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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": "\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?",
"headTitle": "The California Report | KQED News",
"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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"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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"disqusTitle": "California Court Could Speed Up Building of Bullet Train",
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"content": "\u003cp>A California Supreme Court decision Thursday could help speed up construction of a $64 billion bullet train between Los Angeles and San Francisco by allowing the project to sidestep a strict environmental law.\u003c/p>\n\u003cp>The court will decide whether state-owned and state-funded rail lines are subject to the California Environmental Quality Act or whether federal law trumps it. The ruling will come in a lawsuit that challenged plans to introduce freight trains on a Northern California rail line.\u003c/p>\n\u003cp>Supporters and critics of the state's proposed high-speed rail system say the decision could apply to the bullet train.\u003c/p>\n\u003cp>The ambitious project has faced numerous lawsuits alleging violations of state environmental law. Those lawsuits could disappear if the California justices rule that federal law supersedes state law for rail projects.\u003c/p>\n\u003cp>The California High-Speed Rail Authority also could be freed from a host of regulatory and procedural requirements that might slow construction of the line. The project would still be subject to the National Environmental Policy Act, but critics say that's not a substitute for the state's stricter environmental protections.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The rail authority's push to avoid those rules may seem ironic for a signature project of Gov. Jerry Brown, who has positioned himself as a leader on environmental issues. But the agency said that, to be successful, it must be subject to the same regulations as other railroads to further its \"ability to achieve the transportation, environmental, and economic benefits the high-speed rail system has to offer.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"Z5foL8ipmu04qd7tnUVWdMRotlf3hlD2\"]\u003c/p>\n\u003cp>The rail authority urged the court to find that federal law trumps the state's environmental law, saying the case had \"potentially important ramifications for the high-speed rail project.\"\u003c/p>\n\u003cp>Central Valley farmers concerned about the bullet train's effect on agricultural land asked the court to reach the opposite conclusion or limit its decision to the lawsuit over the Northern California rail line.\u003c/p>\n\u003cp>\"If the court finds the federal pre-emption of CEQA applies broadly to railroads in California such that the authority will no longer be required to satisfy CEQA's requirements, the authority will be able to evade the environmental and political accountability that California's Legislature (and the voters) intended,\" the Madera and Merced county farm bureaus said in their legal filing, referring to the California Environmental Quality Act.\u003c/p>\n\u003cp>The state Supreme Court ruling could clear up uncertainty following a determination several years ago by a federal agency that it has authority to pre-empt state environmental law.\u003c/p>\n\u003cp>In a decision made public in 2014, the U.S. Surface Transportation Board said lawsuits challenging the high-speed rail line over environmental issues conflict with its authority over railroads.\u003c/p>\n\u003cp>A California appeals court earlier ruled in favor of several municipalities south of San Francisco that challenged the high-speed rail project using the state law.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The California Court of Appeal sided with Atherton, Menlo Park, Palo Alto and a collection of community groups in ruling that federal law does not trump the California environmental law.\u003c/p>\n\n",
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"excerpt": "The California Supreme Court will decide on whether rail lines owned and funded by the state are subject to the California Environmental Quality Act or whether federal law trumps it..",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A California Supreme Court decision Thursday could help speed up construction of a $64 billion bullet train between Los Angeles and San Francisco by allowing the project to sidestep a strict environmental law.\u003c/p>\n\u003cp>The court will decide whether state-owned and state-funded rail lines are subject to the California Environmental Quality Act or whether federal law trumps it. The ruling will come in a lawsuit that challenged plans to introduce freight trains on a Northern California rail line.\u003c/p>\n\u003cp>Supporters and critics of the state's proposed high-speed rail system say the decision could apply to the bullet train.\u003c/p>\n\u003cp>The ambitious project has faced numerous lawsuits alleging violations of state environmental law. Those lawsuits could disappear if the California justices rule that federal law supersedes state law for rail projects.\u003c/p>\n\u003cp>The California High-Speed Rail Authority also could be freed from a host of regulatory and procedural requirements that might slow construction of the line. The project would still be subject to the National Environmental Policy Act, but critics say that's not a substitute for the state's stricter environmental protections.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The rail authority's push to avoid those rules may seem ironic for a signature project of Gov. Jerry Brown, who has positioned himself as a leader on environmental issues. But the agency said that, to be successful, it must be subject to the same regulations as other railroads to further its \"ability to achieve the transportation, environmental, and economic benefits the high-speed rail system has to offer.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The rail authority urged the court to find that federal law trumps the state's environmental law, saying the case had \"potentially important ramifications for the high-speed rail project.\"\u003c/p>\n\u003cp>Central Valley farmers concerned about the bullet train's effect on agricultural land asked the court to reach the opposite conclusion or limit its decision to the lawsuit over the Northern California rail line.\u003c/p>\n\u003cp>\"If the court finds the federal pre-emption of CEQA applies broadly to railroads in California such that the authority will no longer be required to satisfy CEQA's requirements, the authority will be able to evade the environmental and political accountability that California's Legislature (and the voters) intended,\" the Madera and Merced county farm bureaus said in their legal filing, referring to the California Environmental Quality Act.\u003c/p>\n\u003cp>The state Supreme Court ruling could clear up uncertainty following a determination several years ago by a federal agency that it has authority to pre-empt state environmental law.\u003c/p>\n\u003cp>In a decision made public in 2014, the U.S. Surface Transportation Board said lawsuits challenging the high-speed rail line over environmental issues conflict with its authority over railroads.\u003c/p>\n\u003cp>A California appeals court earlier ruled in favor of several municipalities south of San Francisco that challenged the high-speed rail project using the state law.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The California Court of Appeal sided with Atherton, Menlo Park, Palo Alto and a collection of community groups in ruling that federal law does not trump the California environmental law.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "The Mesmerizing Machine That Makes Your Golden Gate Bridge Drive Less Terrifying",
"headTitle": "The Mesmerizing Machine That Makes Your Golden Gate Bridge Drive Less Terrifying | KQED",
"content": "\u003cp>Stephanie Schmidt lives in San Francisco and works north of the city, in Marin County. For years, she’s had to drive across the Golden Gate Bridge twice a day, every day.\u003c/p>\n\u003cp>“I’ve been crossing that thing probably near on 10,000 times, easily,” she said.\u003c/p>\n\u003cp>Crossing the bridge used to be a semi-terrifying experience — not just for her, but for most drivers. The lanes on the historic Golden Gate Bridge are narrow, and for decades there was very little separating the traffic heading in opposite directions — just flimsy yellow plastic tubes placed every few feet. If you happened to be driving in the center lane, it could feel like you were going to collide head-on with oncoming traffic.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“There’s a reason why it was nicknamed a suicide lane, because you were very exposed,” said Schmidt.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It wasn’t just terrifying for drivers, but for bridge workers, too. Several times each day, to help with traffic flow, they would move the plastic tubes to change the number of lanes in each direction. It was a fairly low-tech process.\u003c/p>\n\u003cp>“They had a guy hanging out of the back of a pickup truck moving the pegs,” said Schmidt, “which just didn’t look safe.”\u003c/p>\n\u003cfigure id=\"attachment_11594994\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/07/4917406331_1257cbd44d_b.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11594994\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-1020x765.jpg\" alt=\"\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-520x390.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b.jpg 1024w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the old system: pegs separating traffic directions. \u003ccite>(dsleeter_2000/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All that is why, just over two years ago, in January 2015, something on Schmidt’s drive changed.\u003c/p>\n\u003cp>Now, instead of flimsy tubes, there’s \u003ca href=\"http://goldengate.org/news/bridge/moveable-median-barrier-installed-on-the-golden-gate-bridge.php\" target=\"_blank\" rel=\"noopener noreferrer\">a big steel-and-concrete barrier\u003c/a>. But moving a big heavy barrier like that can’t be done by a few workers in a pickup truck anymore. Now they have a special, custom-made vehicle, dubbed “the zipper machine.” (It’s actually called a “barrier transfer machine,” but even the bridge officials refer to it as the zipper machine, so we’ll go with it.)\u003c/p>\n\u003cp>That zipper machine raised a number of questions for our commuter.\u003c/p>\n\u003ch4>Is it faster for the technicians now to move the lanes? What’s the etiquette of driving around those machines? Why do they have two machines? And why or what dictates when the barrier gets moved on the Golden Gate Bridge?\u003c/h4>\n\u003cp> \u003c/p>\n\u003cp>To answer all those questions, we went to the bridge to talk to Bill San Gregory, who supervises road services. He met us during a morning lane change, as the machine traveled across the bridge, changing the number of lanes back to the default set-up: three headed in each direction.\u003c/p>\n\u003cp>“Well, the machine drives along. It’s already on the wall, so it just picks the wall up about 4 inches and moves it over one lane exactly,” he said.\u003c/p>\n\u003cp>The machine isn’t automated. A worker has to drive it, following blue guidelines that have been painted on the road in order to stay in a straight line. (Bonus answer: That’s why there are blue lines painted on the road.)\u003c/p>\n\u003cp>At the front-left corner of the machine, the heavy barrier gets picked up, then it snakes through the machine, and comes out the back — moved to the right by one lane.\u003c/p>\n\u003cp>It can sound complicated, but it’s easier to understand if you see it.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=CeX1Fl_1cVE\u003c/p>\n\u003cp>And just like that, the number of lanes in each direction has changed — and no one had to hang out the back of a truck. Plus, it’s virtually impossible to have a head-on collision now; you’ll just hit the barrier instead.\u003c/p>\n\u003cp>“It was simply a safety factor. That’s why we have that barrier,” said Lisa Locati, the bridge patrol caption.\u003c/p>\n\u003cp>From 1971 to 2007, 16 people died from head-on collisions on the bridge. And how many have died since the new barrier went in? None, said Locati.\u003c/p>\n\u003cp>But it’s not like this was suddenly a new problem two years ago, when the barrier finally went in. Bridge officials have actually been trying to get a moveable barrier in place since 1982.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>“There was nothing that would work for our roadway because the lanes are so narrow,” Locati said.\u003c/p>\n\u003cp>The center lanes on the Golden Gate Bridge are just 10 feet wide — whereas regular traffic lanes are usually 12 or 13 feet wide — and a regular moveable barrier is 2 feet across. That didn’t leave a lot of room for cars, so something special had to be constructed.\u003c/p>\n\u003cp>“They designed this wall specifically for our bridge,” said Locati. “It’s only one foot at its widest point.”\u003c/p>\n\u003cp>That’s how it works, but, per Schmidt’s first question: \u003cstrong>Is it faster than the old system?\u003c/strong>\u003c/p>\n\u003cp>[contextly_sidebar id=”Rgvl86qCkdW2sgMztuo092Ucdf1IsWJ6″]\u003c/p>\n\u003cp>“By the time the guys get on the machine and start it up and do all their system checks, to moving the barrier, to then powering down the machine, it takes about an hour,” said Locati. The zipper machine tops out at 7 to 8 mph.\u003c/p>\n\u003cp>The old system took about an hour, too, so it’s actually not any faster.\u003c/p>\n\u003cp>And \u003cstrong>what if you drive past it while the change is happening?\u003c/strong> San Gregory said: Don’t overthink it.\u003c/p>\n\u003cp>“Just act normal, drive right by the machine. You don’t have to move or adjust your speed or anything like that,” he said.\u003c/p>\n\u003cp>If you need to move over because the number of lanes in your direction is changing, then you’ll see a big flashing traffic arrow anyway. The machine can move the barrier only to the right, which means that when it travels south into the city it’s always decreasing the number of lanes traveling into San Francisco — but because it’s fewer lanes from the start of your drive across the bridge, you’ll always feel like you get an additional lane after you pass the zipper machine. So, you will never be driving in a lane and suddenly have it end — that would be unsafe.\u003c/p>\n\u003cp>You can watch this video from the company that designed the barrier:\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=iIiZTVORhtQ\u003c/p>\n\u003cp>That’s also \u003cstrong>why there are two machines\u003c/strong>. When it’s three lanes in each direction, there’s a machine at each end, so the traffic flow could be shifted either way. But once one of the machines travels one way, then there are two machines at that end and four lanes of traffic traveling toward the machines. It could then be easily switched back to three and three.\u003c/p>\n\u003cp>And that brings us to Schmidt’s final question: \u003cstrong>“What makes them change the lanes, because it seems really inconsistent?”\u003c/strong>\u003c/p>\n\u003cp>When the barrier first went in, they’d move it whenever the flow of traffic hit a trigger point — “3,500 vehicles per lane of traffic per hour,” said Locati. But drivers didn’t like the inconsistency of not knowing \u003cem>exactly\u003c/em> when the barrier would move.\u003c/p>\n\u003cp>“We realized the public wanted a more concrete schedule, so that it could be predictable,” she said. For about a year now, they’ve been pretty set in their schedule.\u003c/p>\n\u003cp>Basically, they move the barrier at commute time to accommodate traffic flow. To be more specific: Every weekday around 4:30 a.m., they change to four lanes traveling into the city until 9 a.m., when they move back to three in each direction. Then on Tuesdays through Fridays, they switch to four lanes traveling in the outbound direction from 3:30 to 5 p.m. (On Mondays, traffic is lighter, so the number of lanes stays equal in each direction.)\u003c/p>\n\u003cp>This also sounds more complicated than it is. But overall \u003ca href=\"https://www.nytimes.com/2015/01/12/us/new-golden-gate-bridge-barrier-draws-sighs-of-relief.html?mcubz=0&_r=0\" target=\"_blank\" rel=\"noopener noreferrer\">most drivers\u003c/a> think the zipper machine is much better than the old system — including Schmidt.\u003c/p>\n\u003cp>“I like the zipper machine, because those pegs, sometimes they would miss a hole and they would just throw it, and it would be laying in the lane. And I would be terrified of running over it and popping my tire,” she said.\u003c/p>\n\u003cp>Fear no more, Schmidt.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"excerpt": "Two years ago, a big steel-and-concrete median barrier went in on the Golden Gate Bridge. Bay Curious answers all your questions about it.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Stephanie Schmidt lives in San Francisco and works north of the city, in Marin County. For years, she’s had to drive across the Golden Gate Bridge twice a day, every day.\u003c/p>\n\u003cp>“I’ve been crossing that thing probably near on 10,000 times, easily,” she said.\u003c/p>\n\u003cp>Crossing the bridge used to be a semi-terrifying experience — not just for her, but for most drivers. The lanes on the historic Golden Gate Bridge are narrow, and for decades there was very little separating the traffic heading in opposite directions — just flimsy yellow plastic tubes placed every few feet. If you happened to be driving in the center lane, it could feel like you were going to collide head-on with oncoming traffic.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“There’s a reason why it was nicknamed a suicide lane, because you were very exposed,” said Schmidt.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It wasn’t just terrifying for drivers, but for bridge workers, too. Several times each day, to help with traffic flow, they would move the plastic tubes to change the number of lanes in each direction. It was a fairly low-tech process.\u003c/p>\n\u003cp>“They had a guy hanging out of the back of a pickup truck moving the pegs,” said Schmidt, “which just didn’t look safe.”\u003c/p>\n\u003cfigure id=\"attachment_11594994\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/07/4917406331_1257cbd44d_b.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11594994\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-1020x765.jpg\" alt=\"\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b-520x390.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2017/07/4917406331_1257cbd44d_b.jpg 1024w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the old system: pegs separating traffic directions. \u003ccite>(dsleeter_2000/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All that is why, just over two years ago, in January 2015, something on Schmidt’s drive changed.\u003c/p>\n\u003cp>Now, instead of flimsy tubes, there’s \u003ca href=\"http://goldengate.org/news/bridge/moveable-median-barrier-installed-on-the-golden-gate-bridge.php\" target=\"_blank\" rel=\"noopener noreferrer\">a big steel-and-concrete barrier\u003c/a>. But moving a big heavy barrier like that can’t be done by a few workers in a pickup truck anymore. Now they have a special, custom-made vehicle, dubbed “the zipper machine.” (It’s actually called a “barrier transfer machine,” but even the bridge officials refer to it as the zipper machine, so we’ll go with it.)\u003c/p>\n\u003cp>That zipper machine raised a number of questions for our commuter.\u003c/p>\n\u003ch4>Is it faster for the technicians now to move the lanes? What’s the etiquette of driving around those machines? Why do they have two machines? And why or what dictates when the barrier gets moved on the Golden Gate Bridge?\u003c/h4>\n\u003cp> \u003c/p>\n\u003cp>To answer all those questions, we went to the bridge to talk to Bill San Gregory, who supervises road services. He met us during a morning lane change, as the machine traveled across the bridge, changing the number of lanes back to the default set-up: three headed in each direction.\u003c/p>\n\u003cp>“Well, the machine drives along. It’s already on the wall, so it just picks the wall up about 4 inches and moves it over one lane exactly,” he said.\u003c/p>\n\u003cp>The machine isn’t automated. A worker has to drive it, following blue guidelines that have been painted on the road in order to stay in a straight line. (Bonus answer: That’s why there are blue lines painted on the road.)\u003c/p>\n\u003cp>At the front-left corner of the machine, the heavy barrier gets picked up, then it snakes through the machine, and comes out the back — moved to the right by one lane.\u003c/p>\n\u003cp>It can sound complicated, but it’s easier to understand if you see it.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/CeX1Fl_1cVE'\n title='//www.youtube.com/embed/CeX1Fl_1cVE'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>And just like that, the number of lanes in each direction has changed — and no one had to hang out the back of a truck. Plus, it’s virtually impossible to have a head-on collision now; you’ll just hit the barrier instead.\u003c/p>\n\u003cp>“It was simply a safety factor. That’s why we have that barrier,” said Lisa Locati, the bridge patrol caption.\u003c/p>\n\u003cp>From 1971 to 2007, 16 people died from head-on collisions on the bridge. And how many have died since the new barrier went in? None, said Locati.\u003c/p>\n\u003cp>But it’s not like this was suddenly a new problem two years ago, when the barrier finally went in. Bridge officials have actually been trying to get a moveable barrier in place since 1982.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“There was nothing that would work for our roadway because the lanes are so narrow,” Locati said.\u003c/p>\n\u003cp>The center lanes on the Golden Gate Bridge are just 10 feet wide — whereas regular traffic lanes are usually 12 or 13 feet wide — and a regular moveable barrier is 2 feet across. That didn’t leave a lot of room for cars, so something special had to be constructed.\u003c/p>\n\u003cp>“They designed this wall specifically for our bridge,” said Locati. “It’s only one foot at its widest point.”\u003c/p>\n\u003cp>That’s how it works, but, per Schmidt’s first question: \u003cstrong>Is it faster than the old system?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“By the time the guys get on the machine and start it up and do all their system checks, to moving the barrier, to then powering down the machine, it takes about an hour,” said Locati. The zipper machine tops out at 7 to 8 mph.\u003c/p>\n\u003cp>The old system took about an hour, too, so it’s actually not any faster.\u003c/p>\n\u003cp>And \u003cstrong>what if you drive past it while the change is happening?\u003c/strong> San Gregory said: Don’t overthink it.\u003c/p>\n\u003cp>“Just act normal, drive right by the machine. You don’t have to move or adjust your speed or anything like that,” he said.\u003c/p>\n\u003cp>If you need to move over because the number of lanes in your direction is changing, then you’ll see a big flashing traffic arrow anyway. The machine can move the barrier only to the right, which means that when it travels south into the city it’s always decreasing the number of lanes traveling into San Francisco — but because it’s fewer lanes from the start of your drive across the bridge, you’ll always feel like you get an additional lane after you pass the zipper machine. So, you will never be driving in a lane and suddenly have it end — that would be unsafe.\u003c/p>\n\u003cp>You can watch this video from the company that designed the barrier:\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/iIiZTVORhtQ'\n title='//www.youtube.com/embed/iIiZTVORhtQ'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>That’s also \u003cstrong>why there are two machines\u003c/strong>. When it’s three lanes in each direction, there’s a machine at each end, so the traffic flow could be shifted either way. But once one of the machines travels one way, then there are two machines at that end and four lanes of traffic traveling toward the machines. It could then be easily switched back to three and three.\u003c/p>\n\u003cp>And that brings us to Schmidt’s final question: \u003cstrong>“What makes them change the lanes, because it seems really inconsistent?”\u003c/strong>\u003c/p>\n\u003cp>When the barrier first went in, they’d move it whenever the flow of traffic hit a trigger point — “3,500 vehicles per lane of traffic per hour,” said Locati. But drivers didn’t like the inconsistency of not knowing \u003cem>exactly\u003c/em> when the barrier would move.\u003c/p>\n\u003cp>“We realized the public wanted a more concrete schedule, so that it could be predictable,” she said. For about a year now, they’ve been pretty set in their schedule.\u003c/p>\n\u003cp>Basically, they move the barrier at commute time to accommodate traffic flow. To be more specific: Every weekday around 4:30 a.m., they change to four lanes traveling into the city until 9 a.m., when they move back to three in each direction. Then on Tuesdays through Fridays, they switch to four lanes traveling in the outbound direction from 3:30 to 5 p.m. (On Mondays, traffic is lighter, so the number of lanes stays equal in each direction.)\u003c/p>\n\u003cp>This also sounds more complicated than it is. But overall \u003ca href=\"https://www.nytimes.com/2015/01/12/us/new-golden-gate-bridge-barrier-draws-sighs-of-relief.html?mcubz=0&_r=0\" target=\"_blank\" rel=\"noopener noreferrer\">most drivers\u003c/a> think the zipper machine is much better than the old system — including Schmidt.\u003c/p>\n\u003cp>“I like the zipper machine, because those pegs, sometimes they would miss a hole and they would just throw it, and it would be laying in the lane. And I would be terrified of running over it and popping my tire,” she said.\u003c/p>\n\u003cp>Fear no more, Schmidt.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Phillips 66 Seeks Huge Increase in Tanker Traffic to Rodeo Refinery",
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"content": "\u003cp>Phillips 66 wants to more than double the number of oil tankers that travel through San Francisco Bay to unload crude at its refinery in Rodeo.\u003c/p>\n\u003cp>Currently, 59 ships a year are allowed to make crude oil and gas oil deliveries to the refinery's marine terminal.\u003c/p>\n\u003cp>Phillips 66 wants to increase that limit to 135 and to raise the daily average of oil unloaded at the terminal from about 51,000 barrels to 130,000. The company says the extra tanker deliveries would replace crude oil currently delivered by pipeline.\u003c/p>\n\u003cp>Phillips' preliminary proposal -- summarized in a presentation \u003ca href=\"#phillips66\">below\u003c/a> -- has angered environmentalists.\u003c/p>\n\u003cp>It \"poses an incredible new risk of oil spills to San Francisco Bay,\" Sejal Choksi-Chugh, executive director for \u003ca href=\"https://baykeeper.org/blog/action-alert-help-protect-sf-bay-oil-spills\" target=\"_blank\" rel=\"noopener noreferrer\">Baykeeper\u003c/a>, said in an interview. \"We're really concerned about the increase in the number of tankers that the refinery is proposing to bring in.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Some residents of Vallejo have expressed alarm about the move, coming just 10 months after an oil spill at the marine terminal that is believed to have been the source of \u003ca href=\"https://ww2.kqed.org/news/2017/06/16/refinery-tanker-firm-cited-for-fumes-that-sickened-scores-in-vallejo/\" target=\"_blank\" rel=\"noopener noreferrer\">noxious fumes\u003c/a> that sickened dozens of people.\u003c/p>\n\u003cp>Local air regulators are holding a \u003ca href=\"http://www.baaqmd.gov/~/media/files/planning-and-research/ceqa/phillips-66-marine-terminal-scoping-meeting-notice-072717-pdf.pdf?la=en\" target=\"_blank\" rel=\"noopener noreferrer\">public meeting in Vallejo Thursday night\u003c/a> to address their concerns.\u003c/p>\n\u003cp>\"We have definitely heard from the community in Vallejo,\" Tom Flannigan, a Bay Area Air Quality Management District spokesman, said in an interview. \"Because Vallejo was impacted recently, there's just a lot of concern. That's why we decided to have a meeting there.\"\u003c/p>\n\u003cp>Vallejo city officials also expressed concern.\u003c/p>\n\u003cp>Joanna Altman, assistant city manager, said while the city does not have an official position on the refinery's proposal, it's still waiting for answers about the September 2016 incident from Phillips 66.\u003c/p>\n\u003cp>\"Given the delay in their response and leaving our residents without answers, it is likely that we would be very concerned about any expansion absent adequate testing equipment, an early warning system and other appropriate procedures in place,\" Altman said in an email, adding that the issue could be brought before the Vallejo City Council.\u003c/p>\n\u003cp>Last month the regional air district issued notices of violation to Phillips 66 and to the operator of the oil tanker, the Yamuna Spirit, in connection with the spill.\u003c/p>\n\u003cp>Both companies have disputed findings from the Coast Guard that blame the refinery and the ship for September's spill.\u003c/p>\n\u003cp>The refinery's move toward an increase in shipping crude to its Rodeo facility and away from pipeline transfers comes after officials in San Luis Obispo County rejected the company's proposal to transport more oil by train to its refinery there.\u003c/p>\n\u003cp>To the Baykeeper's Choksi-Chugh, more oil by ship, pipeline and rail is not the answer.\u003c/p>\n\u003cp>\"We've got an urgent need to move towards more of a clean energy future, and these refineries keep putting proposal after proposal to increase and expand their refining capacity,\" Choksi-Chugh said. \"It's moving us in the wrong direction.\"\u003c/p>\n\u003cp>She said she believes the added ships will be bringing heavy tar sands oil from Canada -- a material she and other environmentalists say poses an added level of danger to local waters. Past spills of tar sands crude, like one into \u003ca href=\"http://www.npr.org/2012/08/16/158025375/when-this-oil-spills-its-a-whole-new-monster\" target=\"_blank\" rel=\"noopener noreferrer\">Michigan's Kalamazoo River\u003c/a> in 2010, have proved extremely difficult to clean up.\u003c/p>\n\u003cp>Paul Adler, a Phillips 66 spokesman, confirmed in an email that the oil that would be brought by extra ships to the refinery would be different from the crude transported by pipeline from Central California. He declined to comment further on the proposal, adding that he would attend Thursday's air district public scoping meeting in Vallejo where residents could ask questions about the project.\u003c/p>\n\u003cp>That meeting is one step in what's expected to be a long process before the company gets approval for more tankers. The public comment period for the project's scoping ends on Aug. 28. Air district officials plan to work on its environmental impact report over the next year, seeking input from the public and 40 government agencies. The district's board of directors would then vote on the issue.\u003cbr>\n\u003ca id=\"phillips66\">\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[documentcloud url=\"https://www.documentcloud.org/documents/3901454-Phillips-66-Rodeo-Tanker-Proposal-Presentation\" notes=\"true\" text=\"true\" search=\"true\" sidebar=\"true\" pdf=\"true\" responsive=\"true\" page=\"1\"]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Phillips 66 wants to more than double the number of oil tankers that travel through San Francisco Bay to unload crude at its refinery in Rodeo.\u003c/p>\n\u003cp>Currently, 59 ships a year are allowed to make crude oil and gas oil deliveries to the refinery's marine terminal.\u003c/p>\n\u003cp>Phillips 66 wants to increase that limit to 135 and to raise the daily average of oil unloaded at the terminal from about 51,000 barrels to 130,000. The company says the extra tanker deliveries would replace crude oil currently delivered by pipeline.\u003c/p>\n\u003cp>Phillips' preliminary proposal -- summarized in a presentation \u003ca href=\"#phillips66\">below\u003c/a> -- has angered environmentalists.\u003c/p>\n\u003cp>It \"poses an incredible new risk of oil spills to San Francisco Bay,\" Sejal Choksi-Chugh, executive director for \u003ca href=\"https://baykeeper.org/blog/action-alert-help-protect-sf-bay-oil-spills\" target=\"_blank\" rel=\"noopener noreferrer\">Baykeeper\u003c/a>, said in an interview. \"We're really concerned about the increase in the number of tankers that the refinery is proposing to bring in.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Some residents of Vallejo have expressed alarm about the move, coming just 10 months after an oil spill at the marine terminal that is believed to have been the source of \u003ca href=\"https://ww2.kqed.org/news/2017/06/16/refinery-tanker-firm-cited-for-fumes-that-sickened-scores-in-vallejo/\" target=\"_blank\" rel=\"noopener noreferrer\">noxious fumes\u003c/a> that sickened dozens of people.\u003c/p>\n\u003cp>Local air regulators are holding a \u003ca href=\"http://www.baaqmd.gov/~/media/files/planning-and-research/ceqa/phillips-66-marine-terminal-scoping-meeting-notice-072717-pdf.pdf?la=en\" target=\"_blank\" rel=\"noopener noreferrer\">public meeting in Vallejo Thursday night\u003c/a> to address their concerns.\u003c/p>\n\u003cp>\"We have definitely heard from the community in Vallejo,\" Tom Flannigan, a Bay Area Air Quality Management District spokesman, said in an interview. \"Because Vallejo was impacted recently, there's just a lot of concern. That's why we decided to have a meeting there.\"\u003c/p>\n\u003cp>Vallejo city officials also expressed concern.\u003c/p>\n\u003cp>Joanna Altman, assistant city manager, said while the city does not have an official position on the refinery's proposal, it's still waiting for answers about the September 2016 incident from Phillips 66.\u003c/p>\n\u003cp>\"Given the delay in their response and leaving our residents without answers, it is likely that we would be very concerned about any expansion absent adequate testing equipment, an early warning system and other appropriate procedures in place,\" Altman said in an email, adding that the issue could be brought before the Vallejo City Council.\u003c/p>\n\u003cp>Last month the regional air district issued notices of violation to Phillips 66 and to the operator of the oil tanker, the Yamuna Spirit, in connection with the spill.\u003c/p>\n\u003cp>Both companies have disputed findings from the Coast Guard that blame the refinery and the ship for September's spill.\u003c/p>\n\u003cp>The refinery's move toward an increase in shipping crude to its Rodeo facility and away from pipeline transfers comes after officials in San Luis Obispo County rejected the company's proposal to transport more oil by train to its refinery there.\u003c/p>\n\u003cp>To the Baykeeper's Choksi-Chugh, more oil by ship, pipeline and rail is not the answer.\u003c/p>\n\u003cp>\"We've got an urgent need to move towards more of a clean energy future, and these refineries keep putting proposal after proposal to increase and expand their refining capacity,\" Choksi-Chugh said. \"It's moving us in the wrong direction.\"\u003c/p>\n\u003cp>She said she believes the added ships will be bringing heavy tar sands oil from Canada -- a material she and other environmentalists say poses an added level of danger to local waters. Past spills of tar sands crude, like one into \u003ca href=\"http://www.npr.org/2012/08/16/158025375/when-this-oil-spills-its-a-whole-new-monster\" target=\"_blank\" rel=\"noopener noreferrer\">Michigan's Kalamazoo River\u003c/a> in 2010, have proved extremely difficult to clean up.\u003c/p>\n\u003cp>Paul Adler, a Phillips 66 spokesman, confirmed in an email that the oil that would be brought by extra ships to the refinery would be different from the crude transported by pipeline from Central California. He declined to comment further on the proposal, adding that he would attend Thursday's air district public scoping meeting in Vallejo where residents could ask questions about the project.\u003c/p>\n\u003cp>That meeting is one step in what's expected to be a long process before the company gets approval for more tankers. The public comment period for the project's scoping ends on Aug. 28. Air district officials plan to work on its environmental impact report over the next year, seeking input from the public and 40 government agencies. The district's board of directors would then vote on the issue.\u003cbr>\n\u003ca id=\"phillips66\">\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The brand-new BART train -- the Midday Monday Media Special -- was late getting to South Hayward Station. And when it started up, it sent its first carload of passengers -- or some of us, anyway -- flying.\u003c/p>\n\u003cp>More on that later. But first, let's go down the list of things you, the riding public, will love when BART starts operating its new generation of train cars.\u003c/p>\n\u003cp>The cars are clean. They smell great. The air-conditioning is awesome. They have signs telling passengers that vaping and panhandling are verboten. They're actually quiet enough that you can talk to the person next to you without shouting.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/334806909&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>And the wait for the so-called Fleet of the Future is almost over. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Big automakers and tech companies are racing to perfect technology to make self-driving cars a reality. Much of the innovation is happening here in the Bay Area, fueled by engineering talent, Silicon Valley startup culture and putting prototypes through their paces.\u003c/p>\n\u003cp>Guests:\u003c/p>\n\u003cul>\n\u003cli> David Baker & Carolyn Said, San Francisco Chronicle business reporters\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>Bay Area Native Sings ‘Hamilton’\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The hip-hop musical “Hamilton” has been breaking box office records and stealing hearts with its diverse cast bringing to life the story of one of America’s founding fathers. Bay Area native Ryan Vasquez got his start at the Children’s Musical Theater in San Jose, and is now performing in the Tony-Award winning show’s San Francisco run.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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