Feinstein-s-16-5-million-view-in-Pacific-Heights-2523619.php\">described\u003c/a> it as \"very private and swank.\" San Francisco's late former mayor \u003ca href=\"https://www.forbes.com/sites/zillow/2013/04/05/mansion-once-home-to-former-san-fran-mayor-joe-alioto-for-sale/#d888b8eb976d\">Joseph Alioto\u003c/a> used to be a resident, as did \u003ca href=\"https://www.forbes.com/2005/08/01/luxuryrealestate-mansions-lifestyle-cx_sc_0801how_ls.html\">Sen. Dianne Feinstein\u003c/a>\u003ca href=\"https://www.forbes.com/2005/08/01/luxuryrealestate-mansions-lifestyle-cx_sc_0801how_ls.html\">.\u003c/a>\u003c/p>\n\u003cp>According to \u003ca href=\"https://www.documentcloud.org/documents/3914473-Presidio-Lawsuit.html\">a lawsuit\u003c/a> filed by the Presidio Terrace Association, the neighborhood's current residents didn't find out about the sale of their private road until this May — more than two years after it happened.\u003c/p>\n\u003cp>It all started with a $14 bill. Or, well, a lot of $14 bills.\u003c/p>\n\u003cp>The homeowners association says in the lawsuit that, based on city records, \"the property taxes on the Common Area have been less than $14.00 annually for the past several years.\"\u003c/p>\n\u003cp>The taxes weren't paid for \"many years,\" the association says, because the city was sending the bills to an address \"associated with an accountant who last performed work for the Association in the 1980s.\" A warning that the account was in default, owing $994.77, was sent to the same address. It, too, went unnoticed.\u003c/p>\n\u003cp>A few months later, the street was auctioned off.\u003c/p>\n\u003cp>(Incidentally, are you wondering how much each resident paid to that HOA? \u003ca href=\"https://sf.curbed.com/2013/10/21/10184914/presidio-terrace-trophy-property-takes-245k-off-its-price\">Based\u003c/a> on \u003ca href=\"http://blog.sfgate.com/ontheblock/2013/04/01/former-mayor-alioto-mansion-in-presidio-terrace-hits-the-mls/\">news reports\u003c/a>, it's well north of $500 a month.)\u003c/p>\n\u003cp>The city should have known the address was wrong, the residents say. They're calling for the sale to be rescinded.\u003c/p>\n\u003cp>The office of the treasurer-tax collector does not seem persuaded by that argument. A spokeswoman told the \u003cem>San Francisco Chronicle \u003c/em>there was nothing they could do.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And, the spokeswoman told the paper, \"Ninety-nine percent of property owners in San Francisco know what they need to do, and they pay their taxes on time — and they keep their mailing address up to date.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Wealthy+San+Francisco+Neighborhood+Fails+To+Pay+Taxes%2C+Loses+Private+Street&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "After a series of $14 tax bills went unnoticed, San Francisco auctioned Presidio Terrace off to the highest bidder -- a couple from San Jose. They're thinking of charging residents to park there.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>26 Presidio Terrace, a four-floor San Francisco mansion, was recently \u003ca href=\"https://sf.curbed.com/2016/7/11/12149666/presidio-terrance-mansion-price-home-sf\">on the market\u003c/a> for $14.5 million. 30 Presidio Terrace, a neighbor in the gated community, last sold for \u003ca href=\"https://www.redfin.com/CA/San-Francisco/30-Presidio-Ter-94118/home/1278737\">$9.5 million\u003c/a>.\u003c/p>\n\u003cp>But Presidio Terrace itself? As in, the street? The strip of pavement these tony residents rely on to reach their front doors? The private road the homeowners association has owned for more than a century?\u003c/p>\n\u003cp>That's a bargain. After the homeowners association failed to pay a $14 tax bill -- for three decades -- the street went up for auction, the \u003cem>San Francisco Chronicle\u003c/em> reports. A San Jose couple snagged it for about $90,000.\u003c/p>\n\u003cp>Tina Lam and Michael Cheng made their strategic purchase in 2015. But now, the newspaper writes, \"they're looking to cash in — maybe by charging the residents of those mansions to park on their own private street.\" Or, lacking that, opening the spots up to the general public.\u003c/p>\n\u003cp>Cheng, a real estate investor who was born in Taiwan, tells the newspaper the couple \"got lucky.\" Lam, a Silicon Valley engineer who immigrated from Hong Kong, says she \"really just wanted to own something in San Francisco\" because she loves the city so much.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The whole story is well worth a read \u003ca href=\"http://www.sfchronicle.com/bayarea/matier-ross/article/Rich-SF-residents-get-a-shock-Someone-bought-11738236.php\">over at the Chronicle\u003c/a>.\u003c/p>\n\u003cp>Presidio Terrace was originally built as an enclave for white residents, as \u003ca href=\"https://sf.curbed.com/2016/5/24/11760976/presidio-terrace-home-millions\">Curbed San Francisco\u003c/a> noted last year. The Virtual Museum of San Francisco \u003ca href=\"http://www.sfmuseum.net/hist/timeline.html\">quotes an ad from 1906\u003c/a>, bemoaning the fact that Japanese and Chinese residents were moving into neighborhoods and saying, \"There is only one spot in San Francisco where only Caucasians are permitted to buy or lease real estate or where they may reside. That place is Presidio Terrace.\"\u003c/p>\n\u003cp>Presidio Terrace, along with many other wealthy neighborhoods, continued to prohibit ownership by nonwhites until 1948, the \u003cem>Chronicle\u003c/em> notes. That year, the Supreme Court blocked such racial covenants from being enforced. (Some neighborhoods tried to uphold their racial covenants even after they were illegal; member station WAMU has \u003ca href=\"http://wamu.org/story/14/01/17/how_racial_covenants_shaped_dc_neighborhoods/\">reported on\u003c/a> an example in Washington, D.C.)\u003c/p>\n\u003cp>These days, Presidio Terrace is \u003ca href=\"http://sfist.com/2007/06/06/sfist_photo_presdio_terrace_sfs_gated_community.php\">gated and guarded\u003c/a>. SFGate \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/Feinstein-s-16-5-million-view-in-Pacific-Heights-2523619.php\">described\u003c/a> it as \"very private and swank.\" San Francisco's late former mayor \u003ca href=\"https://www.forbes.com/sites/zillow/2013/04/05/mansion-once-home-to-former-san-fran-mayor-joe-alioto-for-sale/#d888b8eb976d\">Joseph Alioto\u003c/a> used to be a resident, as did \u003ca href=\"https://www.forbes.com/2005/08/01/luxuryrealestate-mansions-lifestyle-cx_sc_0801how_ls.html\">Sen. Dianne Feinstein\u003c/a>\u003ca href=\"https://www.forbes.com/2005/08/01/luxuryrealestate-mansions-lifestyle-cx_sc_0801how_ls.html\">.\u003c/a>\u003c/p>\n\u003cp>According to \u003ca href=\"https://www.documentcloud.org/documents/3914473-Presidio-Lawsuit.html\">a lawsuit\u003c/a> filed by the Presidio Terrace Association, the neighborhood's current residents didn't find out about the sale of their private road until this May — more than two years after it happened.\u003c/p>\n\u003cp>It all started with a $14 bill. Or, well, a lot of $14 bills.\u003c/p>\n\u003cp>The homeowners association says in the lawsuit that, based on city records, \"the property taxes on the Common Area have been less than $14.00 annually for the past several years.\"\u003c/p>\n\u003cp>The taxes weren't paid for \"many years,\" the association says, because the city was sending the bills to an address \"associated with an accountant who last performed work for the Association in the 1980s.\" A warning that the account was in default, owing $994.77, was sent to the same address. It, too, went unnoticed.\u003c/p>\n\u003cp>A few months later, the street was auctioned off.\u003c/p>\n\u003cp>(Incidentally, are you wondering how much each resident paid to that HOA? \u003ca href=\"https://sf.curbed.com/2013/10/21/10184914/presidio-terrace-trophy-property-takes-245k-off-its-price\">Based\u003c/a> on \u003ca href=\"http://blog.sfgate.com/ontheblock/2013/04/01/former-mayor-alioto-mansion-in-presidio-terrace-hits-the-mls/\">news reports\u003c/a>, it's well north of $500 a month.)\u003c/p>\n\u003cp>The city should have known the address was wrong, the residents say. They're calling for the sale to be rescinded.\u003c/p>\n\u003cp>The office of the treasurer-tax collector does not seem persuaded by that argument. A spokeswoman told the \u003cem>San Francisco Chronicle \u003c/em>there was nothing they could do.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And, the spokeswoman told the paper, \"Ninety-nine percent of property owners in San Francisco know what they need to do, and they pay their taxes on time — and they keep their mailing address up to date.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Wealthy+San+Francisco+Neighborhood+Fails+To+Pay+Taxes%2C+Loses+Private+Street&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Police Arrest Suspect in On-Board Beatings",
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"content": "\u003cfigure id=\"attachment_11610358\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211.jpg\">\u003cimg class=\"size-medium wp-image-11610358\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-800x368.jpg\" alt=\"\" width=\"800\" height=\"368\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-160x74.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-240x110.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-375x173.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-520x239.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Images of a man BART police identified Monday as Mario Christopher Washington, 42, of Berkeley, who was arrested Monday as a suspect in two recent beatings of train passengers. \u003ccite>(BART )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cem>Updated 2:30 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>Less than three hours after making an unusual early-morning appeal for the public's help, BART police arrested a suspect in two apparently random and unprovoked assaults aboard trains last week.\u003c/p>\n\u003cp>BART released images of the suspect at a 6 a.m. Monday press conference in Oakland. Those images were shown widely in morning TV news broadcasts and online.\u003c/p>\n\u003cp>At about 8:40 a.m., the agency said, an Oakland Fire Department investigator alerted Oakland police that he believed he had spotted the suspect near the corner of Ninth and Broadway.\u003c/p>\n\u003cp>That call was passed on to BART police. When officers responded, the fire investigator flagged them down and alerted them to the suspect's location, BART said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Officers located a man the agency identified as Mario Christopher Washington, 42, of Berkeley. He was arrested on a charge of suspicion of assault with a deadly weapon and booked into the Alameda County North Jail in downtown Oakland.\u003c/p>\n\u003cp>Police say Washington's first alleged attack occurred at 7:31 p.m. last Thursday evening at the Bay Fair Station in San Leandro. The police narrative of the event read:\u003c/p>\n\u003cblockquote>\u003cp>A male victim was seated on a train when a male suspect (black male, late 30s, 6 feet, muscular, grey shirt, tan shorts, black shoes) hit him in the head with an unknown metal object. The suspect also punched and kicked the victim before fleeing the train and running out of the station. According to the victim and witnesses, the attack was unprovoked. The suspect was not located. The victim was treated for a laceration to his head and transported to the hospital via ambulance with non-life threatening injuries.\u003c/p>\u003c/blockquote>\n\u003cp>BART police identified the weapon used in the Thursday attack as a bolt cutter.\u003c/p>\n\u003cp>The second attack occurred Saturday evening on an East Bay train bound for San Francisco, police said. Here's the narrative of that incident:\u003c/p>\n\u003cblockquote>\u003cp>On August 5, 2017, at approximately 1930 hours, the same suspect was on a San Francisco Bound train approaching Embarcadero Station. The suspect approached a man on the train and struck the man two times in the face with a closed fist. The victim does not know the suspect. The suspect fled the scene. The victim received medical treatment at the scene for non-life threatening injuries.\u003c/p>\u003c/blockquote>\n\u003cp>BART spokesman Jim Allison said the agency called the early-morning press conference because of concerns about possible further assaults by the suspect.\u003c/p>\n\u003cp>\"The detective who was working the Thursday case saw enough similarities in the Saturday case that he was afraid he was going to attack again,\" Allison said. That prompted an overnight effort to publicize images captured on train cars near the time of the two assaults.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Milpitas police \u003ca href=\"http://www.ci.milpitas.ca.gov/_pdfs/MpdPressRelease/2017/PD_PR_17-008-117.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> arresting Washington in January on a charge of strong-arm robbery and noted that he was wanted under a felony warrant in Oakland for allegedly violating the terms of an earlier release from state prison.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_11610358\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211.jpg\">\u003cimg class=\"size-medium wp-image-11610358\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-800x368.jpg\" alt=\"\" width=\"800\" height=\"368\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-160x74.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-240x110.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-375x173.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/BARTsuspect170807-e1502116625211-520x239.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Images of a man BART police identified Monday as Mario Christopher Washington, 42, of Berkeley, who was arrested Monday as a suspect in two recent beatings of train passengers. \u003ccite>(BART )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cem>Updated 2:30 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>Less than three hours after making an unusual early-morning appeal for the public's help, BART police arrested a suspect in two apparently random and unprovoked assaults aboard trains last week.\u003c/p>\n\u003cp>BART released images of the suspect at a 6 a.m. Monday press conference in Oakland. Those images were shown widely in morning TV news broadcasts and online.\u003c/p>\n\u003cp>At about 8:40 a.m., the agency said, an Oakland Fire Department investigator alerted Oakland police that he believed he had spotted the suspect near the corner of Ninth and Broadway.\u003c/p>\n\u003cp>That call was passed on to BART police. When officers responded, the fire investigator flagged them down and alerted them to the suspect's location, BART said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Officers located a man the agency identified as Mario Christopher Washington, 42, of Berkeley. He was arrested on a charge of suspicion of assault with a deadly weapon and booked into the Alameda County North Jail in downtown Oakland.\u003c/p>\n\u003cp>Police say Washington's first alleged attack occurred at 7:31 p.m. last Thursday evening at the Bay Fair Station in San Leandro. The police narrative of the event read:\u003c/p>\n\u003cblockquote>\u003cp>A male victim was seated on a train when a male suspect (black male, late 30s, 6 feet, muscular, grey shirt, tan shorts, black shoes) hit him in the head with an unknown metal object. The suspect also punched and kicked the victim before fleeing the train and running out of the station. According to the victim and witnesses, the attack was unprovoked. The suspect was not located. The victim was treated for a laceration to his head and transported to the hospital via ambulance with non-life threatening injuries.\u003c/p>\u003c/blockquote>\n\u003cp>BART police identified the weapon used in the Thursday attack as a bolt cutter.\u003c/p>\n\u003cp>The second attack occurred Saturday evening on an East Bay train bound for San Francisco, police said. Here's the narrative of that incident:\u003c/p>\n\u003cblockquote>\u003cp>On August 5, 2017, at approximately 1930 hours, the same suspect was on a San Francisco Bound train approaching Embarcadero Station. The suspect approached a man on the train and struck the man two times in the face with a closed fist. The victim does not know the suspect. The suspect fled the scene. The victim received medical treatment at the scene for non-life threatening injuries.\u003c/p>\u003c/blockquote>\n\u003cp>BART spokesman Jim Allison said the agency called the early-morning press conference because of concerns about possible further assaults by the suspect.\u003c/p>\n\u003cp>\"The detective who was working the Thursday case saw enough similarities in the Saturday case that he was afraid he was going to attack again,\" Allison said. That prompted an overnight effort to publicize images captured on train cars near the time of the two assaults.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Milpitas police \u003ca href=\"http://www.ci.milpitas.ca.gov/_pdfs/MpdPressRelease/2017/PD_PR_17-008-117.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> arresting Washington in January on a charge of strong-arm robbery and noted that he was wanted under a felony warrant in Oakland for allegedly violating the terms of an earlier release from state prison.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "after-two-spills-shell-oil-to-replace-miles-of-problem-pipeline",
"title": "After Two Spills, Shell Oil to Replace Miles of Problem Pipeline",
"publishDate": 1502090150,
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"headTitle": "After Two Spills, Shell Oil to Replace Miles of Problem Pipeline | KQED",
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"content": "\u003cp>Shell Oil Co. is replacing more than 12 miles of a pipeline that carries crude petroleum from Central Valley oil fields to Bay Area refineries after an investigation into two ruptures in eastern Alameda County in 2015 and 2016.\u003c/p>\n\u003cp>The move follows a series of strong recommendations from the Office of the State Fire Marshal’s Pipeline Safety Division, a division of Cal Fire that oversees 6,500 miles of pipelines — the first time the agency has pushed for a pipeline replacement.\u003cbr>\n[audio src=\"http://www.kqed.org/.stream/anon/radio/RDnews/2017/08/ShellOilLine.mp3\" image=\"https://u.s.kqed.net/2017/08/07/shellpipelinegp3.jpg\" title=\"After Two Spills, Shell Oil to Replace Miles of Problem Pipeline\" program=\"The California Report\"]\u003c/p>\n\u003cp>The ruptures took place on Shell’s 177-mile-long San Pablo Bay Pipeline, which runs up the west side of the San Joaquin Valley from Coalinga, across the southwestern edge of the Delta, and through the hills of eastern Alameda and Contra Costa counties to the company’s Martinez refinery.\u003c/p>\n\u003cp>The spills occurred between Altamont Pass and Tracy in September 2015 and \u003ca href=\"https://ww2.kqed.org/news/2016/05/24/pipeline-at-center-of-altamont-pass-oil-spill-also-ruptured-last-september/\" target=\"_blank\" rel=\"noopener noreferrer\">May 2016\u003c/a>.\u003c/p>\n\u003cp>Investigators found both were caused by “fatigue cracks” that grew as pressure on the underground line fluctuated to deal with different grades of oil, according to documents obtained by KQED.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The two ruptures spilled a total of about 60,000 gallons on grassland near Interstate 580 and resulted in more than $6 million in damage, emergency response and cleanup costs.\u003c/p>\n\u003cfigure id=\"attachment_11610225\" class=\"wp-caption alignright\" style=\"max-width: 561px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11610225\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Capture.jpg\" alt=\"\" width=\"561\" height=\"772\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture.jpg 561w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture-240x330.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture-375x516.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture-520x716.jpg 520w\" sizes=\"(max-width: 561px) 100vw, 561px\">\u003cfigcaption class=\"wp-caption-text\">This map shows the length of the Shell Oil pipeline. The break on May 20, 2016, occurred between Livermore and Tracy in East Alameda County. \u003ccite>(Cal Fire)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oil from the first spill seeped 10 feet into the ground. Crude from the second incident was discovered as much as 20 feet beneath the surface, according to the Central Valley Regional Water Quality Control Board. The water agency oversaw the cleanups, which involved removing nearly 16,000 tons of contaminated soil and dumping it in an Altamont Pass landfill.\u003c/p>\n\u003cp>After completing an investigation into the 2016 spill, the fire marshal’s office placed the pipeline on its list of higher-risk lines, requiring Shell to conduct more frequent inspections.\u003c/p>\n\u003cp>Shell had inspected the failed sections of pipeline just months before they broke. The state last inspected the pipeline in 2012.\u003c/p>\n\u003cp>The fire marshal is calling on the company to review all of its California pipelines that switch between different pressure levels to see if they need more frequent inspections. The state agency also wants to know whether the company can reduce the practice, known as “pressure cycling.”\u003c/p>\n\u003cp>The agency’s pipeline division also says it will review Shell’s pipeline integrity management program this fall.\u003c/p>\n\u003cp>\u003cstrong>Critics, Safety Advocates Call For Penalty Against Shell\u003c/strong>\u003c/p>\n\u003cp>Environmentalists and experts who reviewed the investigations into the breaks for KQED applauded the state for taking action but say regulators should have been more aggressive.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"http://center.maps.arcgis.com/apps/webappviewer/index.html?id=b35f4d78e2d8431b8f28aec94413f42b\">From the Center for Biological Diversity\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"http://center.maps.arcgis.com/apps/webappviewer/index.html?id=b35f4d78e2d8431b8f28aec94413f42b\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Capture2.jpg\">\u003c/a>\u003c/figure>\n\u003cp>Click on the map above from the Center for Biological Diversity to see a map of the Shell Oil pipeline and nearby endangered species.\u003c/p>\n\u003c/aside>\n\u003cp>“We don’t think that what they’re recommending goes far enough,” said Patrick Sullivan, a spokesman for the Center for Biological Diversity, in an interview.\u003c/p>\n\u003cp>Sullivan noted the state fire marshal’s office is calling for repairs along just a small portion of a pipeline that runs past several reservoirs.\u003c/p>\n\u003cp>After two breaks on the same pipeline in the same area, the state should slap Shell with a monetary penalty, he said\u003c/p>\n\u003cp>“If it triggers one leak and then triggers another one, the company needs to be held responsible in a financial way for the damage that it caused,” Sullivan said.\u003c/p>\n\u003cp>Carl Weimer, executive director of the Pipeline Safety Trust, an independent advocacy group based in Bellingham, Washington, agrees.\u003c/p>\n\u003cp>“I think a penalty would be warranted especially in this case where there’s two failures on a pipe so close together,” Weimer said in an interview.\u003c/p>\n\u003cp>[contextly_sidebar id=”6hATIqtIBApr69U4cQJyFoWGS9gZGjzm”]\u003c/p>\n\u003cp>Dennis Mathisen, the state fire marshal, says regulators did not penalize Shell because the company did not violate any pipeline safety law.\u003c/p>\n\u003cp>The fire marshal’s Pipeline Safety Division last fined a pipeline operator — a $78,000 civil penalty against Phillips 66 — in March 2014, the agency says.\u003c/p>\n\u003cp>\u003cstrong>Break Prompts Shell to Change Pipeline Inspections\u003c/strong>\u003c/p>\n\u003cp>After the September 2015 break, Shell conducted inspections using so-called \u003ca href=\"http://smartpigs.net/\" target=\"_blank\" rel=\"noopener noreferrer\">smart pigs\u003c/a>, devices that travel inside pipelines while they’re still operating, instead of \u003ca href=\"http://petrowiki.org/Hydrostatic_testing\" target=\"_blank\" rel=\"noopener noreferrer\">hydrostatic testing\u003c/a>, where a section of pipeline is shut down and tested for leaks and weakness with high-pressure water.\u003c/p>\n\u003cp>“If they had done a hydrotest at that time instead of running these smart pigs they probably would have found this problem and prevented the 2016 failure,” said Weimer.\u003c/p>\n\u003cp>“Smart pigs didn’t work out very well in this instance,” Weimer said. “Hydrotests oftentimes will find these types of failures where these smart pigs won’t.”\u003c/p>\n\u003cp>The heavy crude the San Pablo Pipeline was transporting when it ruptured is similar to the tar sands oil the Keystone Pipeline is expected to transport, Weimer noted. That thickness could cause “cyclic fatigue” on other lines throughout California, he said, so the state should require all oil pipeline operators to conduct the hydrotesting.\u003c/p>\n\u003cp>“Smart pigs just aren’t smart enough on some of these flaws,” Weimer said.\u003c/p>\n\u003cp>A month after the May 2016 oil spill, Shell says, it conducted hydrostatic testing on the pipeline — the first of its kind on the line in more than 25 years.\u003c/p>\n\u003cp>Shell says the two spills prompted the company to expand the range of problems it looks for when it inspects the San Pablo Pipeline and some of its other lines.\u003c/p>\n\u003cp>\u003cstrong>Details of Investigation Into Second Oil Spill\u003c/strong>\u003c/p>\n\u003cp>Documents obtained by KQED give a vivid picture of how the second pipeline spill unfolded.\u003c/p>\n\u003cp>Just after midnight on May 20, 2016, Shell’s pipeline control center in Houston, Texas, detected a drop in operating pressure on the pipeline near West Patterson Pass Road and Interstate 580. At the time, it was pumping more than 6,000 barrels of heavy crude per hour, state officials said. The company says it immediately shut down the line.\u003c/p>\n\u003cp>Two hours later the company \u003ca href=\"https://w3.calema.ca.gov/operational/malhaz.nsf/f1841a103c102734882563e200760c4a/488e4a35e60e506e88257fb900336731?OpenDocument&Highlight=0,Shell\" target=\"_blank\" rel=\"noopener noreferrer\">notified \u003c/a>the Governor’s Office of Emergency Services, several local agencies were called in to respond, and a cleanup effort began that would last for months.\u003c/p>\n\u003cfigure id=\"attachment_10974514\" class=\"wp-caption aligncenter\" style=\"max-width: 669px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10974514\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/shellpipeline.png\" alt=\"\" width=\"669\" height=\"502\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipeline.png 669w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipeline-400x300.png 400w\" sizes=\"(max-width: 669px) 100vw, 669px\">\u003cfigcaption class=\"wp-caption-text\">Image from Central Valley Water Quality Control Board report on Shell Oil’s May 20, 2016, pipeline break. Picture shows inactive older pipeline and newer pipeline that ruptured, spilling about 21,000 gallons of oil. \u003ccite>(Central Valley Water Quality Control Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Almost immediately, a federal regulator wanted answers.\u003c/p>\n\u003cp>“Please provide a report on this event when possible,” wrote Peter Katchmar, an accident coordinator at the federal Pipeline and Hazardous Materials Safety Administration (PHMSA) in an email to the state fire marshal’s office four hours after the rupture took place.\u003c/p>\n\u003cp>The 24-inch pipeline released 500 barrels of oil from a break that measured 45 by 4.5 inches, according to state investigators.\u003c/p>\n\u003cp>As it did for the September 2015 break, Shell hired the risk management firm, Det Norske Veritas (DNV), to investigate the May 2016 spill.\u003c/p>\n\u003cfigure id=\"attachment_11120004\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11120004\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/pipeline-split-800x335.jpg\" alt=\"\" width=\"800\" height=\"335\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split-800x335.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split-400x167.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split.jpg 856w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A photo of the pipeline longitudinal seam split from the September 2015 rupture. \u003ccite>(Courtesy of Shell Oil Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>DNV and Shell say the rupture was due to a “fatigue crack” that grew over time. The oil company also says that smart pig, or in-line, tests conducted on the pipeline before the break were incorrectly reported to Shell officials.\u003c/p>\n\u003cp>Shell says that incorrect information led them to increase pressure on the line three days before it ruptured. The oil giant blames a firm it hired to do the in-line inspections on the heels of the first break, the Rosen Group, for failing to identify and report the fatigue crack.\u003c/p>\n\u003cp>“Based on the … surveys confirming the absence of any actionable defects, the recommendation was made … to remove the operating pressure reductions,” Shell said in its report.\u003c/p>\n\u003cp>A representative for Rosen declined to comment.\u003c/p>\n\u003cp>Despite the inline inspection company’s mistakes that may have led to the pipeline break, Shell continues to use Rosen for in-line inspections, company spokesman Ray Fisher said in an email.\u003c/p>\n\u003cp>Like the first break, DNV said small pits of corrosion, along with the line’s frequent changes in pressure due to the different grades of oil it carries, contributed to the rupture. The firm added that the crack could have developed when the pipe was transported to the West Coast 35 years ago.\u003c/p>\n\u003cp>In its report Shell said it wants to improve detecting cracks along its pipelines and take a closer look at its pipes that undergo aggressive pressure cycling.\u003c/p>\n\u003cp>“There needs to be corporate awareness for what pressure cycling does to the pipelines,” Shell’s review said. “This action needs to lead to more discipline and visibility of the issue.”\u003c/p>\n\u003cfigure id=\"attachment_10974518\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10974518\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/shellpipelinegp3-800x516.jpg\" alt=\"\" width=\"800\" height=\"516\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipelinegp3.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipelinegp3-400x258.jpg 400w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Containers of contaminated soil excavated from the site of May 20, 2016, Shell Oil pipeline rupture east of the Altamont Pass. \u003ccite>(Noah Berger/Courtesy of Greenpeace)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fisher says crude that the pipeline brings from the Central Valley to refineries in the Bay Area “varies in viscosity.”\u003c/p>\n\u003cp>“Customer demands frequently dictate varying pressure loads on the pipeline,” Fisher said.\u003c/p>\n\u003cp>The company has taken measures to reduce pressure cycling on the pipeline that broke as well as others in its network, he said.\u003c/p>\n\u003cp>\u003cstrong>State’s Reliance on Private Industry to Police Itself\u003c/strong>\u003c/p>\n\u003cp>Last October, KQED reported the \u003ca href=\"https://ww2.kqed.org/news/2016/10/10/state-outsources-east-bay-pipeline-spill-investigation-to-oil-company/\" target=\"_blank\" rel=\"noopener noreferrer\">state relied heavily on Shell\u003c/a> to investigate the September 2015 break.\u003c/p>\n\u003cp>Critics say the state’s probe into the second spill — the state’s findings mirror the company’s conclusions — was basically another regurgitation of the oil giant’s own review.\u003c/p>\n\u003cp>Sullivan, of the Center for Biological Diversity, says that shows the state fire marshal isn’t up to the job of overseeing pipeline safety.\u003c/p>\n\u003cp>“If we are letting companies police their own pipelines, we cannot be sure that they’re doing a good job,” Sullivan said. “This operator is operating a very dangerous pipeline and they do not seem to have a system in place to prevent these kinds of leaks. I don’t think Cal Fire’s report and recommendations really changes that.”\u003c/p>\n\u003cp>Sullivan says Cal Fire does not have enough engineers to police the hundreds of pipelines it’s responsible for watching over.\u003c/p>\n\u003cp>“It’s impossible for them to do the kind of rigorous oversight that they should be doing,” he said, adding that the agency needs more resources.\u003c/p>\n\u003cp>“If they continue to take the kind of lax approach with enforcement that we’ve seen certainly with these two incidents, I think it’s worth considering if there is another agency that could do this better.”\u003c/p>\n\u003cp>In May 2015, the pipeline safety division had just a handful of inspectors and engineers. A top official with the agency said then that it had been working with a \u003ca href=\"https://ww2.kqed.org/news/2015/05/30/patchwork-of-oversight-keep-tabs-of-californias-vast-network-of-oil-pipelines/\" target=\"_blank\" rel=\"noopener noreferrer\">minimum staff for several years\u003c/a>.\u003c/p>\n\u003cp>But the state’s new fire marshal says that’s changing significantly.\u003c/p>\n\u003cp>“We have been able to bolster our pipeline safety resources significantly,” said Mathisen in an interview. “We’ve more than doubled our engineers on staff.”\u003c/p>\n\u003cp>When the San Pablo Bay Pipeline broke, the agency had five engineers who oversaw 752 intrastate pipelines, according to Mathisen. The division conducted an average of nine investigations a year for the last five years, said Cal Fire spokeswoman Janet Upton.\u003c/p>\n\u003cp>But, now the agency has 13 engineers and supervisors and there are plans to hire 13 more, Upton says.\u003c/p>\n\u003cp>Mathisen says he wants his agency to take a more active role in pipeline break investigations.\u003c/p>\n\u003cp>The increase in staff came as a result of legislation in response to the \u003ca href=\"https://ww2.kqed.org/news/2015/05/21/crews-struggle-to-clean-up-oil-spill-near-santa-barbara/\" target=\"_blank\" rel=\"noopener noreferrer\">Refugio oil spill\u003c/a> in Santa Barbara County that mandated more pipeline inspections and required the oil industry to put in place better leak detection systems.\u003c/p>\n\u003cp>“We are gaining the resources to keep up,” Mathisen said.\u003c/p>\n\u003cp>State regulators recently ordered another change: Companies hired by the oil industry to inspect pipelines are now required to send the results of those tests to the fire marshal’s office before they are sent to the line operators.\u003c/p>\n\u003cp>\u003cstrong>Shell Works to Replace Pipeline\u003c/strong>\u003c/p>\n\u003cp>The company recently began the process of replacing three sections of pipeline totaling 12.5 miles, company spokesman Fisher said. Each of those sections — one near Tracy, one near the Stanislaus-Merced county line, and one near Coalinga — involves pipeline that was manufactured in 1982 and then stored outside for six years before being shipped to California and installed as part of an existing pipeline.\u003c/p>\n\u003cp>“Shell is choosing to replace the 1982 Columbia pipe sections with newly fabricated pipe out of an abundance of caution, despite the existing pipeline having been repaired and passing subsequent hydrotests,” Fisher said.\u003c/p>\n\u003cp>Shell says it expects to complete construction of the new pipeline sections by 2019, he said. The company plans to shut down the line for several days when it’s installed, a move that has to be worked out with the refinery companies the pipeline serves.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Shell is not disclosing the cost of the project.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Shell Oil Co. is replacing more than 12 miles of a pipeline that carries crude petroleum from Central Valley oil fields to Bay Area refineries after an investigation into two ruptures in eastern Alameda County in 2015 and 2016.\u003c/p>\n\u003cp>The move follows a series of strong recommendations from the Office of the State Fire Marshal’s Pipeline Safety Division, a division of Cal Fire that oversees 6,500 miles of pipelines — the first time the agency has pushed for a pipeline replacement.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The ruptures took place on Shell’s 177-mile-long San Pablo Bay Pipeline, which runs up the west side of the San Joaquin Valley from Coalinga, across the southwestern edge of the Delta, and through the hills of eastern Alameda and Contra Costa counties to the company’s Martinez refinery.\u003c/p>\n\u003cp>The spills occurred between Altamont Pass and Tracy in September 2015 and \u003ca href=\"https://ww2.kqed.org/news/2016/05/24/pipeline-at-center-of-altamont-pass-oil-spill-also-ruptured-last-september/\" target=\"_blank\" rel=\"noopener noreferrer\">May 2016\u003c/a>.\u003c/p>\n\u003cp>Investigators found both were caused by “fatigue cracks” that grew as pressure on the underground line fluctuated to deal with different grades of oil, according to documents obtained by KQED.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The two ruptures spilled a total of about 60,000 gallons on grassland near Interstate 580 and resulted in more than $6 million in damage, emergency response and cleanup costs.\u003c/p>\n\u003cfigure id=\"attachment_11610225\" class=\"wp-caption alignright\" style=\"max-width: 561px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11610225\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Capture.jpg\" alt=\"\" width=\"561\" height=\"772\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture.jpg 561w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture-240x330.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture-375x516.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/08/Capture-520x716.jpg 520w\" sizes=\"(max-width: 561px) 100vw, 561px\">\u003cfigcaption class=\"wp-caption-text\">This map shows the length of the Shell Oil pipeline. The break on May 20, 2016, occurred between Livermore and Tracy in East Alameda County. \u003ccite>(Cal Fire)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oil from the first spill seeped 10 feet into the ground. Crude from the second incident was discovered as much as 20 feet beneath the surface, according to the Central Valley Regional Water Quality Control Board. The water agency oversaw the cleanups, which involved removing nearly 16,000 tons of contaminated soil and dumping it in an Altamont Pass landfill.\u003c/p>\n\u003cp>After completing an investigation into the 2016 spill, the fire marshal’s office placed the pipeline on its list of higher-risk lines, requiring Shell to conduct more frequent inspections.\u003c/p>\n\u003cp>Shell had inspected the failed sections of pipeline just months before they broke. The state last inspected the pipeline in 2012.\u003c/p>\n\u003cp>The fire marshal is calling on the company to review all of its California pipelines that switch between different pressure levels to see if they need more frequent inspections. The state agency also wants to know whether the company can reduce the practice, known as “pressure cycling.”\u003c/p>\n\u003cp>The agency’s pipeline division also says it will review Shell’s pipeline integrity management program this fall.\u003c/p>\n\u003cp>\u003cstrong>Critics, Safety Advocates Call For Penalty Against Shell\u003c/strong>\u003c/p>\n\u003cp>Environmentalists and experts who reviewed the investigations into the breaks for KQED applauded the state for taking action but say regulators should have been more aggressive.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"http://center.maps.arcgis.com/apps/webappviewer/index.html?id=b35f4d78e2d8431b8f28aec94413f42b\">From the Center for Biological Diversity\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"http://center.maps.arcgis.com/apps/webappviewer/index.html?id=b35f4d78e2d8431b8f28aec94413f42b\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/Capture2.jpg\">\u003c/a>\u003c/figure>\n\u003cp>Click on the map above from the Center for Biological Diversity to see a map of the Shell Oil pipeline and nearby endangered species.\u003c/p>\n\u003c/aside>\n\u003cp>“We don’t think that what they’re recommending goes far enough,” said Patrick Sullivan, a spokesman for the Center for Biological Diversity, in an interview.\u003c/p>\n\u003cp>Sullivan noted the state fire marshal’s office is calling for repairs along just a small portion of a pipeline that runs past several reservoirs.\u003c/p>\n\u003cp>After two breaks on the same pipeline in the same area, the state should slap Shell with a monetary penalty, he said\u003c/p>\n\u003cp>“If it triggers one leak and then triggers another one, the company needs to be held responsible in a financial way for the damage that it caused,” Sullivan said.\u003c/p>\n\u003cp>Carl Weimer, executive director of the Pipeline Safety Trust, an independent advocacy group based in Bellingham, Washington, agrees.\u003c/p>\n\u003cp>“I think a penalty would be warranted especially in this case where there’s two failures on a pipe so close together,” Weimer said in an interview.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Dennis Mathisen, the state fire marshal, says regulators did not penalize Shell because the company did not violate any pipeline safety law.\u003c/p>\n\u003cp>The fire marshal’s Pipeline Safety Division last fined a pipeline operator — a $78,000 civil penalty against Phillips 66 — in March 2014, the agency says.\u003c/p>\n\u003cp>\u003cstrong>Break Prompts Shell to Change Pipeline Inspections\u003c/strong>\u003c/p>\n\u003cp>After the September 2015 break, Shell conducted inspections using so-called \u003ca href=\"http://smartpigs.net/\" target=\"_blank\" rel=\"noopener noreferrer\">smart pigs\u003c/a>, devices that travel inside pipelines while they’re still operating, instead of \u003ca href=\"http://petrowiki.org/Hydrostatic_testing\" target=\"_blank\" rel=\"noopener noreferrer\">hydrostatic testing\u003c/a>, where a section of pipeline is shut down and tested for leaks and weakness with high-pressure water.\u003c/p>\n\u003cp>“If they had done a hydrotest at that time instead of running these smart pigs they probably would have found this problem and prevented the 2016 failure,” said Weimer.\u003c/p>\n\u003cp>“Smart pigs didn’t work out very well in this instance,” Weimer said. “Hydrotests oftentimes will find these types of failures where these smart pigs won’t.”\u003c/p>\n\u003cp>The heavy crude the San Pablo Pipeline was transporting when it ruptured is similar to the tar sands oil the Keystone Pipeline is expected to transport, Weimer noted. That thickness could cause “cyclic fatigue” on other lines throughout California, he said, so the state should require all oil pipeline operators to conduct the hydrotesting.\u003c/p>\n\u003cp>“Smart pigs just aren’t smart enough on some of these flaws,” Weimer said.\u003c/p>\n\u003cp>A month after the May 2016 oil spill, Shell says, it conducted hydrostatic testing on the pipeline — the first of its kind on the line in more than 25 years.\u003c/p>\n\u003cp>Shell says the two spills prompted the company to expand the range of problems it looks for when it inspects the San Pablo Pipeline and some of its other lines.\u003c/p>\n\u003cp>\u003cstrong>Details of Investigation Into Second Oil Spill\u003c/strong>\u003c/p>\n\u003cp>Documents obtained by KQED give a vivid picture of how the second pipeline spill unfolded.\u003c/p>\n\u003cp>Just after midnight on May 20, 2016, Shell’s pipeline control center in Houston, Texas, detected a drop in operating pressure on the pipeline near West Patterson Pass Road and Interstate 580. At the time, it was pumping more than 6,000 barrels of heavy crude per hour, state officials said. The company says it immediately shut down the line.\u003c/p>\n\u003cp>Two hours later the company \u003ca href=\"https://w3.calema.ca.gov/operational/malhaz.nsf/f1841a103c102734882563e200760c4a/488e4a35e60e506e88257fb900336731?OpenDocument&Highlight=0,Shell\" target=\"_blank\" rel=\"noopener noreferrer\">notified \u003c/a>the Governor’s Office of Emergency Services, several local agencies were called in to respond, and a cleanup effort began that would last for months.\u003c/p>\n\u003cfigure id=\"attachment_10974514\" class=\"wp-caption aligncenter\" style=\"max-width: 669px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10974514\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/shellpipeline.png\" alt=\"\" width=\"669\" height=\"502\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipeline.png 669w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipeline-400x300.png 400w\" sizes=\"(max-width: 669px) 100vw, 669px\">\u003cfigcaption class=\"wp-caption-text\">Image from Central Valley Water Quality Control Board report on Shell Oil’s May 20, 2016, pipeline break. Picture shows inactive older pipeline and newer pipeline that ruptured, spilling about 21,000 gallons of oil. \u003ccite>(Central Valley Water Quality Control Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Almost immediately, a federal regulator wanted answers.\u003c/p>\n\u003cp>“Please provide a report on this event when possible,” wrote Peter Katchmar, an accident coordinator at the federal Pipeline and Hazardous Materials Safety Administration (PHMSA) in an email to the state fire marshal’s office four hours after the rupture took place.\u003c/p>\n\u003cp>The 24-inch pipeline released 500 barrels of oil from a break that measured 45 by 4.5 inches, according to state investigators.\u003c/p>\n\u003cp>As it did for the September 2015 break, Shell hired the risk management firm, Det Norske Veritas (DNV), to investigate the May 2016 spill.\u003c/p>\n\u003cfigure id=\"attachment_11120004\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11120004\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/pipeline-split-800x335.jpg\" alt=\"\" width=\"800\" height=\"335\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split-800x335.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split-400x167.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/10/pipeline-split.jpg 856w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A photo of the pipeline longitudinal seam split from the September 2015 rupture. \u003ccite>(Courtesy of Shell Oil Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>DNV and Shell say the rupture was due to a “fatigue crack” that grew over time. The oil company also says that smart pig, or in-line, tests conducted on the pipeline before the break were incorrectly reported to Shell officials.\u003c/p>\n\u003cp>Shell says that incorrect information led them to increase pressure on the line three days before it ruptured. The oil giant blames a firm it hired to do the in-line inspections on the heels of the first break, the Rosen Group, for failing to identify and report the fatigue crack.\u003c/p>\n\u003cp>“Based on the … surveys confirming the absence of any actionable defects, the recommendation was made … to remove the operating pressure reductions,” Shell said in its report.\u003c/p>\n\u003cp>A representative for Rosen declined to comment.\u003c/p>\n\u003cp>Despite the inline inspection company’s mistakes that may have led to the pipeline break, Shell continues to use Rosen for in-line inspections, company spokesman Ray Fisher said in an email.\u003c/p>\n\u003cp>Like the first break, DNV said small pits of corrosion, along with the line’s frequent changes in pressure due to the different grades of oil it carries, contributed to the rupture. The firm added that the crack could have developed when the pipe was transported to the West Coast 35 years ago.\u003c/p>\n\u003cp>In its report Shell said it wants to improve detecting cracks along its pipelines and take a closer look at its pipes that undergo aggressive pressure cycling.\u003c/p>\n\u003cp>“There needs to be corporate awareness for what pressure cycling does to the pipelines,” Shell’s review said. “This action needs to lead to more discipline and visibility of the issue.”\u003c/p>\n\u003cfigure id=\"attachment_10974518\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10974518\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/shellpipelinegp3-800x516.jpg\" alt=\"\" width=\"800\" height=\"516\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipelinegp3.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/06/shellpipelinegp3-400x258.jpg 400w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Containers of contaminated soil excavated from the site of May 20, 2016, Shell Oil pipeline rupture east of the Altamont Pass. \u003ccite>(Noah Berger/Courtesy of Greenpeace)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fisher says crude that the pipeline brings from the Central Valley to refineries in the Bay Area “varies in viscosity.”\u003c/p>\n\u003cp>“Customer demands frequently dictate varying pressure loads on the pipeline,” Fisher said.\u003c/p>\n\u003cp>The company has taken measures to reduce pressure cycling on the pipeline that broke as well as others in its network, he said.\u003c/p>\n\u003cp>\u003cstrong>State’s Reliance on Private Industry to Police Itself\u003c/strong>\u003c/p>\n\u003cp>Last October, KQED reported the \u003ca href=\"https://ww2.kqed.org/news/2016/10/10/state-outsources-east-bay-pipeline-spill-investigation-to-oil-company/\" target=\"_blank\" rel=\"noopener noreferrer\">state relied heavily on Shell\u003c/a> to investigate the September 2015 break.\u003c/p>\n\u003cp>Critics say the state’s probe into the second spill — the state’s findings mirror the company’s conclusions — was basically another regurgitation of the oil giant’s own review.\u003c/p>\n\u003cp>Sullivan, of the Center for Biological Diversity, says that shows the state fire marshal isn’t up to the job of overseeing pipeline safety.\u003c/p>\n\u003cp>“If we are letting companies police their own pipelines, we cannot be sure that they’re doing a good job,” Sullivan said. “This operator is operating a very dangerous pipeline and they do not seem to have a system in place to prevent these kinds of leaks. I don’t think Cal Fire’s report and recommendations really changes that.”\u003c/p>\n\u003cp>Sullivan says Cal Fire does not have enough engineers to police the hundreds of pipelines it’s responsible for watching over.\u003c/p>\n\u003cp>“It’s impossible for them to do the kind of rigorous oversight that they should be doing,” he said, adding that the agency needs more resources.\u003c/p>\n\u003cp>“If they continue to take the kind of lax approach with enforcement that we’ve seen certainly with these two incidents, I think it’s worth considering if there is another agency that could do this better.”\u003c/p>\n\u003cp>In May 2015, the pipeline safety division had just a handful of inspectors and engineers. A top official with the agency said then that it had been working with a \u003ca href=\"https://ww2.kqed.org/news/2015/05/30/patchwork-of-oversight-keep-tabs-of-californias-vast-network-of-oil-pipelines/\" target=\"_blank\" rel=\"noopener noreferrer\">minimum staff for several years\u003c/a>.\u003c/p>\n\u003cp>But the state’s new fire marshal says that’s changing significantly.\u003c/p>\n\u003cp>“We have been able to bolster our pipeline safety resources significantly,” said Mathisen in an interview. “We’ve more than doubled our engineers on staff.”\u003c/p>\n\u003cp>When the San Pablo Bay Pipeline broke, the agency had five engineers who oversaw 752 intrastate pipelines, according to Mathisen. The division conducted an average of nine investigations a year for the last five years, said Cal Fire spokeswoman Janet Upton.\u003c/p>\n\u003cp>But, now the agency has 13 engineers and supervisors and there are plans to hire 13 more, Upton says.\u003c/p>\n\u003cp>Mathisen says he wants his agency to take a more active role in pipeline break investigations.\u003c/p>\n\u003cp>The increase in staff came as a result of legislation in response to the \u003ca href=\"https://ww2.kqed.org/news/2015/05/21/crews-struggle-to-clean-up-oil-spill-near-santa-barbara/\" target=\"_blank\" rel=\"noopener noreferrer\">Refugio oil spill\u003c/a> in Santa Barbara County that mandated more pipeline inspections and required the oil industry to put in place better leak detection systems.\u003c/p>\n\u003cp>“We are gaining the resources to keep up,” Mathisen said.\u003c/p>\n\u003cp>State regulators recently ordered another change: Companies hired by the oil industry to inspect pipelines are now required to send the results of those tests to the fire marshal’s office before they are sent to the line operators.\u003c/p>\n\u003cp>\u003cstrong>Shell Works to Replace Pipeline\u003c/strong>\u003c/p>\n\u003cp>The company recently began the process of replacing three sections of pipeline totaling 12.5 miles, company spokesman Fisher said. Each of those sections — one near Tracy, one near the Stanislaus-Merced county line, and one near Coalinga — involves pipeline that was manufactured in 1982 and then stored outside for six years before being shipped to California and installed as part of an existing pipeline.\u003c/p>\n\u003cp>“Shell is choosing to replace the 1982 Columbia pipe sections with newly fabricated pipe out of an abundance of caution, despite the existing pipeline having been repaired and passing subsequent hydrotests,” Fisher said.\u003c/p>\n\u003cp>Shell says it expects to complete construction of the new pipeline sections by 2019, he said. The company plans to shut down the line for several days when it’s installed, a move that has to be worked out with the refinery companies the pipeline serves.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Could a Bus With Sleep Pods Replace Airplanes?",
"title": "Could a Bus With Sleep Pods Replace Airplanes?",
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"content": "\u003cp>If you ever have to travel a long distance — say, Washington, D.C., to Atlanta, Detroit to Chicago, San Francisco to Los Angeles — you might be stuck with only bad options: a flight from an airport with chronic delays that's hard to get to, or an Amtrak train ride that costs three times as much as a flight.\u003c/p>\n\u003cp>Well, now there's a new option on the horizon: a double-decker bus with pods for sleeping. It's called, simply, \u003ca href=\"https://www.ridecabin.com/\">Cabin\u003c/a>. It's an overnight service — like a red-eye — designed for people who love going places, but hate being in transit.\u003c/p>\n\u003cp>Last weekend, I gave it a try. My goal was to spend all day Sunday enjoying beautiful, warm, sunny Southern California, then get to work in Northern California by 8 a.m. Monday — feeling well rested, not a train wreck.\u003c/p>\n\u003cp>Part one went smoothly: I had a bike ride along the beach with a buddy, a hearty Persian dinner, and even caught that new movie \u003cem>Dunkirk\u003c/em> (not for the faint of heart).\u003c/p>\n\u003cp>Part 2 starts at 11 p.m., when I board my Cabin in Santa Monica. The ground floor has table seating, kind of like the dining car in a train. The upper level, however, is like nothing I've ever seen before. On each side of the walkway, there are beds — several across, and stacked in two like bunk beds, only built into the bus.\u003c/p>\n\u003cfigure id=\"attachment_11610136\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11610136\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-800x599.jpg\" alt=\"NPR's Aarti Shahani tries one of the sleeping pods aboard a Cabin bus traveling from Santa Monica to San Francisco.\" width=\"800\" height=\"599\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-800x599.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-520x390.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c.jpg 829w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">NPR's Aarti Shahani tries one of the sleeping pods aboard a Cabin bus traveling from Santa Monica to San Francisco. \u003ccite>(Ashkan Soltani)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They're called pods, and crawling into one is jarring. It's not high enough to sit up in, so you have to crawl. And once inside, it feels like being in a cabinet or a coffin (you pick). I inch my way into a top pod, trying not to make noise because a mother and her little girl are sharing the pod below me. Note: Only petite people can share.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This isn't the first bus in the world to offer sleeping quarters. But Cabin is hipster, not hippie. Instead of a dirty mattress tossed on the floor (with beer stains and God knows what else), you get a firm solo mattress, a hypoallergenic comforter and a thick gray curtain you can draw for privacy.\u003c/p>\n\u003cp>While the dim lights are still on, I crawl back out to talk with fellow Cabineers. I'm literally on my knees, whispering, when I meet Jeff Kateman. He's tucked under his blanket — snug as a bug — as he explains why he paid $115 to travel this way.\u003c/p>\n\u003cp>\"I never liked flying into San Francisco, and if I can avoid flying, I avoid flying,\" says Kateman, a lawyer who does mergers and acquisitions. \"This just seemed better than driving. Someone else is driving for you.\"\u003c/p>\n\u003cp>This is what Silicon Valley is betting on: that people don't want to drive. \u003ca href=\"http://www.npr.org/sections/alltechconsidered/2017/04/03/522099560/pittsburgh-offers-driving-lessons-for-ubers-autonomous-cars\">Autonomous cars\u003c/a> and the much-hyped (and nonexistent) \u003ca href=\"http://www.npr.org/2017/08/04/541538743/hyperloop-tests-magnetic-levitation-at-192-mph\">hyperloop\u003c/a> are on the sexier end of the tech industry's efforts to disrupt transportation. This new bus startup is on the practical end — aspiring to be the Uber or Lyft of long trips. (So far it's just offering service between Los Angeles and San Francisco.)\u003c/p>\n\u003cfigure id=\"attachment_11610137\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11610137\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-800x600.jpg\" alt=\"The double-decker Cabin bus is an overnight service that promises riders they'll be well-rested when they arrive.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-520x390.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9.jpg 1780w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The double-decker Cabin bus is an overnight service that promises riders they'll be well-rested when they arrive. \u003ccite>(Cabin Technologies)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Kateman could get used to traveling this way. He's about 6 feet tall, \"but there's more than enough room,\" he says. \"It's actually very comfortable.\"\u003c/p>\n\u003cp>Back in my pod, I draw the curtain and listen to the announcement, which sounds more like what you'd hear at a spa — not on a bus.\u003c/p>\n\u003cp>\"There's life water to keep you hydrated,\" the attendant says in a calm, slow cadence. \"Additionally, there's a shoe bag, so your shoes can sleep as well.\"\u003c/p>\n\u003cp>Well, my shoes and I both sleep very well. When we pull into a parking lot in San Francisco, I realize I've been out 7.5 hours (way more than usual).\u003c/p>\n\u003cp>I pack up, take off and make it to work early.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>You may be wondering how I slept for so long, since L.A. to San Francisco is only a six-hour drive. Well, to guarantee a full night's rest, the creators of Cabin turned it into eight hours — by driving slower and using back roads.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Could+A+Bus+With+Sleep+Pods+Replace+Airplanes%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "A new startup wants to revolutionize how we travel long distances using pretty simple technology: a bus with beds. Only, they're called pods.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you ever have to travel a long distance — say, Washington, D.C., to Atlanta, Detroit to Chicago, San Francisco to Los Angeles — you might be stuck with only bad options: a flight from an airport with chronic delays that's hard to get to, or an Amtrak train ride that costs three times as much as a flight.\u003c/p>\n\u003cp>Well, now there's a new option on the horizon: a double-decker bus with pods for sleeping. It's called, simply, \u003ca href=\"https://www.ridecabin.com/\">Cabin\u003c/a>. It's an overnight service — like a red-eye — designed for people who love going places, but hate being in transit.\u003c/p>\n\u003cp>Last weekend, I gave it a try. My goal was to spend all day Sunday enjoying beautiful, warm, sunny Southern California, then get to work in Northern California by 8 a.m. Monday — feeling well rested, not a train wreck.\u003c/p>\n\u003cp>Part one went smoothly: I had a bike ride along the beach with a buddy, a hearty Persian dinner, and even caught that new movie \u003cem>Dunkirk\u003c/em> (not for the faint of heart).\u003c/p>\n\u003cp>Part 2 starts at 11 p.m., when I board my Cabin in Santa Monica. The ground floor has table seating, kind of like the dining car in a train. The upper level, however, is like nothing I've ever seen before. On each side of the walkway, there are beds — several across, and stacked in two like bunk beds, only built into the bus.\u003c/p>\n\u003cfigure id=\"attachment_11610136\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11610136\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-800x599.jpg\" alt=\"NPR's Aarti Shahani tries one of the sleeping pods aboard a Cabin bus traveling from Santa Monica to San Francisco.\" width=\"800\" height=\"599\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-800x599.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c-520x390.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/aarti-bus-pod2-11a7d59fbde913e39b49382f4c2b9d794512a10c.jpg 829w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">NPR's Aarti Shahani tries one of the sleeping pods aboard a Cabin bus traveling from Santa Monica to San Francisco. \u003ccite>(Ashkan Soltani)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They're called pods, and crawling into one is jarring. It's not high enough to sit up in, so you have to crawl. And once inside, it feels like being in a cabinet or a coffin (you pick). I inch my way into a top pod, trying not to make noise because a mother and her little girl are sharing the pod below me. Note: Only petite people can share.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This isn't the first bus in the world to offer sleeping quarters. But Cabin is hipster, not hippie. Instead of a dirty mattress tossed on the floor (with beer stains and God knows what else), you get a firm solo mattress, a hypoallergenic comforter and a thick gray curtain you can draw for privacy.\u003c/p>\n\u003cp>While the dim lights are still on, I crawl back out to talk with fellow Cabineers. I'm literally on my knees, whispering, when I meet Jeff Kateman. He's tucked under his blanket — snug as a bug — as he explains why he paid $115 to travel this way.\u003c/p>\n\u003cp>\"I never liked flying into San Francisco, and if I can avoid flying, I avoid flying,\" says Kateman, a lawyer who does mergers and acquisitions. \"This just seemed better than driving. Someone else is driving for you.\"\u003c/p>\n\u003cp>This is what Silicon Valley is betting on: that people don't want to drive. \u003ca href=\"http://www.npr.org/sections/alltechconsidered/2017/04/03/522099560/pittsburgh-offers-driving-lessons-for-ubers-autonomous-cars\">Autonomous cars\u003c/a> and the much-hyped (and nonexistent) \u003ca href=\"http://www.npr.org/2017/08/04/541538743/hyperloop-tests-magnetic-levitation-at-192-mph\">hyperloop\u003c/a> are on the sexier end of the tech industry's efforts to disrupt transportation. This new bus startup is on the practical end — aspiring to be the Uber or Lyft of long trips. (So far it's just offering service between Los Angeles and San Francisco.)\u003c/p>\n\u003cfigure id=\"attachment_11610137\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11610137\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-800x600.jpg\" alt=\"The double-decker Cabin bus is an overnight service that promises riders they'll be well-rested when they arrive.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9-520x390.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/08/cabin-exterior-04-2f5ab65642400ef593f9e67d811eff5861d7ecb9.jpg 1780w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The double-decker Cabin bus is an overnight service that promises riders they'll be well-rested when they arrive. \u003ccite>(Cabin Technologies)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Kateman could get used to traveling this way. He's about 6 feet tall, \"but there's more than enough room,\" he says. \"It's actually very comfortable.\"\u003c/p>\n\u003cp>Back in my pod, I draw the curtain and listen to the announcement, which sounds more like what you'd hear at a spa — not on a bus.\u003c/p>\n\u003cp>\"There's life water to keep you hydrated,\" the attendant says in a calm, slow cadence. \"Additionally, there's a shoe bag, so your shoes can sleep as well.\"\u003c/p>\n\u003cp>Well, my shoes and I both sleep very well. When we pull into a parking lot in San Francisco, I realize I've been out 7.5 hours (way more than usual).\u003c/p>\n\u003cp>I pack up, take off and make it to work early.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>You may be wondering how I slept for so long, since L.A. to San Francisco is only a six-hour drive. Well, to guarantee a full night's rest, the creators of Cabin turned it into eight hours — by driving slower and using back roads.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2017 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Could+A+Bus+With+Sleep+Pods+Replace+Airplanes%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Federal investigators say an Air Canada jet coming in for a landing in San Francisco in July came a lot closer than previously thought to hitting four other planes on a taxiway, in what aviation safety experts say could have been a horrible disaster.\u003c/p>\n\u003cp>The National Transportation Safety Board says Air Canada flight No. 759 was just 59 feet above the ground at its lowest point, flying over a United Airlines jetliner waiting to take off, before the Air Canada plane pulled up, circled around and then landed safely.\u003c/p>\n\u003cp>Investigators say both pilots on the Air Canada plane thought they were lined up to land on runway 28-Right at San Francisco International Airport on the night of July 7, and runway lights they saw to the left were from runway 28-Left. But 28L was closed and dark, its approach and runway lights turned off, except for a large, 20-foot wide, lighted flashing “X” placed at the threshold; and the normal runway lights they said they saw to their left were actually from runway 28R.\u003c/p>\n\u003cp>So even though they were cleared to land on 28R, the plane wasn’t lined up to land on it at all.\u003c/p>\n\u003cp>“Where’s this guy going?” exclaims another pilot on the ground in a radio call to the air traffic control tower. “He’s on the taxiway!”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>An air traffic controller tells the pilot of Air Canada 759 to go around and the pilot agrees to do so, when a United Airlines pilot chimes in, “United 1. Air Canada flew directly over us.”\u003c/p>\n\u003cp>The controller responds, “Yeah, I saw that, guys.”\u003c/p>\n\u003cp>The United Airlines plane, a Boeing 787, was the first plane waiting to take off after Air Canada’s landing, and the new NTSB report indicates the Air Canada plane, an Airbus A320, may have come within just a few dozen feet of colliding with the United jet.\u003c/p>\n\u003cp>The Boeing 787 is 55 feet tall at its highest point, the top of its vertical stabilizer. At its lowest point, Air Canada was 59 feet above the ground, though it gained some altitude before flying directly over the United 787.\u003c/p>\n\u003cp>According to Wednesday’s NTSB investigative update, “Both pilots said, in post-incident interviews, they believed the lighted runway on their left was 28L and that they were lined up for 28R. They also stated that they did not recall seeing aircraft on taxiway C but that something did not look right to them.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Investigators have not yet determined why the pilots mistook the taxiway for the runway, but the report indicates the taxiway was lighted normally, with blue lights to distinguish it from white runway lights.\u003c/p>\n\n",
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"content": "\u003cp>After months of intensive high-tech study, Caltrans has announced its plans for dealing with the monster landslide that \u003ca href=\"https://ww2.kqed.org/news/2017/05/26/before-and-after-the-historic-big-sur-landslide/\" target=\"_blank\" rel=\"noopener noreferrer\">severed Highway 1\u003c/a> near the southern end of Big Sur in May.\u003c/p>\n\u003cp>Some had speculated that the agency might decide to build a bridge over the slide, which covers about a quarter-mile of the highway just south of the community of Gorda.\u003c/p>\n\u003cp>Some had wondered whether Caltrans might try to burrow, \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\" target=\"_blank\" rel=\"noopener noreferrer\">Devil's Slide-style\u003c/a>, through the mountain that unleashed the torrent of rock, dirt and mud at the tail end of last winter's nonstop deluge.\u003c/p>\n\u003cp>But the solution engineers have hit upon is none of the above.\u003c/p>\n\u003cp>After probing the slide area and watching how it moves with ground-penetrating radar, motion-sensing radar and other instrumentation -- the Mercury News' Lisa Krieger visited the site and wrote \u003ca href=\"http://www.mercurynews.com/2017/06/13/big-surs-brave-new-routes-cross-epic-landslide/\" target=\"_blank\" rel=\"noopener noreferrer\">a great story\u003c/a> about the process in June -- Caltrans decided the best route is across the slide itself.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>From the Caltrans press release on Tuesday:\u003c/p>\n\u003cblockquote>\u003cp>The new roadway will be realigned across the landslide and will be buttressed with a series of embankments, berms, rocks, netting, culverts and other stabilizing material, according to department engineers and geologists.\u003c/p>\n\u003cp>“Our staff has been working hard to tackle the weather-related challenges faced by Highway 1,” said Malcolm Dougherty. “We have made tremendous progress on Pfeiffer Canyon (the site of a February bridge failure further north), have opened Paul’s Slide and now we have good news on the slide at Mud Creek. Our goal is to reconnect the areas impacted by the winter storms as quickly and safely as possible.”\u003c/p>\n\u003cp>This strategy will allow Caltrans to rebuild the roadway more quickly and at a lower cost than other alternatives such as structures, a tunnel or major earthwork that places additional fill into the ocean.\"\u003c/p>\u003c/blockquote>\n\u003cp>The agency says it will have more details on the project, including when Highway 1 will reopen across the slide, by the end of August.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meantime, construction continues at the Pfeiffer Canyon Bridge, near the community of Big Sur, which was knocked out by a slow-moving mud/landslide during storms in February. Caltrans has said the new span will open by the end of September.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After months of intensive high-tech study, Caltrans has announced its plans for dealing with the monster landslide that \u003ca href=\"https://ww2.kqed.org/news/2017/05/26/before-and-after-the-historic-big-sur-landslide/\" target=\"_blank\" rel=\"noopener noreferrer\">severed Highway 1\u003c/a> near the southern end of Big Sur in May.\u003c/p>\n\u003cp>Some had speculated that the agency might decide to build a bridge over the slide, which covers about a quarter-mile of the highway just south of the community of Gorda.\u003c/p>\n\u003cp>Some had wondered whether Caltrans might try to burrow, \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\" target=\"_blank\" rel=\"noopener noreferrer\">Devil's Slide-style\u003c/a>, through the mountain that unleashed the torrent of rock, dirt and mud at the tail end of last winter's nonstop deluge.\u003c/p>\n\u003cp>But the solution engineers have hit upon is none of the above.\u003c/p>\n\u003cp>After probing the slide area and watching how it moves with ground-penetrating radar, motion-sensing radar and other instrumentation -- the Mercury News' Lisa Krieger visited the site and wrote \u003ca href=\"http://www.mercurynews.com/2017/06/13/big-surs-brave-new-routes-cross-epic-landslide/\" target=\"_blank\" rel=\"noopener noreferrer\">a great story\u003c/a> about the process in June -- Caltrans decided the best route is across the slide itself.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>From the Caltrans press release on Tuesday:\u003c/p>\n\u003cblockquote>\u003cp>The new roadway will be realigned across the landslide and will be buttressed with a series of embankments, berms, rocks, netting, culverts and other stabilizing material, according to department engineers and geologists.\u003c/p>\n\u003cp>“Our staff has been working hard to tackle the weather-related challenges faced by Highway 1,” said Malcolm Dougherty. “We have made tremendous progress on Pfeiffer Canyon (the site of a February bridge failure further north), have opened Paul’s Slide and now we have good news on the slide at Mud Creek. Our goal is to reconnect the areas impacted by the winter storms as quickly and safely as possible.”\u003c/p>\n\u003cp>This strategy will allow Caltrans to rebuild the roadway more quickly and at a lower cost than other alternatives such as structures, a tunnel or major earthwork that places additional fill into the ocean.\"\u003c/p>\u003c/blockquote>\n\u003cp>The agency says it will have more details on the project, including when Highway 1 will reopen across the slide, by the end of August.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meantime, construction continues at the Pfeiffer Canyon Bridge, near the community of Big Sur, which was knocked out by a slow-moving mud/landslide during storms in February. Caltrans has said the new span will open by the end of September.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Electric Bus Makers Poised for an L.A. Gold Rush",
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"content": "\u003cp>There's a highly charged competition going on in Los Angeles right now, and it’s between manufacturers of electric buses. Transit agencies around the country are going electric. San Francisco has been buying biodiesel hybrid buses and electric trolleys for years.\u003c/p>\n\u003cp>Los Angeles wants to go electric, too.\u003c/p>\n\u003cp>L.A.'s transit agency, \u003ca href=\"https://www.metro.net/\">Metro\u003c/a>, has a goal of converting its bus fleet to 100 percent electric by 2030. The agency says it will spend around $100 million a year in contracts.\u003c/p>\n\u003cp>There are at least 10 companies in Southern California making and selling battery electric buses. The biggest is the Chinese company \u003ca href=\"http://www.byd.com/usa/bus/\">BYD\u003c/a>, which has a factory in Lancaster employing over 500 people, and \u003ca href=\"http://ebus.com/\">Ebus\u003c/a> in Downey. The Silicon Valley startup \u003ca href=\"https://www.proterra.com/\">Proterra\u003c/a>, with a new assembly plant in City of Industry, likens itself to the Tesla of electric buses.\u003c/p>\n\u003cp>But is it possible the capital of car culture is advancing the art of the humble bus, even as Metro currently grapples with a fall in bus ridership?\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We’re basically becoming the Detroit of electric transportation,” says Jeff Joyner, co-chair of the \u003ca href=\"http://laedc.org/our-services/initiatives/e4-mobility-alliance/\">E4 Mobility Alliance\u003c/a>, an industry council working to bring advanced transportation to the Southland.\u003c/p>\n\u003cp>“We had the supply chain from the aerospace industry … so those same engineers and those same companies that were supplying motors and various capacitors and technologies related to batteries are now supplying this advanced transportation industry,” according to Joyner.\u003c/p>\n\u003ch3>Metro Prepares to Go Electric\u003c/h3>\n\u003cp>To get an idea of what’s at stake here, consider a contract the Metro board approved on July 27. The agency agreed to spend more than $138 million for \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-metro-electric-buses-20170727-story.html\">95 buses\u003c/a> from the Canadian company \u003ca href=\"https://www.newflyer.com/\">New Flyer\u003c/a>, which has a service center in Ontario, California, and the Chinese-owned BYD.\u003c/p>\n\u003cp>These buses will run on Metro’s Orange Line busway in the San Fernando Valley and in the Silver Line carpool lane along the Harbor and San Bernardino freeways. It’s the agency’s cautious first step toward its 2030 zero-emission bus goal.\u003c/p>\n\u003cp>In 2011, Metro fully replaced its diesel buses with compressed natural gas (CNG) buses that are nearly as clean as their electric counterparts. It is still buying CNG buses, even as it moves toward converting its entire fleet of 2,300 buses to all-electric.\u003c/p>\n\u003cp>Metro’s goal of going all-electric by 2030 fits with the state’s clean energy goals. Lawmakers recently \u003ca href=\"https://ww2.kqed.org/news/2017/07/25/brown-schwarzenegger-celebrate-extension-of-cap-and-trade/\" target=\"_blank\" rel=\"noopener noreferrer\">extended the state’s cap-and-trade program\u003c/a> -- a market-based system to limit emissions -- and state utilities are moving toward generating 60 percent renewable energy by 2030.\u003c/p>\n\u003ch3>Proterra’s New Factory\u003c/h3>\n\u003cp>One of the electric bus companies that hopes to win future contracts with the agency just got to work in Los Angeles' City of Industry. Proterra’s $20 million West Coast facility opened there officially with a big party on July 26, which Gov. Jerry Brown attended.\u003c/p>\n\u003cp>“I’m really impressed with people who invent stuff, who make stuff, who use their hands,\" Brown said at the ceremony. \"In my business we only use our mouths -- that’s our big expertise.”\u003c/p>\n\u003cfigure id=\"attachment_11604382\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11604382\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/07/ProterraGuys-800x643.jpg\" alt=\"Paul Mottram (L), plant manager, and T.J. Nass, customer program manager at Proterra's City of Industry facility.\" width=\"800\" height=\"643\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-800x643.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-160x129.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-1020x820.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-1180x948.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-960x772.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-240x193.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-375x301.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-520x418.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Paul Mottram (L), plant manager, and T.J. Nass, customer program manager, at Proterra's City of Industry facility. \u003ccite>(Avishay Artsy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proterra has sold about 400 buses to transit agencies all over the country, including in the Central Valley. Their buses are already on the roads in Seattle, San Antonio, Stockton and Reno. And, they make up the entire fleet for nearby Foothill Transit in the San Gabriel Valley.\u003c/p>\n\u003cp>“I’m hoping to get to the point where Tesla is called the Proterra of carmakers, but we’re not quite there yet,” said Proterra CEO and president Ryan Popple. He previously served as the senior director of finance for Tesla.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Proterra was founded in 2004 and began assembling their electric buses in Greenville, South Carolina. Their new facility in City of Industry is meant to serve West Coast transit agencies. The company’s headquarters in Burlingame is also the location of its battery testing facility.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>There's a highly charged competition going on in Los Angeles right now, and it’s between manufacturers of electric buses. Transit agencies around the country are going electric. San Francisco has been buying biodiesel hybrid buses and electric trolleys for years.\u003c/p>\n\u003cp>Los Angeles wants to go electric, too.\u003c/p>\n\u003cp>L.A.'s transit agency, \u003ca href=\"https://www.metro.net/\">Metro\u003c/a>, has a goal of converting its bus fleet to 100 percent electric by 2030. The agency says it will spend around $100 million a year in contracts.\u003c/p>\n\u003cp>There are at least 10 companies in Southern California making and selling battery electric buses. The biggest is the Chinese company \u003ca href=\"http://www.byd.com/usa/bus/\">BYD\u003c/a>, which has a factory in Lancaster employing over 500 people, and \u003ca href=\"http://ebus.com/\">Ebus\u003c/a> in Downey. The Silicon Valley startup \u003ca href=\"https://www.proterra.com/\">Proterra\u003c/a>, with a new assembly plant in City of Industry, likens itself to the Tesla of electric buses.\u003c/p>\n\u003cp>But is it possible the capital of car culture is advancing the art of the humble bus, even as Metro currently grapples with a fall in bus ridership?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We’re basically becoming the Detroit of electric transportation,” says Jeff Joyner, co-chair of the \u003ca href=\"http://laedc.org/our-services/initiatives/e4-mobility-alliance/\">E4 Mobility Alliance\u003c/a>, an industry council working to bring advanced transportation to the Southland.\u003c/p>\n\u003cp>“We had the supply chain from the aerospace industry … so those same engineers and those same companies that were supplying motors and various capacitors and technologies related to batteries are now supplying this advanced transportation industry,” according to Joyner.\u003c/p>\n\u003ch3>Metro Prepares to Go Electric\u003c/h3>\n\u003cp>To get an idea of what’s at stake here, consider a contract the Metro board approved on July 27. The agency agreed to spend more than $138 million for \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-metro-electric-buses-20170727-story.html\">95 buses\u003c/a> from the Canadian company \u003ca href=\"https://www.newflyer.com/\">New Flyer\u003c/a>, which has a service center in Ontario, California, and the Chinese-owned BYD.\u003c/p>\n\u003cp>These buses will run on Metro’s Orange Line busway in the San Fernando Valley and in the Silver Line carpool lane along the Harbor and San Bernardino freeways. It’s the agency’s cautious first step toward its 2030 zero-emission bus goal.\u003c/p>\n\u003cp>In 2011, Metro fully replaced its diesel buses with compressed natural gas (CNG) buses that are nearly as clean as their electric counterparts. It is still buying CNG buses, even as it moves toward converting its entire fleet of 2,300 buses to all-electric.\u003c/p>\n\u003cp>Metro’s goal of going all-electric by 2030 fits with the state’s clean energy goals. Lawmakers recently \u003ca href=\"https://ww2.kqed.org/news/2017/07/25/brown-schwarzenegger-celebrate-extension-of-cap-and-trade/\" target=\"_blank\" rel=\"noopener noreferrer\">extended the state’s cap-and-trade program\u003c/a> -- a market-based system to limit emissions -- and state utilities are moving toward generating 60 percent renewable energy by 2030.\u003c/p>\n\u003ch3>Proterra’s New Factory\u003c/h3>\n\u003cp>One of the electric bus companies that hopes to win future contracts with the agency just got to work in Los Angeles' City of Industry. Proterra’s $20 million West Coast facility opened there officially with a big party on July 26, which Gov. Jerry Brown attended.\u003c/p>\n\u003cp>“I’m really impressed with people who invent stuff, who make stuff, who use their hands,\" Brown said at the ceremony. \"In my business we only use our mouths -- that’s our big expertise.”\u003c/p>\n\u003cfigure id=\"attachment_11604382\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11604382\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/07/ProterraGuys-800x643.jpg\" alt=\"Paul Mottram (L), plant manager, and T.J. Nass, customer program manager at Proterra's City of Industry facility.\" width=\"800\" height=\"643\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-800x643.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-160x129.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-1020x820.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-1180x948.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-960x772.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-240x193.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-375x301.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/ProterraGuys-520x418.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Paul Mottram (L), plant manager, and T.J. Nass, customer program manager, at Proterra's City of Industry facility. \u003ccite>(Avishay Artsy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proterra has sold about 400 buses to transit agencies all over the country, including in the Central Valley. Their buses are already on the roads in Seattle, San Antonio, Stockton and Reno. And, they make up the entire fleet for nearby Foothill Transit in the San Gabriel Valley.\u003c/p>\n\u003cp>“I’m hoping to get to the point where Tesla is called the Proterra of carmakers, but we’re not quite there yet,” said Proterra CEO and president Ryan Popple. He previously served as the senior director of finance for Tesla.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Proterra was founded in 2004 and began assembling their electric buses in Greenville, South Carolina. Their new facility in City of Industry is meant to serve West Coast transit agencies. The company’s headquarters in Burlingame is also the location of its battery testing facility.\u003c/p>\n\n\u003c/div>\u003c/p>",
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