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"content": "\u003cp>\u003cem>Updated 3:55 p.m. Tuesday\u003c/em>\u003cbr>\n\u003cem>This report contains a clarification.\u003c/em>\u003c/p>\n\u003cp>Gov. Gavin Newsom announced Tuesday he's shelving a plan to build a high-speed rail line between Los Angeles and San Francisco -- while still suggesting a statewide bullet-train network could be completed someday.\u003c/p>\n\u003cp>\"Let's be real,\" Newsom said in \u003ca href=\"https://www.kqed.org/news/11725616/gov-gavin-newsom-gives-first-state-of-the-state-address\" target=\"_blank\" rel=\"noopener\">his first State of the State address\u003c/a>. \"The current project, as planned, would cost too much and respectfully take too long. There's been too little oversight and not enough transparency.\"\u003c/p>\n\u003cp>He added: \"Right now, there simply isn’t a path to get from Sacramento to San Diego, let alone from San Francisco to L.A. I wish there were.\"\u003c/p>\n\u003cp>The idea long championed by former Gov. Jerry Brown is years behind schedule. The latest estimate for completion of the project, now with a projected cost of $77 billion, is 2033.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Newsom said he wants to continue construction of a 150-mile high-speed link from Merced to Bakersfield in the San Joaquin Valley. He says completing the line, which broke ground several years ago, could bring economic and quality-of-life benefits to a region he said had \"suffered too many years of neglect from policymakers here in Sacramento.\"\u003c/p>\n\u003cp>Answering high-speed rail opponents, who have demanded the state simply cancel what they characterize as an expensive boondoggle, Newsom said simply walking away from the project would require the state to return $3.5 billion in federal dollars.\u003c/p>\n\u003cp>The governor did leave open the possibility that the Central Valley portion will someday be connected to destinations in Northern and Southern California.\u003c/p>\n\u003cp>\"Look, we will continue our regional projects north and south,\" Newsom said. \"We’ll finish Phase 1 environmental work. We’ll connect the revitalized Central Valley to other parts of the state, and continue to push for more federal funding and private dollars. But let’s just get something done.\"\u003c/p>\n\u003cp>Reaction to Newsom's announcement was mixed.\u003c/p>\n\u003cp>San Francisco state Sen. Scott Wiener, a high-speed rail and transit proponent, said on Twitter during the speech he believed Newsom had actually made a commitment to building the L.A.-S.F. rail link.\u003c/p>\n\u003cp>https://twitter.com/Scott_Wiener/status/1095403520117731328\u003c/p>\n\u003cp>But Rebecca Saltzman, a BART board member from Berkeley, called Newsom's announcement \"very concerning\" and that the governor's future intentions were \"unclear.\"\u003c/p>\n\u003cp>https://twitter.com/RebeccaForBART/status/1095403807297679360\u003c/p>\n\u003cp>The bullet-train project was created in 2008 by Proposition 1A, a $10 billion bond meant to fund initial planning, engineering and construction of an 800-mile high-speed rail network connecting San Diego and Los Angeles to the Bay Area and Sacramento.\u003c/p>\n\u003cp>The vision was for a project that would attract substantial private investment. But that private interest was slow to materialize, and meantime, the project has been beset by numerous court challenges and resistance from communities and landowners who would be impacted by the bullet train's construction and operations.\u003c/p>\n\u003cp>Two major Bay Area transportation projects are intimately tied to the high-speed rail project.\u003c/p>\n\u003cp>Caltrain, the commuter rail line from Santa Clara County to San Francisco, is using state high-speed rail money along with federal grants and other funds for a $2 billion project to electrify and modernize its service. Planning for high-speed rail has assumed that future bullet trains would use the Caltrain route into San Francisco.\u003c/p>\n\u003cp>Caltrain noted in a statement after Newsom's address that the state is providing nearly $900 million to the modernization project -- about 80 percent of that coming from the California High-Speed Rail Authority. The project, which includes buying new cars, is scheduled to be completed in 2022.\u003c/p>\n\u003cp>The Caltrain and bullet train routes have been envisioned as terminating at the Transbay Transit Center in downtown San Francisco.\u003c/p>\n\u003cp>Planning is underway for a tunnel that would allow the trains to run under Mission Bay and South of Market to the center, where preliminary construction for underground rail platforms has already taken place. Current estimates put the overall cost of the extension at $6 billion, with completion in 2027.\u003c/p>\n\u003cp>Randy Rentschler, director of legislation and public affairs for the Metropolitan Transportation Commission, said Newsom's announcement was a surprise. He said that a statewide bullet-train network still made sense and will come together \"in incremental segments\" -- much like the nation's interstate highway system did.\u003c/p>\n\u003cp>\"High-speed rail is very important to the Bay Area,\" Rentschler said. \"For high-speed rail to work, unlike airports, it's got to connect a transit-rich community like the Bay Area with a transit-rich community like Los Angeles. That's the end game.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> This story originally stated that Gov. Gavin Newsom had \"abandoned\" and \"pulled the plug on\" a high-speed rail connection between San Francisco and Los Angeles. The original copy has been edited to reflect the governor's further remarks that such a line might be completed in the future.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from The Associated Press.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Governor says that the statewide project could still happen -- but for now his administration is focusing on completion of San Joaquin Valley portion of line.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:55 p.m. Tuesday\u003c/em>\u003cbr>\n\u003cem>This report contains a clarification.\u003c/em>\u003c/p>\n\u003cp>Gov. Gavin Newsom announced Tuesday he's shelving a plan to build a high-speed rail line between Los Angeles and San Francisco -- while still suggesting a statewide bullet-train network could be completed someday.\u003c/p>\n\u003cp>\"Let's be real,\" Newsom said in \u003ca href=\"https://www.kqed.org/news/11725616/gov-gavin-newsom-gives-first-state-of-the-state-address\" target=\"_blank\" rel=\"noopener\">his first State of the State address\u003c/a>. \"The current project, as planned, would cost too much and respectfully take too long. There's been too little oversight and not enough transparency.\"\u003c/p>\n\u003cp>He added: \"Right now, there simply isn’t a path to get from Sacramento to San Diego, let alone from San Francisco to L.A. I wish there were.\"\u003c/p>\n\u003cp>The idea long championed by former Gov. Jerry Brown is years behind schedule. The latest estimate for completion of the project, now with a projected cost of $77 billion, is 2033.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Newsom said he wants to continue construction of a 150-mile high-speed link from Merced to Bakersfield in the San Joaquin Valley. He says completing the line, which broke ground several years ago, could bring economic and quality-of-life benefits to a region he said had \"suffered too many years of neglect from policymakers here in Sacramento.\"\u003c/p>\n\u003cp>Answering high-speed rail opponents, who have demanded the state simply cancel what they characterize as an expensive boondoggle, Newsom said simply walking away from the project would require the state to return $3.5 billion in federal dollars.\u003c/p>\n\u003cp>The governor did leave open the possibility that the Central Valley portion will someday be connected to destinations in Northern and Southern California.\u003c/p>\n\u003cp>\"Look, we will continue our regional projects north and south,\" Newsom said. \"We’ll finish Phase 1 environmental work. We’ll connect the revitalized Central Valley to other parts of the state, and continue to push for more federal funding and private dollars. But let’s just get something done.\"\u003c/p>\n\u003cp>Reaction to Newsom's announcement was mixed.\u003c/p>\n\u003cp>San Francisco state Sen. Scott Wiener, a high-speed rail and transit proponent, said on Twitter during the speech he believed Newsom had actually made a commitment to building the L.A.-S.F. rail link.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>But Rebecca Saltzman, a BART board member from Berkeley, called Newsom's announcement \"very concerning\" and that the governor's future intentions were \"unclear.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The bullet-train project was created in 2008 by Proposition 1A, a $10 billion bond meant to fund initial planning, engineering and construction of an 800-mile high-speed rail network connecting San Diego and Los Angeles to the Bay Area and Sacramento.\u003c/p>\n\u003cp>The vision was for a project that would attract substantial private investment. But that private interest was slow to materialize, and meantime, the project has been beset by numerous court challenges and resistance from communities and landowners who would be impacted by the bullet train's construction and operations.\u003c/p>\n\u003cp>Two major Bay Area transportation projects are intimately tied to the high-speed rail project.\u003c/p>\n\u003cp>Caltrain, the commuter rail line from Santa Clara County to San Francisco, is using state high-speed rail money along with federal grants and other funds for a $2 billion project to electrify and modernize its service. Planning for high-speed rail has assumed that future bullet trains would use the Caltrain route into San Francisco.\u003c/p>\n\u003cp>Caltrain noted in a statement after Newsom's address that the state is providing nearly $900 million to the modernization project -- about 80 percent of that coming from the California High-Speed Rail Authority. The project, which includes buying new cars, is scheduled to be completed in 2022.\u003c/p>\n\u003cp>The Caltrain and bullet train routes have been envisioned as terminating at the Transbay Transit Center in downtown San Francisco.\u003c/p>\n\u003cp>Planning is underway for a tunnel that would allow the trains to run under Mission Bay and South of Market to the center, where preliminary construction for underground rail platforms has already taken place. Current estimates put the overall cost of the extension at $6 billion, with completion in 2027.\u003c/p>\n\u003cp>Randy Rentschler, director of legislation and public affairs for the Metropolitan Transportation Commission, said Newsom's announcement was a surprise. He said that a statewide bullet-train network still made sense and will come together \"in incremental segments\" -- much like the nation's interstate highway system did.\u003c/p>\n\u003cp>\"High-speed rail is very important to the Bay Area,\" Rentschler said. \"For high-speed rail to work, unlike airports, it's got to connect a transit-rich community like the Bay Area with a transit-rich community like Los Angeles. That's the end game.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> This story originally stated that Gov. Gavin Newsom had \"abandoned\" and \"pulled the plug on\" a high-speed rail connection between San Francisco and Los Angeles. The original copy has been edited to reflect the governor's further remarks that such a line might be completed in the future.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from The Associated Press.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>If you're waiting to hop a train at San Francisco's new \u003ca href=\"http://bit.ly/fioretransit\" target=\"_blank\" rel=\"noopener\">$2 billion transit center\u003c/a>, you may be in for a long wait.\u003c/p>\n\u003cp>At the new \u003ca href=\"https://www.kqed.org/news/11685506/10-things-to-know-about-san-franciscos-spectacular-new-transit-center\" target=\"_blank\" rel=\"noopener\">Salesforce Transit Center,\u003c/a> buses will reign supreme, at least until Caltrain connects to the busy transit hub sometime around 2027.\u003c/p>\n\u003cp>If funding and political forces align, California's high-speed rail may roll into the station a couple years after that.\u003c/p>\n\u003cp>In the meantime, pause to consider what \u003ca href=\"https://thegreatermarin.wordpress.com/2015/04/06/mapping-the-derelict-lines-of-the-bay-area/\" target=\"_blank\" rel=\"noopener\">Bay Area rail service\u003c/a> looked like in 1937.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you're waiting to hop a train at San Francisco's new \u003ca href=\"http://bit.ly/fioretransit\" target=\"_blank\" rel=\"noopener\">$2 billion transit center\u003c/a>, you may be in for a long wait.\u003c/p>\n\u003cp>At the new \u003ca href=\"https://www.kqed.org/news/11685506/10-things-to-know-about-san-franciscos-spectacular-new-transit-center\" target=\"_blank\" rel=\"noopener\">Salesforce Transit Center,\u003c/a> buses will reign supreme, at least until Caltrain connects to the busy transit hub sometime around 2027.\u003c/p>\n\u003cp>If funding and political forces align, California's high-speed rail may roll into the station a couple years after that.\u003c/p>\n\u003cp>In the meantime, pause to consider what \u003ca href=\"https://thegreatermarin.wordpress.com/2015/04/06/mapping-the-derelict-lines-of-the-bay-area/\" target=\"_blank\" rel=\"noopener\">Bay Area rail service\u003c/a> looked like in 1937.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>What to make of the propositions on California’s June 5 ballot? As ever, the issues span the political spectrum. But two address the environment, one asking voters to shell out billions to improve it and another that could make it more difficult for the state to spend billions on helpful projects.\u003c/p>\n\u003cp>Taken together, these measures would provide money to shore up crumbling levees, give kids more places to play and help clean the air — albeit at a price — and affect how the state spends proceeds of the cap-and-trade system that California uses to reduce greenhouse gases.\u003c/p>\n\u003cp>Let’s unpack.\u003c/p>\n\u003cp>Proposition 68 would grant state officials permission to borrow $4.1 billion for water infrastructure projects, wildlife habitat restoration and new parks in low-income neighborhoods.\u003c/p>\n\u003cp>This is the measure you can’t really say you are against, for fear of being labeled a Scrooge. Is it possible to be against water, wildlife and parks? Might as well call this the “We Love Puppies and Babies” measure. Just remember that some puppies — and babies, for that matter — may bite.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The sting comes when the bill is due. California voters have OK’d bond measures for water and parks projects many times, approving the borrowing of nearly $16 billion since 2002. They’ve made it clear they stand behind such projects.\u003c/p>\n\u003cp>How is Proposition 68 any different? It’s not.\u003c/p>\n\u003cp>The borrowed money must be paid back, with interest. That is estimated to cost more than $200 million a year. For decades.\u003c/p>\n\u003cp>Look at who opposes it: the Howard Jarvis Taxpayers Association, which rarely approves of expenditures that come out of taxpayers’ pockets. But neither the organization nor any other opponent of the proposition has spent a penny to stop it. Supporters, on the other hand, have shelled out more than $9 million to sing the measure’s praises.\u003c/p>\n\u003cp>The state’s water infrastructure is in bad shape. The bond apportions $1.27 billion for levees and flood protection and another $1.5 billion to shore up rivers and coastal areas to withstand the effect of climate change and rising seas. Funding would also be set aside for wastewater recycling.\u003c/p>\n\u003cfigure id=\"attachment_11672038\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11672038\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/06/StocktonLevee-800x533.jpg\" alt=\"A levee holding back the waters of the Sacramento-San Joaquin River Delta in Stockton, pictured in 2005.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A levee holding back the waters of the Sacramento-San Joaquin River Delta in Stockton, pictured in 2005. \u003ccite>(David McNew/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Some of that money would be spent to improve wildlife habitat, which has compounding benefits: Restored waterways and wildlands for animals capture precious water more efficiently and store it more effectively.\u003c/p>\n\u003cp>One thing in worse shape than water infrastructure in California is the state park system, which has a backlog of repairs projected to cost more than $1 billion.\u003c/p>\n\u003cp>The state parks would get much of the $1.3 billion in bond money set aside for parks, but a healthy slice would go to create recreation areas in communities where open space is scarce.\u003c/p>\n\u003cp>Again, there’s further benefit. It helps to think of parks as vital components of public health. Green spaces, no matter how minuscule, encourage residents to exercise.\u003c/p>\n\u003cp>And underserved areas are the same places where clusters of childhood diabetes and respiratory ailments are found. Researchers have linked access to recreation with improved health.\u003c/p>\n\u003cp>Finally, the “greening” that comes with new parklands can mean more trees, which not only provide cooling shade but also draw carbon dioxide, a greenhouse gas, out of the atmosphere. Porous, non-paved surfaces like playing fields channel rainwater to recharge aquifers.\u003c/p>\n\u003cp>Another, far larger bond measure appears headed for the November ballot, dedicated mostly to groundwater management.\u003c/p>\n\u003cp>Right now, let’s talk about Proposition 70.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/science/1924223/proposition-70-who-decides-how-to-spend-california-climate-funds\">Proposition 70: Who Decides How to Spend California Climate Funds\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/science/1924223/proposition-70-who-decides-how-to-spend-california-climate-funds\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/05/RS2769_Download090427-054-1180x826.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>It says that in 2024, the state Legislature must have a two-thirds majority vote to pull money from California’s deepest pockets — the kitty holding the proceeds from the state’s cap-and-trade auctions. The funds — more than $5 billion since the program’s inception — would be placed in a special reserve, to be released only with that supermajority vote.\u003c/p>\n\u003cp>The proposal, placed on the ballot by the Legislature, is a purely political product.\u003c/p>\n\u003cp>It was part of last summer’s deal to keep California’s cap-and-trade system going — a requirement to gain the support of Chad Mayes, then the leader of the Assembly’s Republicans (he lost his post because of his support).\u003c/p>\n\u003cp>The idea is that raising the vote threshold would give the Legislature’s minority Republicans more say in which projects get hundreds of millions of dollars in funding from the Greenhouse Gas Reduction Fund.\u003c/p>\n\u003cp>The way it works now is that simple majority votes determine how the money is spent. It mainly goes to projects that reduce carbon emissions or help low-income communities with housing, transportation, sustainability and recreation projects, for example.\u003c/p>\n\u003cp>There is constant debate in the Legislature about how elastic the definition of “emissions reduction” has become. Here’s where the politics comes in.\u003c/p>\n\u003cp>About a quarter of the auction proceeds go to one of Gov. Jerry Brown’s pet projects, the high-speed rail system slated to link Los Angeles and San Francisco.\u003c/p>\n\u003cp>The project has flagging support in the Capitol, even among Democrats. A stricter voting standard might kill further funding for the mega-project. Opponents see the proposition as a chance to stop the bullet train once and for all.\u003c/p>\n\u003cp>It could also make it hard for lawmakers to come to agreement on how to spend the money, leaving funds untapped and drying up resources for bipartisan projects.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://calmatters.org/\">\u003cem>CALmatters.org\u003c/em>\u003c/a>\u003cem> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\n",
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"excerpt": "The measures would provide funds to shore up crumbling levees, give kids more places to play and help clean the air -- albeit at a price -- and affect how the state spends cap-and-trade proceeds.",
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"title": "Parks and Politics: What You Need to Know About Propositions 68 and 70 | KQED",
"description": "The measures would provide funds to shore up crumbling levees, give kids more places to play and help clean the air -- albeit at a price -- and affect how the state spends cap-and-trade proceeds.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>What to make of the propositions on California’s June 5 ballot? As ever, the issues span the political spectrum. But two address the environment, one asking voters to shell out billions to improve it and another that could make it more difficult for the state to spend billions on helpful projects.\u003c/p>\n\u003cp>Taken together, these measures would provide money to shore up crumbling levees, give kids more places to play and help clean the air — albeit at a price — and affect how the state spends proceeds of the cap-and-trade system that California uses to reduce greenhouse gases.\u003c/p>\n\u003cp>Let’s unpack.\u003c/p>\n\u003cp>Proposition 68 would grant state officials permission to borrow $4.1 billion for water infrastructure projects, wildlife habitat restoration and new parks in low-income neighborhoods.\u003c/p>\n\u003cp>This is the measure you can’t really say you are against, for fear of being labeled a Scrooge. Is it possible to be against water, wildlife and parks? Might as well call this the “We Love Puppies and Babies” measure. Just remember that some puppies — and babies, for that matter — may bite.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The sting comes when the bill is due. California voters have OK’d bond measures for water and parks projects many times, approving the borrowing of nearly $16 billion since 2002. They’ve made it clear they stand behind such projects.\u003c/p>\n\u003cp>How is Proposition 68 any different? It’s not.\u003c/p>\n\u003cp>The borrowed money must be paid back, with interest. That is estimated to cost more than $200 million a year. For decades.\u003c/p>\n\u003cp>Look at who opposes it: the Howard Jarvis Taxpayers Association, which rarely approves of expenditures that come out of taxpayers’ pockets. But neither the organization nor any other opponent of the proposition has spent a penny to stop it. Supporters, on the other hand, have shelled out more than $9 million to sing the measure’s praises.\u003c/p>\n\u003cp>The state’s water infrastructure is in bad shape. The bond apportions $1.27 billion for levees and flood protection and another $1.5 billion to shore up rivers and coastal areas to withstand the effect of climate change and rising seas. Funding would also be set aside for wastewater recycling.\u003c/p>\n\u003cfigure id=\"attachment_11672038\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11672038\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/06/StocktonLevee-800x533.jpg\" alt=\"A levee holding back the waters of the Sacramento-San Joaquin River Delta in Stockton, pictured in 2005.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/06/StocktonLevee-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A levee holding back the waters of the Sacramento-San Joaquin River Delta in Stockton, pictured in 2005. \u003ccite>(David McNew/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Some of that money would be spent to improve wildlife habitat, which has compounding benefits: Restored waterways and wildlands for animals capture precious water more efficiently and store it more effectively.\u003c/p>\n\u003cp>One thing in worse shape than water infrastructure in California is the state park system, which has a backlog of repairs projected to cost more than $1 billion.\u003c/p>\n\u003cp>The state parks would get much of the $1.3 billion in bond money set aside for parks, but a healthy slice would go to create recreation areas in communities where open space is scarce.\u003c/p>\n\u003cp>Again, there’s further benefit. It helps to think of parks as vital components of public health. Green spaces, no matter how minuscule, encourage residents to exercise.\u003c/p>\n\u003cp>And underserved areas are the same places where clusters of childhood diabetes and respiratory ailments are found. Researchers have linked access to recreation with improved health.\u003c/p>\n\u003cp>Finally, the “greening” that comes with new parklands can mean more trees, which not only provide cooling shade but also draw carbon dioxide, a greenhouse gas, out of the atmosphere. Porous, non-paved surfaces like playing fields channel rainwater to recharge aquifers.\u003c/p>\n\u003cp>Another, far larger bond measure appears headed for the November ballot, dedicated mostly to groundwater management.\u003c/p>\n\u003cp>Right now, let’s talk about Proposition 70.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/science/1924223/proposition-70-who-decides-how-to-spend-california-climate-funds\">Proposition 70: Who Decides How to Spend California Climate Funds\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/science/1924223/proposition-70-who-decides-how-to-spend-california-climate-funds\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/05/RS2769_Download090427-054-1180x826.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>It says that in 2024, the state Legislature must have a two-thirds majority vote to pull money from California’s deepest pockets — the kitty holding the proceeds from the state’s cap-and-trade auctions. The funds — more than $5 billion since the program’s inception — would be placed in a special reserve, to be released only with that supermajority vote.\u003c/p>\n\u003cp>The proposal, placed on the ballot by the Legislature, is a purely political product.\u003c/p>\n\u003cp>It was part of last summer’s deal to keep California’s cap-and-trade system going — a requirement to gain the support of Chad Mayes, then the leader of the Assembly’s Republicans (he lost his post because of his support).\u003c/p>\n\u003cp>The idea is that raising the vote threshold would give the Legislature’s minority Republicans more say in which projects get hundreds of millions of dollars in funding from the Greenhouse Gas Reduction Fund.\u003c/p>\n\u003cp>The way it works now is that simple majority votes determine how the money is spent. It mainly goes to projects that reduce carbon emissions or help low-income communities with housing, transportation, sustainability and recreation projects, for example.\u003c/p>\n\u003cp>There is constant debate in the Legislature about how elastic the definition of “emissions reduction” has become. Here’s where the politics comes in.\u003c/p>\n\u003cp>About a quarter of the auction proceeds go to one of Gov. Jerry Brown’s pet projects, the high-speed rail system slated to link Los Angeles and San Francisco.\u003c/p>\n\u003cp>The project has flagging support in the Capitol, even among Democrats. A stricter voting standard might kill further funding for the mega-project. Opponents see the proposition as a chance to stop the bullet train once and for all.\u003c/p>\n\u003cp>It could also make it hard for lawmakers to come to agreement on how to spend the money, leaving funds untapped and drying up resources for bipartisan projects.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://calmatters.org/\">\u003cem>CALmatters.org\u003c/em>\u003c/a>\u003cem> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Agency OKs $3.2 Billion in Bullet-Train Spending; New Lawsuit Filed",
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"content": "\u003cp>SACRAMENTO— The board that oversees California's $24 billion high-speed rail project approved plans Tuesday that pave the way for the first major sale of voter-approved construction bonds for the project in years, as opponents announced the filing of another lawsuit that could again stall construction.\u003c/p>\n\u003cp>The high-speed rail board approved $3.2 billion in funding Tuesday for two segments: $2.6 billion for a 119-mile leg connecting Fresno to Madera and $600 million to electrify a 55-mile stretch of existing Caltrain tracks from Santa Clara County to downtown San Francisco that will eventually connect with high-speed rail. The money is needed so the state meets its obligation to \"match\" federal funding, but had been tied up in litigation for several years.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/297919984\" params=\"auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true\" width=\"100%\" height=\"400\" iframe=\"true\" /]\u003c/p>\n\u003cp>The funding will come from nearly $10 billion that voters approved for a California high-speed rail project as part of Proposition 1A in 2008, then projected to cost $40 billion.\u003c/p>\n\u003cp>At the public board meeting, though, attorney Stuart Flashman announced he had submitted a new lawsuit challenging the legality of AB 1889, a bill rushed through the Legislature last year that changed previous laws to allow high-speed rail bonds to be spent on electrification. That funding use fell outside the scope of what voters approved, Flashman said, and only voters can change it.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The lawsuit submitted Tuesday in Sacramento County Court on behalf of Kings County, the town of Atherton and several residents, alleges the legislation was unconstitutional, Flashman said.\u003c/p>\n\u003cp>The constitution says \"that when voters approve a bond, if you materially change it, you've got to go back to the voters,\" Flashman told the board. \"We think you should have done that. If you weren't going to go back to the voters, we have.\"\u003c/p>\n\u003cfigure id=\"attachment_11219983\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11219983\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/DanRichard-800x523.jpg\" alt=\"Dan Richard, chairman of the California High-Speed Rail Authority.\" width=\"800\" height=\"523\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-800x523.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-160x105.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-1020x667.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-1180x772.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-960x628.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-240x157.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-375x245.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-520x340.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Dan Richard, chairman of the California High-Speed Rail Authority. \u003ccite>(Kevork Djansezian/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The legislation by Assemblyman Kevin Mullin, D-South San Francisco, and signed by high-speed rail proponent Gov. Jerry Brown, allows rail money to be spent on electrification of a 55-mile corridor of track from south of San Jose to San Francisco. Mullin's policy director, Andrew Zingale, said Tuesday that the legislation was vetted by the Legislature's attorneys and thus was constitutional.\u003c/p>\n\u003cp>\"We do understand that the opponents continue to look for ways to continue to challenge the expenditure of these funds, but they've consistently failed in that and the direction of the Legislature has continually been upheld. And we feel confident that this will still be upheld,\" Zingale said.\u003c/p>\n\u003cp>Mullin's office had previously characterized AB 1889 as clarifying legislation that authorized $1.1 billion for transit improvements at both ends of the high-speed rail project to ensure that the money could be spent before high-speed rail was up and running.\u003c/p>\n\u003cp>Voters approved nearly $10 billion in high-speed rail funding in 2008, but support for the project has since softened. The state treasurer's office initially sold about $1.1 billion in high-speed rail bonds, but the bonds were encumbered for years as the project was tied up in court.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The plaintiffs in the biggest case lost their challenge and opted earlier this year not to appeal, finally freeing up financing for the project.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SACRAMENTO— The board that oversees California's $24 billion high-speed rail project approved plans Tuesday that pave the way for the first major sale of voter-approved construction bonds for the project in years, as opponents announced the filing of another lawsuit that could again stall construction.\u003c/p>\n\u003cp>The high-speed rail board approved $3.2 billion in funding Tuesday for two segments: $2.6 billion for a 119-mile leg connecting Fresno to Madera and $600 million to electrify a 55-mile stretch of existing Caltrain tracks from Santa Clara County to downtown San Francisco that will eventually connect with high-speed rail. The money is needed so the state meets its obligation to \"match\" federal funding, but had been tied up in litigation for several years.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='400'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/297919984&visual=true&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true'\n title='https://api.soundcloud.com/tracks/297919984'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The funding will come from nearly $10 billion that voters approved for a California high-speed rail project as part of Proposition 1A in 2008, then projected to cost $40 billion.\u003c/p>\n\u003cp>At the public board meeting, though, attorney Stuart Flashman announced he had submitted a new lawsuit challenging the legality of AB 1889, a bill rushed through the Legislature last year that changed previous laws to allow high-speed rail bonds to be spent on electrification. That funding use fell outside the scope of what voters approved, Flashman said, and only voters can change it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The lawsuit submitted Tuesday in Sacramento County Court on behalf of Kings County, the town of Atherton and several residents, alleges the legislation was unconstitutional, Flashman said.\u003c/p>\n\u003cp>The constitution says \"that when voters approve a bond, if you materially change it, you've got to go back to the voters,\" Flashman told the board. \"We think you should have done that. If you weren't going to go back to the voters, we have.\"\u003c/p>\n\u003cfigure id=\"attachment_11219983\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11219983\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/DanRichard-800x523.jpg\" alt=\"Dan Richard, chairman of the California High-Speed Rail Authority.\" width=\"800\" height=\"523\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-800x523.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-160x105.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-1020x667.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-1180x772.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-960x628.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-240x157.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-375x245.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-520x340.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Dan Richard, chairman of the California High-Speed Rail Authority. \u003ccite>(Kevork Djansezian/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The legislation by Assemblyman Kevin Mullin, D-South San Francisco, and signed by high-speed rail proponent Gov. Jerry Brown, allows rail money to be spent on electrification of a 55-mile corridor of track from south of San Jose to San Francisco. Mullin's policy director, Andrew Zingale, said Tuesday that the legislation was vetted by the Legislature's attorneys and thus was constitutional.\u003c/p>\n\u003cp>\"We do understand that the opponents continue to look for ways to continue to challenge the expenditure of these funds, but they've consistently failed in that and the direction of the Legislature has continually been upheld. And we feel confident that this will still be upheld,\" Zingale said.\u003c/p>\n\u003cp>Mullin's office had previously characterized AB 1889 as clarifying legislation that authorized $1.1 billion for transit improvements at both ends of the high-speed rail project to ensure that the money could be spent before high-speed rail was up and running.\u003c/p>\n\u003cp>Voters approved nearly $10 billion in high-speed rail funding in 2008, but support for the project has since softened. The state treasurer's office initially sold about $1.1 billion in high-speed rail bonds, but the bonds were encumbered for years as the project was tied up in court.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The plaintiffs in the biggest case lost their challenge and opted earlier this year not to appeal, finally freeing up financing for the project.\u003c/p>\n\n\u003c/div>\u003c/p>",
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