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"content": "\u003cp>A section of California's scenic Highway 1 that collapsed during a winter storm reopened to traffic on Friday.\u003c/p>\n\u003cp>Gov. Gavin Newsom and work crews stood on the freshly paved and marked roadway to celebrate the reopening of the main artery south of Big Sur, which attracts millions of tourists each year.\u003c/p>\n\u003cp>\"There are few, if any, more iconic routes than Highway 1 – not just in California but anywhere in the world. What this road means to the local economy, to the people of this region and to all Californians is invaluable,\" Newsom said. \u003c/p>\n\u003cp>\"As we rebuild, we do so with the knowledge that the conditions that washed out this section of roadway will become more common in the future. We must fortify our infrastructure with climate resiliency in mind.\"\u003c/p>\n\u003cp>https://twitter.com/CaltransHQ/status/1385689410646073347?s=20\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The highway has been closed since Jan. 28, when heavy rain unleashed torrents of mud and debris left over from a wildfire, washing a 150-foot chunk of roadway down into the sea. \u003c/p>\n\u003cp>Storms in 2017 caused slides that \u003ca href=\"https://www.kqed.org/news/11681140/highway-1-is-open-again-14-months-after-epic-slide\">closed off Big Sur for more than a year\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11871003\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut.jpg\" alt=\"\" width=\"1920\" height=\"1162\" class=\"size-full wp-image-11871003\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-800x484.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-1020x617.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-160x97.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-1536x930.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Workers assess the scene shortly after the section of Highway 1 collapsed into ocean near Big Sur last January. \u003ccite>(JOSH EDELSON/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This time, crews began to fill the canyon below with compacted dirt in early March. They worked nearly 12-hour shifts, seven days a week, and were able to restore the roadway nearly two months ahead of schedule, aided by dry weather and increasingly longer days, the California Department of Transportation said.\u003c/p>\n\u003cp>After reopening, crews will replace the main drainage system above the fixed roadway to help withstand future debris flows, rising sea levels and coastal erosion, Caltrans said. \u003c/p>\n\u003cp>They will also work on landscaping and installing guardrails throughout the early summer.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The work was estimated to cost $11.5 million, the agency said. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The highway has been closed since Jan. 28, when heavy rain unleashed torrents of mud and debris left over from a wildfire, washing a 150-foot chunk of roadway down into the sea. \u003c/p>\n\u003cp>Storms in 2017 caused slides that \u003ca href=\"https://www.kqed.org/news/11681140/highway-1-is-open-again-14-months-after-epic-slide\">closed off Big Sur for more than a year\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11871003\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut.jpg\" alt=\"\" width=\"1920\" height=\"1162\" class=\"size-full wp-image-11871003\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-800x484.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-1020x617.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-160x97.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-1536x930.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Workers assess the scene shortly after the section of Highway 1 collapsed into ocean near Big Sur last January. \u003ccite>(JOSH EDELSON/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This time, crews began to fill the canyon below with compacted dirt in early March. They worked nearly 12-hour shifts, seven days a week, and were able to restore the roadway nearly two months ahead of schedule, aided by dry weather and increasingly longer days, the California Department of Transportation said.\u003c/p>\n\u003cp>After reopening, crews will replace the main drainage system above the fixed roadway to help withstand future debris flows, rising sea levels and coastal erosion, Caltrans said. \u003c/p>\n\u003cp>They will also work on landscaping and installing guardrails throughout the early summer.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The work was estimated to cost $11.5 million, the agency said. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "is-that-a-ghost-freeway-on-the-peninsula-and-are-our-highways-filthier-than-ever",
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"content": "\u003cp>[dropcap]O[/dropcap]ur Bay Curious audience is a reliable source of questions about transportation, whether we’re talking about walking, \u003ca href=\"https://www.kqed.org/news/11708992/10-things-to-know-about-bike-theft-in-san-francisco-2\">bicycling\u003c/a>, \u003ca href=\"https://www.kqed.org/news/11030282/why-are-bart-trains-so-loud\">riding on public transit\u003c/a> or driving on local highways.\u003c/p>\n\u003cp>This week, we’ve got two questions — both voted up by you, the people — that come from the world of Bay Area freeways.\u003c/p>\n\u003cp>First, Herb Masters, a San Carlos resident, asked what was up with what we’ll call for now “a ghost freeway” that appears to have been started, but never finished, on the Peninsula.\u003c/p>\n\u003cp>And second, we have a question from Daniel Huertas of San Francisco, who wants to know: Why is there so much trash on our freeways? And is it just him, or are Bay Area freeways really getting dirtier?\u003c/p>\n\u003cp>Herb’s question first. His specific query was: “I’d like to hear about the unused on and off ramps from the freeways. In particular the ones at the intersection of Interstate 280 and Interstate 380. I suspect they were planning on a freeway to the coast.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For the uninitiated, Interstate 280 is the freeway that runs from San Francisco’s South of Market on the north end to the outskirts of downtown San Jose on the south. The highway, routed through the Peninsula hills and \u003ca href=\"https://www.kqed.org/news/11805469/why-arent-any-billboards-on-280\" target=\"_blank\" rel=\"noopener noreferrer\">devoid of billboards\u003c/a>, has long been called “\u003ca href=\"https://www.eastbaytimes.com/2010/03/14/roadshow-is-i-280-truly-the-worlds-most-beautiful-freeway/\" target=\"_blank\" rel=\"noopener noreferrer\">the world’s most beautiful freeway\u003c/a>.” (Yes — some people think a freeway \u003cem>can\u003c/em> be beautiful.)\u003c/p>\n\u003cp>Interstate 380, by contrast, is a simple 1.7-mile connector that links I-280 to U.S. 101 adjacent to \u003ca href=\"https://www.kqed.org/news/11526958/where-do-airport-codes-come-from\">San Francisco International Airport\u003c/a>.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>It turns out Masters’ “suspicion” about I-380 is spot on. The freeway was conceived of as something much more than it is today.\u003c/p>\n\u003cp>Back in the formative years of Bay Area freeways, highway planners envisioned the freeway continuing west beyond I-280, across San Bruno’s Crestmoor Canyon, up over Sweeney Ridge, descending to meet Highway 1 somewhere in Pacifica, perhaps in the Sharp Park neighborhood.\u003c/p>\n\u003cp>Caltrans confirms that history. The best single account of the plan, though a brief one, appeared in the San Mateo Daily Journal in 2014. Titled \u003ca href=\"https://www.smdailyjournal.com/news/local/the-interstate-380-controversy/article_8507a35c-f4a6-5d33-a5f1-a6a189b9799e.html\">“The Interstate 380 Controversy,”\u003c/a> the Journal’s piece characterized opposition to the freeway among San Bruno and Pacifica residents this way: “The public was outraged. The pristine watershed would be violated with gas-belching cars and smoke diesel 16-wheelers. No way would they allow this to happen.”\u003c/p>\n\u003cp>This piece of Interstate 380 is just one of several freeways that planners dreamed up for the Bay Area just before and after World War II that did not get built. An extensive freeway system was envisioned for San Francisco, for instance, that was famously derailed by what’s remembered now as “\u003ca href=\"https://www.foundsf.org/index.php?title=The_Freeway_Revolt\" target=\"_blank\" rel=\"noopener noreferrer\">The Freeway Revolt\u003c/a>” of the late 1950s and early ’60s.\u003c/p>\n\u003cp>What prompted Herb Masters to ask about I-380 is a visible remnant of the original “freeway-to-Pacifica” plan.\u003c/p>\n\u003cp>“I’ve always seen where it was clearly designed for 380 to continue west,” he says.\u003c/p>\n\u003cp>It’s easy to miss the clue he’s talking about because you can see it best from the freeway, and if you’re driving you have only seconds to ponder what you’re seeing as you approach the 280 interchange.\u003c/p>\n\u003cp>But here’s what to look for: As you head west on I-380 from 101, you’ll pass an exit for El Camino Real. After that exit, you’ll see signs for the highway splitting ahead: right lanes for northbound I-280 to San Francisco, left lanes for southbound I-280 to San Jose. As you approach the split, the median widens dramatically and is fenced in. That part of the road — straight ahead — marks the spot where I-380 was intended to carry through to the west. On the west side of I-280, there’s a large, apparently excavated area that’s been used as a golf driving range in recent years.\u003c/p>\n\u003cp>[dropcap]S[/dropcap]o much for our Peninsula ghost road. Now let’s talk freeway garbage.\u003c/p>\n\u003cp>Daniel Huertas’ specific question, which got a solid plurality from Bay Curious voters, was this: “Why has there been an accumulation of garbage along Bay Area highways in recent years?” He expanded on that when we called him.\u003c/p>\n\u003cp>“It seems like in general, there’s just trash all over the roadside,” Huertas says. “As I drive, I think, ‘Is this related to a homeless encampment, or is this just months and years of people throwing fast-food wrappers out of the door?’ ”\u003c/p>\n\u003cp>He thinks things have gotten worse over time. “I grew up in the Bay Area, and it used to be quite clean,” Huertas says. “I honestly don’t know why they’re not cleaning up our roads anymore.”\u003c/p>\n\u003cp>Part of the answer to Huertas’ query is pretty easy to answer. Caltrans, the agency responsible for the rights of way along freeways and state highways, says there’s no doubt that there’s more debris and trash along the roads these days.\u003c/p>\n\u003cp>In \u003ca href=\"https://dot.ca.gov/programs/public-affairs/mile-marker/fall-2020/litter-removal\" target=\"_blank\" rel=\"noopener noreferrer\">a report last summer\u003c/a>, the agency said that Caltrans workers, volunteers and crews from a program to aid parolees and veterans had picked up about 359,000 cubic yards of garbage from the state’s roadways in the most recent year for which data is available, fiscal 2018-19. Caltrans workers were responsible for cleaning up about 186,000 cubic yards of that amount.\u003c/p>\n\u003cp>“How much is 186,000 cubic yards?” the Caltrans report asks. “Enough that if stacked one yard high and one yard wide, the line of garbage would extend for approximately 105 miles — from, for example, Santa Ana to Tijuana, or Roseville (north of Sacramento) to San Francisco. It is the approximate equivalent of 1,302,000 bags of trash.”\u003c/p>\n\u003cp>And Caltrans says the cost to pick up all that trash is staggering: $102 million in 2018-19. Also staggering: How quickly the volume of garbage and associated cleanup costs have grown. The agency says in 2016-17, the highway trash total was about 330,000 cubic yards, swept up at a cost of $65 million. That means the overall cost of cleaning up roadsides went up nearly 60% in just two years.\u003c/p>\n\u003cp>One factor driving the cost higher, Caltrans says, is that it’s more expensive to deal with litter associated with the encampments of unsheltered people — camps that have sprung up with greater frequency as the state’s housing affordability crisis has intensified.\u003c/p>\n\u003cp>We’ll get to the issue of what role the encampments play in the litter issue in a minute, because the camps certainly are not the only factor or even necessarily the most important factor in California’s highway trash problem.\u003c/p>\n\u003cp>All of us play a part in fouling the roadside. To prove it, Caltrans produced a time-lapse video showing a freshly cleaned up freeway in Sacramento and how little time it took — just a few days — for the area to become strewn with cast-off wrappers, paper, boxes and other junk.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=OQnCoZqT5b4\u003c/p>\n\u003cp>The sources of the trash appear to be the tens of thousands of people passing by this spot. Some of the stuff that winds up on the roadside may come from loads that aren’t securely tied down; some of it may come from people who are done with their to-go food containers and pitch them out the window. (Which raises the eternal question, when you throw something away, where is “away?” But we’re only going to tackle one existential trash issue at a time.)\u003c/p>\n\u003cp>In addition to the ongoing challenges of highway trash, Caltrans said cleanups were complicated in the past year by the COVID-19 pandemic. Following guidance from public health authorities, the agency pulled crews off the roads when stay-at-home orders were imposed a year ago. Work began again in early June, but the agency says it’s still working to catch up with accumulated debris in some areas.\u003c/p>\n\u003cp>Now, we did ask Caltrans about the challenges it faces dealing with trash and debris at encampments for the unhoused, and the agency emailed us a response. Here’s the key piece of the message:\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>Regarding the volume of trash coming from encampments:\u003c/strong>\u003c/p>\n\u003cp>Consistent with CDC guidance to prevent community spread of COVID-19, Caltrans is proceeding with encampment cleanups if there is an immediate safety concern or threat to critical infrastructure. We will continue to work with cities and other partners to move people into safer situations as available.\u003c/p>\n\u003cp>Immediate hazards may include severe fire risk that poses a threat to the encampment, the community and the infrastructure. It also may include the potential for loss of life due to its proximity to traffic or by blocking access to Caltrans and CHP personnel attempting to protect and maintain critical infrastructure.\u003c/p>\n\u003cp>Since June, when state guidance permitted Caltrans to resume trash combatting efforts, we have been working to clear trash from the perimeter of encampments and throughout the entire transportation system. Trash accumulated rapidly during the stay at home order, but crews and partners are making every effort to make headway.\u003c/p>\u003c/blockquote>\n\u003cp>One important note to keep in mind about Caltrans encampment cleanups: The agency is walking a fine legal line in dealing with this issue. That’s the result of \u003ca href=\"https://www.mercurynews.com/2020/10/20/hundreds-seek-payouts-in-lawsuit-over-caltrans-homeless-camp-sweeps/\">a lawsuit brought against the agency\u003c/a> on behalf of camp residents who lost property, including medicine, food, clothing and other belongings, during past Caltrans camp sweeps.\u003c/p>\n\u003cp>Under the terms of a settlement announced a little over a year ago, Caltrans is paying out a total of $1.3 million to those whose property was destroyed in the sweeps. A reported 1,300 people have sought compensation so far, according to the Lawyers’ Committee for Civil Rights and the ACLU of Northern California, which brought the suit.\u003c/p>\n\u003cp>And as part of the settlement agreement, Caltrans agreed to take steps to avoid destroying camp residents’ property in the future. Those measures include giving 48 hours’ advance notice before clearing camps and storing seized belongings for at least 60 days.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"excerpt": "Two questions from the Bay Curious audience: What's the story with what looks like the beginning of an unbuilt freeway in San Bruno? And there's a lot of trash on the highways — where does it come from and why is there so much of it? ",
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"title": "Is That a Ghost Freeway on the Peninsula? And Are Our Highways Filthier Than Ever? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">O\u003c/span>\u003c/p>\u003cp>ur Bay Curious audience is a reliable source of questions about transportation, whether we’re talking about walking, \u003ca href=\"https://www.kqed.org/news/11708992/10-things-to-know-about-bike-theft-in-san-francisco-2\">bicycling\u003c/a>, \u003ca href=\"https://www.kqed.org/news/11030282/why-are-bart-trains-so-loud\">riding on public transit\u003c/a> or driving on local highways.\u003c/p>\n\u003cp>This week, we’ve got two questions — both voted up by you, the people — that come from the world of Bay Area freeways.\u003c/p>\n\u003cp>First, Herb Masters, a San Carlos resident, asked what was up with what we’ll call for now “a ghost freeway” that appears to have been started, but never finished, on the Peninsula.\u003c/p>\n\u003cp>And second, we have a question from Daniel Huertas of San Francisco, who wants to know: Why is there so much trash on our freeways? And is it just him, or are Bay Area freeways really getting dirtier?\u003c/p>\n\u003cp>Herb’s question first. His specific query was: “I’d like to hear about the unused on and off ramps from the freeways. In particular the ones at the intersection of Interstate 280 and Interstate 380. I suspect they were planning on a freeway to the coast.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For the uninitiated, Interstate 280 is the freeway that runs from San Francisco’s South of Market on the north end to the outskirts of downtown San Jose on the south. The highway, routed through the Peninsula hills and \u003ca href=\"https://www.kqed.org/news/11805469/why-arent-any-billboards-on-280\" target=\"_blank\" rel=\"noopener noreferrer\">devoid of billboards\u003c/a>, has long been called “\u003ca href=\"https://www.eastbaytimes.com/2010/03/14/roadshow-is-i-280-truly-the-worlds-most-beautiful-freeway/\" target=\"_blank\" rel=\"noopener noreferrer\">the world’s most beautiful freeway\u003c/a>.” (Yes — some people think a freeway \u003cem>can\u003c/em> be beautiful.)\u003c/p>\n\u003cp>Interstate 380, by contrast, is a simple 1.7-mile connector that links I-280 to U.S. 101 adjacent to \u003ca href=\"https://www.kqed.org/news/11526958/where-do-airport-codes-come-from\">San Francisco International Airport\u003c/a>.\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>It turns out Masters’ “suspicion” about I-380 is spot on. The freeway was conceived of as something much more than it is today.\u003c/p>\n\u003cp>Back in the formative years of Bay Area freeways, highway planners envisioned the freeway continuing west beyond I-280, across San Bruno’s Crestmoor Canyon, up over Sweeney Ridge, descending to meet Highway 1 somewhere in Pacifica, perhaps in the Sharp Park neighborhood.\u003c/p>\n\u003cp>Caltrans confirms that history. The best single account of the plan, though a brief one, appeared in the San Mateo Daily Journal in 2014. Titled \u003ca href=\"https://www.smdailyjournal.com/news/local/the-interstate-380-controversy/article_8507a35c-f4a6-5d33-a5f1-a6a189b9799e.html\">“The Interstate 380 Controversy,”\u003c/a> the Journal’s piece characterized opposition to the freeway among San Bruno and Pacifica residents this way: “The public was outraged. The pristine watershed would be violated with gas-belching cars and smoke diesel 16-wheelers. No way would they allow this to happen.”\u003c/p>\n\u003cp>This piece of Interstate 380 is just one of several freeways that planners dreamed up for the Bay Area just before and after World War II that did not get built. An extensive freeway system was envisioned for San Francisco, for instance, that was famously derailed by what’s remembered now as “\u003ca href=\"https://www.foundsf.org/index.php?title=The_Freeway_Revolt\" target=\"_blank\" rel=\"noopener noreferrer\">The Freeway Revolt\u003c/a>” of the late 1950s and early ’60s.\u003c/p>\n\u003cp>What prompted Herb Masters to ask about I-380 is a visible remnant of the original “freeway-to-Pacifica” plan.\u003c/p>\n\u003cp>“I’ve always seen where it was clearly designed for 380 to continue west,” he says.\u003c/p>\n\u003cp>It’s easy to miss the clue he’s talking about because you can see it best from the freeway, and if you’re driving you have only seconds to ponder what you’re seeing as you approach the 280 interchange.\u003c/p>\n\u003cp>But here’s what to look for: As you head west on I-380 from 101, you’ll pass an exit for El Camino Real. After that exit, you’ll see signs for the highway splitting ahead: right lanes for northbound I-280 to San Francisco, left lanes for southbound I-280 to San Jose. As you approach the split, the median widens dramatically and is fenced in. That part of the road — straight ahead — marks the spot where I-380 was intended to carry through to the west. On the west side of I-280, there’s a large, apparently excavated area that’s been used as a golf driving range in recent years.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">S\u003c/span>\u003c/p>\u003cp>o much for our Peninsula ghost road. Now let’s talk freeway garbage.\u003c/p>\n\u003cp>Daniel Huertas’ specific question, which got a solid plurality from Bay Curious voters, was this: “Why has there been an accumulation of garbage along Bay Area highways in recent years?” He expanded on that when we called him.\u003c/p>\n\u003cp>“It seems like in general, there’s just trash all over the roadside,” Huertas says. “As I drive, I think, ‘Is this related to a homeless encampment, or is this just months and years of people throwing fast-food wrappers out of the door?’ ”\u003c/p>\n\u003cp>He thinks things have gotten worse over time. “I grew up in the Bay Area, and it used to be quite clean,” Huertas says. “I honestly don’t know why they’re not cleaning up our roads anymore.”\u003c/p>\n\u003cp>Part of the answer to Huertas’ query is pretty easy to answer. Caltrans, the agency responsible for the rights of way along freeways and state highways, says there’s no doubt that there’s more debris and trash along the roads these days.\u003c/p>\n\u003cp>In \u003ca href=\"https://dot.ca.gov/programs/public-affairs/mile-marker/fall-2020/litter-removal\" target=\"_blank\" rel=\"noopener noreferrer\">a report last summer\u003c/a>, the agency said that Caltrans workers, volunteers and crews from a program to aid parolees and veterans had picked up about 359,000 cubic yards of garbage from the state’s roadways in the most recent year for which data is available, fiscal 2018-19. Caltrans workers were responsible for cleaning up about 186,000 cubic yards of that amount.\u003c/p>\n\u003cp>“How much is 186,000 cubic yards?” the Caltrans report asks. “Enough that if stacked one yard high and one yard wide, the line of garbage would extend for approximately 105 miles — from, for example, Santa Ana to Tijuana, or Roseville (north of Sacramento) to San Francisco. It is the approximate equivalent of 1,302,000 bags of trash.”\u003c/p>\n\u003cp>And Caltrans says the cost to pick up all that trash is staggering: $102 million in 2018-19. Also staggering: How quickly the volume of garbage and associated cleanup costs have grown. The agency says in 2016-17, the highway trash total was about 330,000 cubic yards, swept up at a cost of $65 million. That means the overall cost of cleaning up roadsides went up nearly 60% in just two years.\u003c/p>\n\u003cp>One factor driving the cost higher, Caltrans says, is that it’s more expensive to deal with litter associated with the encampments of unsheltered people — camps that have sprung up with greater frequency as the state’s housing affordability crisis has intensified.\u003c/p>\n\u003cp>We’ll get to the issue of what role the encampments play in the litter issue in a minute, because the camps certainly are not the only factor or even necessarily the most important factor in California’s highway trash problem.\u003c/p>\n\u003cp>All of us play a part in fouling the roadside. To prove it, Caltrans produced a time-lapse video showing a freshly cleaned up freeway in Sacramento and how little time it took — just a few days — for the area to become strewn with cast-off wrappers, paper, boxes and other junk.\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/OQnCoZqT5b4'\n title='//www.youtube.com/embed/OQnCoZqT5b4'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>The sources of the trash appear to be the tens of thousands of people passing by this spot. Some of the stuff that winds up on the roadside may come from loads that aren’t securely tied down; some of it may come from people who are done with their to-go food containers and pitch them out the window. (Which raises the eternal question, when you throw something away, where is “away?” But we’re only going to tackle one existential trash issue at a time.)\u003c/p>\n\u003cp>In addition to the ongoing challenges of highway trash, Caltrans said cleanups were complicated in the past year by the COVID-19 pandemic. Following guidance from public health authorities, the agency pulled crews off the roads when stay-at-home orders were imposed a year ago. Work began again in early June, but the agency says it’s still working to catch up with accumulated debris in some areas.\u003c/p>\n\u003cp>Now, we did ask Caltrans about the challenges it faces dealing with trash and debris at encampments for the unhoused, and the agency emailed us a response. Here’s the key piece of the message:\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>Regarding the volume of trash coming from encampments:\u003c/strong>\u003c/p>\n\u003cp>Consistent with CDC guidance to prevent community spread of COVID-19, Caltrans is proceeding with encampment cleanups if there is an immediate safety concern or threat to critical infrastructure. We will continue to work with cities and other partners to move people into safer situations as available.\u003c/p>\n\u003cp>Immediate hazards may include severe fire risk that poses a threat to the encampment, the community and the infrastructure. It also may include the potential for loss of life due to its proximity to traffic or by blocking access to Caltrans and CHP personnel attempting to protect and maintain critical infrastructure.\u003c/p>\n\u003cp>Since June, when state guidance permitted Caltrans to resume trash combatting efforts, we have been working to clear trash from the perimeter of encampments and throughout the entire transportation system. Trash accumulated rapidly during the stay at home order, but crews and partners are making every effort to make headway.\u003c/p>\u003c/blockquote>\n\u003cp>One important note to keep in mind about Caltrans encampment cleanups: The agency is walking a fine legal line in dealing with this issue. That’s the result of \u003ca href=\"https://www.mercurynews.com/2020/10/20/hundreds-seek-payouts-in-lawsuit-over-caltrans-homeless-camp-sweeps/\">a lawsuit brought against the agency\u003c/a> on behalf of camp residents who lost property, including medicine, food, clothing and other belongings, during past Caltrans camp sweeps.\u003c/p>\n\u003cp>Under the terms of a settlement announced a little over a year ago, Caltrans is paying out a total of $1.3 million to those whose property was destroyed in the sweeps. A reported 1,300 people have sought compensation so far, according to the Lawyers’ Committee for Civil Rights and the ACLU of Northern California, which brought the suit.\u003c/p>\n\u003cp>And as part of the settlement agreement, Caltrans agreed to take steps to avoid destroying camp residents’ property in the future. Those measures include giving 48 hours’ advance notice before clearing camps and storing seized belongings for at least 60 days.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Caltrans Pulling Toll Takers From Bay Area Bridges Amid Concern Over Coronavirus",
"title": "Caltrans Pulling Toll Takers From Bay Area Bridges Amid Concern Over Coronavirus",
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"content": "\u003cp>In the latest coronavirus-prompted departure from a longstanding Bay Area routine, Caltrans is pulling toll takers from all seven of the Bay Area's state-owned bridges at midnight Friday. \u003c/p>\n\u003cp>The Bay Area Toll Authority, which operates the bridges in conjunction with Caltrans, said the abrupt but temporary move is being made at the request of Gov. Gavin Newsom \"in order to minimize toll collectors’ and toll-paying customers’ risk of exposure to COVID-19 during the current public health emergency.\"\u003c/p>\n\u003cp>The decision will affect about 250 Caltrans employees — toll takers, cash handlers and toll-booth cleaners — at the Antioch, Benicia-Martinez, Carquinez, Richmond-San Rafael, Bay, San Mateo and Dumbarton bridges. Caltrans is expected to assign those workers to other duties. \u003c/p>\n\u003cp>Those who use Fastrak electronic toll tags — now the majority of those who cross the state-owned bridges — will see no change in how they proceed through toll plazas or how they're billed. \u003c/p>\n\u003cp>Those who lack Fastrak tags should proceed through toll plazas without stopping, Caltrans says. Automated cameras will capture license-plate images and drivers will be billed through the mail for the cost of the toll only with no other processing fees. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bay Area transportation officials acknowledged that the suddenness of the change may cause confusion — and safety issues — for drivers heading through the toll plazas. \u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesman Randy Rentschler said it's important for drivers to understand they need to keep moving through the toll plazas without stopping. \u003c/p>\n\u003cp>\"Those people who are always accustomed to stopping at the toll plaza — for safety reasons they need to know that they just need to go straight through,\" Rentschler said. \"Don't stop.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The changes taking effect at midnight Friday do not affect the Golden Gate Bridge, which is operated by a separate agency and began automatic toll collection in 2013. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the latest coronavirus-prompted departure from a longstanding Bay Area routine, Caltrans is pulling toll takers from all seven of the Bay Area's state-owned bridges at midnight Friday. \u003c/p>\n\u003cp>The Bay Area Toll Authority, which operates the bridges in conjunction with Caltrans, said the abrupt but temporary move is being made at the request of Gov. Gavin Newsom \"in order to minimize toll collectors’ and toll-paying customers’ risk of exposure to COVID-19 during the current public health emergency.\"\u003c/p>\n\u003cp>The decision will affect about 250 Caltrans employees — toll takers, cash handlers and toll-booth cleaners — at the Antioch, Benicia-Martinez, Carquinez, Richmond-San Rafael, Bay, San Mateo and Dumbarton bridges. Caltrans is expected to assign those workers to other duties. \u003c/p>\n\u003cp>Those who use Fastrak electronic toll tags — now the majority of those who cross the state-owned bridges — will see no change in how they proceed through toll plazas or how they're billed. \u003c/p>\n\u003cp>Those who lack Fastrak tags should proceed through toll plazas without stopping, Caltrans says. Automated cameras will capture license-plate images and drivers will be billed through the mail for the cost of the toll only with no other processing fees. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bay Area transportation officials acknowledged that the suddenness of the change may cause confusion — and safety issues — for drivers heading through the toll plazas. \u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesman Randy Rentschler said it's important for drivers to understand they need to keep moving through the toll plazas without stopping. \u003c/p>\n\u003cp>\"Those people who are always accustomed to stopping at the toll plaza — for safety reasons they need to know that they just need to go straight through,\" Rentschler said. \"Don't stop.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The changes taking effect at midnight Friday do not affect the Golden Gate Bridge, which is operated by a separate agency and began automatic toll collection in 2013. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It’s 5 a.m., and the thermostat reads 44 degrees F. Cars round the bend of an off-ramp of state Route 24 in northern Oakland, spraying bands of light across Norm Ciha and his neighbors. They wear headlamps so they can see in the dark as they gather their belongings: tents, clothes, cooking gear, carts piled with blankets, children’s shoes and, in one case, a set of golf clubs.\u003c/p>\n\u003cp>Shredder, Ciha’s dog, takes a treat, then lets it fall from his mouth. He whines as Ciha walks away with a camping mattress. “I can leave him all day in the tent and he’s fine, but he freaks out every time we have to move,” Ciha says.\u003c/p>\n\u003cp>Every other week, the residents of this thin slice of state-owned land just off the freeway pack up their possessions and move to another empty lot nearby; they aren’t quite sure who owns it. They move in anticipation of the routine sweeps of homeless encampments ordered by the California Department of Transportation, which has jurisdiction over the state’s highways and exit ramps.\u003c/p>\n\u003cp>The highway crews check that the area is clear of people and their belongings, throwing away any items that remain. Once the trucks leave, the residents move back in. Ciha and his neighbors call it “the Caltrans Shuffle.”\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Eric Tars, legal director of the National Law Center on Homelessness & Poverty\"]‘If cities spent half the energy on trying to provide access to sanitation as they did on trying to find constitutional ways to take people’s belongings, they could address homelessness.’[/pullquote]\u003c/p>\n\u003cp>Their makeshift neighborhood of tarps and tents is built on one of thousands of public spaces across California where people have set up camp. The state’s homeless population has ballooned in recent years; in 2019, there were more than 150,000 homeless people in California, according to the U.S. Department of Housing and Urban Development, and 72% of them did not have shelter.\u003c/p>\n\u003cp>A range of health concerns has spread among homeless communities. A few years ago, hepatitis A, spread primarily through feces, infected more than 700 people in California, \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/CDPH%20Document%20Library/Immunization/2016-18CAOutbreakAssociatedDrugUseHomelessness.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">most of them homeless,\u003c/a> according to state officials. Ancient diseases, such as typhus,\u003ca href=\"https://www.theatlantic.com/health/archive/2019/03/typhus-tuberculosis-medieval-diseases-spreading-homeless/584380/\" target=\"_blank\" rel=\"noopener noreferrer\"> have resurged\u003c/a>. Homeless people are\u003ca href=\"https://khn.org/news/the-homeless-are-dying-in-record-numbers-on-the-streets-of-l-a/\" target=\"_blank\" rel=\"noopener noreferrer\"> dying in record numbers\u003c/a> on the streets of Los Angeles, according to data from the county coroner.\u003c/p>\n\u003cp>Communities up and down California, increasingly frustrated with the growing number of homeless people living on public property, have tasked police and sanitation workers with dismantling encampments that they say pollute public areas and pose serious risk of fire, violence and disease. The rousting and cleanups have become a daily occurrence around the state, involving an array of state and local agencies.\u003c/p>\n\u003cp>But the response from officials has prompted a public health crisis all its own, according to interviews with dozens of homeless people and their advocates. Personal possessions, including medicines and necessary medical devices, are routinely thrown away. It’s a quotidian event that Leilani Farha, the United Nations special rapporteur on adequate housing, described as a “cruelty” that she hasn’t seen in other impoverished corners of the world.\u003c/p>\n\u003cp>Ciha, who is 57, learned the hard way that living on the street means his belongings can be taken in an instant.\u003c/p>\n\u003cp>In November 2018, when he was camping by an Ikea in nearby Emeryville, the California Highway Patrol and Caltrans employees showed up unannounced. He was out buying a tent when they arrived, and the crew designated his belongings as garbage. His fellow campers protested and grabbed what they could. Ciha returned and asked for time to gather his things. But everything, he says, was just thrown into a trash compactor.\u003c/p>\n\u003cp>Along with his bedding and clothes, he lost three weeks of an eight-week supply of the medication he’d been prescribed to treat hepatitis C. He’d gotten the medicine through Medi-Cal. Though the drugs were almost certainly purchased at a discount, Ciha’s course of treatment retails for around $40,000.\u003c/p>\n\u003cp>In 2018, a federal court case involving a camping ban in Boise, Idaho, determined that cities can’t cite people for sleeping on public property when there’s nowhere else to go. It doesn’t, however, determine rules about their possessions. That question has been argued for decades, with\u003ca href=\"https://nlchp.org/wp-content/uploads/2018/10/Tent_City_USA_2017.pdf\" target=\"_blank\" rel=\"noopener noreferrer\"> multiple courts\u003c/a> determining that destroying or confiscating property without notice is a violation of the constitutional right to personal property. Cities rarely, if ever, fight those decisions, which means there’s been no precedent set by a higher court.\u003c/p>\n\u003cfigure id=\"attachment_11795326\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-800x532.jpg\" alt=\"The California Department of Transportation is required to post notices of cleanups before clearing out homeless encampments on state property. But housing advocates, who say the agency doesn't always comply with the rules, are suing the state over seized belongings.\" width=\"800\" height=\"532\" class=\"size-medium wp-image-11795326\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-1200x799.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52.jpg 1800w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The California Department of Transportation is required to post notices of cleanups before clearing out homeless encampments on state property. But housing advocates, who say the agency doesn’t always comply with the rules, are suing the state over seized belongings. \u003ccite>(Anna Maria Barry-Jester/Kaiser Health News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lawsuits in California have made the issue more visible in the state than in other places, even though this is a nationwide problem, says \u003ca href=\"https://nlchp.org/about/our-staff/\" target=\"_blank\" rel=\"noopener noreferrer\">Eric Tars\u003c/a>, legal director of the National Law Center on Homelessness & Poverty. Today, many California cities have policies that either prevent seizing belongings or require storage, but public health and safety exceptions often allow for things to be thrown away without notice.\u003c/p>\n\u003cp>“If cities spent half the energy on trying to provide access to sanitation as they did on trying to find constitutional ways to take people’s belongings, they could address homelessness,” Tars says.\u003c/p>\n\u003cp>The city of San Francisco contends that it stores people’s belongings when they are seized — a policy that resulted from a settlement of an earlier lawsuit. But advocates for the homeless, including \u003ca href=\"https://sociology.berkeley.edu/graduate-student/chris-herring\" target=\"_blank\" rel=\"noopener noreferrer\">Chris Herring\u003c/a>, a doctoral student in sociology at University of California, Berkeley, say that doesn’t always happen.\u003c/p>\n\u003cp>[pullquote size=\"small\" align=\"right\" citation=\"Chris Herring, a doctoral student in sociology at University of California, Berkeley,\"]‘[The city will] say we’re just asking people to move, but if you’re being asked that over and over and you have nowhere to go, and people are acting like you’re worthless or they’re scared of you, that affects you fast.’[/pullquote]Herring has been embedding himself in San Francisco’s homeless community off and on for years. He spent nine months in 2014 and 2015 living on the street, for example, and another year studying the police, public health and sanitation workers tasked with cleaning encampments.\u003c/p>\n\u003cp>Herring says he has witnessed people refusing medical help because they didn’t want to leave their things behind, and says he knows others who lost jobs after missing shifts to salvage personal items. An elderly man, so ill he lay paralyzed on the sidewalk, once called Herring and asked him to look after his stuff before he called 911.\u003c/p>\n\u003cp>Los Angeles has limited the amount of personal property people can carry with them or store on public property, saying it must fit inside a 60-gallon container — the equivalent of a medium-sized outdoor trash bin. Several homeless residents\u003ca href=\"https://la.curbed.com/2019/7/18/20699345/homeless-camps-seizures-lawsuit-constitutional\" target=\"_blank\" rel=\"noopener noreferrer\"> are suing\u003c/a> the city over the rule.\u003c/p>\n\u003cp>In Oakland, up the hill from where Ciha camps, Caltrans posts advisories about scheduled cleanups, notifying people when they will come through. Caltrans policy requires the postings, but an ongoing \u003ca href=\"http://sanchezlawsuit.com/\" target=\"_blank\" rel=\"noopener noreferrer\">class-action lawsuit\u003c/a> against Caltrans claims that policy isn’t always followed, and that the sweeps are a violation of people’s constitutional right to private property.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Ciha has joined the suit. Another defendant says Caltrans took her walker, which she was using because an infected wound made it difficult for her to get around. Others have lost ID cards and prescriptions, a setback for making appointments or receiving benefits, according to one of the lawyers on the case, Osha Neumann.\u003c/p>\n\u003cp>Caltrans workers say they hate doing the cleanups. \u003c/p>\n\u003cp>“It’s like 100 times worse than it was just a few years ago,” says Steve Crouch, director of public employees for Local 39 of the International Union of Operating Engineers, which represents Caltrans workers. “One of the biggest gripes they have is having to clean up the homeless encampments. It’s a nasty job.”\u003c/p>\n\u003cp>The sweeps also cause psychological pain. Ciha and his neighbors talk about how horrible it is when people driving by throw garbage at them. Herring says the trauma of living on the streets is so intense he hasn’t yet figured out how to write about it in his academic work. “[The city will] say we’re just asking people to move, but if you’re being asked that over and over and you have nowhere to go, and people are acting like you’re worthless or they’re scared of you, that affects you fast,” Herring says.\u003c/p>\n\u003cp>Ciha got tested for hep C after a friend went from healthy to sick in a matter of months. When Ciha was prescribed the treatment, the doctor told him he shouldn’t miss a dose. After his things were discarded, he wandered around Oakland for a week, he says, sleeping in random places.\u003c/p>\n\u003cfigure id=\"attachment_11795336\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/ciha1_custom-122cb834abf574021801eda809eff8866345a8c7-s800-c85-800x532.jpg\" alt='Every other week, Norm Ciha and his homeless neighbors temporarily relocate their camp from land alongside a freeway offramp in Oakland, to a nearby vacant lot — until state cleanup crews have come and gone. They call it \"the Caltrans Shuffle.\"' width=\"800\" height=\"532\" class=\"size-medium wp-image-11795336\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha1_custom-122cb834abf574021801eda809eff8866345a8c7-s800-c85.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha1_custom-122cb834abf574021801eda809eff8866345a8c7-s800-c85-160x106.jpg 160w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Every other week, Norm Ciha and his homeless neighbors temporarily relocate their camp from land alongside a freeway offramp in Oakland, to a nearby vacant lot — until state cleanup crews have come and gone. They call it “the Caltrans Shuffle.” \u003ccite>(Anna Maria Barry-Jester/Kaiser Health News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He eventually stumbled across the encampment he now calls home; he likes it because it has only a few people and, for the most part, everyone keeps their area clean and drama-free.\u003c/p>\n\u003cp>[aside tag=\"homelessness\" label=\"Related Coverage\"]Ciha went back to the doctor after he moved in and was able to get a refill of his prescription. But he’d gone a week without treatment and hasn’t been back since, to see if his hep C is cured.\u003c/p>\n\u003cp>He has since grown accustomed to the Caltrans Shuffle. In the hours before last month’s sweep, he first lugged his cot to the nearby lot. Then his camping mattress and a plastic bin with pots, pans and utensils. Shredder’s food bowl. A cart holding a suitcase filled with bright-white teddy bears that remind him of his mom, a badminton racket, a comforter and a small landscape painting. Things he’ll use, he says, when he gets a place.\u003c/p>\n\u003cp>He’d moved his belongings and was standing on the sidewalk by the time the Caltrans crew arrived, with two police escorts and five trucks. One of Ciha’s neighbors threw garbage into the back of one of the trucks, while workers checked the property. As the cleanup crew packed up, Ciha stood in the lot next door eating a peanut butter and jelly sandwich. The sun was now above the horizon pushing out the morning cold. He would rest a few minutes, and then move back home.\u003c/p>\n\u003cp>\u003cem>This story was produced by \u003c/em>\u003ca href=\"http://khn.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Kaiser Health News\u003c/a>\u003cem>, which publishes \u003c/em>\u003ca href=\"http://californiahealthline.org/\" target=\"_blank\" rel=\"noopener noreferrer\">California Healthline\u003c/a>\u003cem>, an editorially independent service of the \u003c/em>\u003ca href=\"https://www.chcf.org/\" target=\"_blank\" rel=\"noopener noreferrer\">California Health Care Foundation\u003c/a>\u003cem>. KHN is not affiliated with Kaiser Permanente.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2020 Kaiser Health News. To see more, visit \u003ca href=\"http://www.kaiserhealthnews.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Kaiser Health News\u003c/a>.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Sweeps+Of+Homeless+Camps+In+California+Aggravate+Key+Health+Issues&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s 5 a.m., and the thermostat reads 44 degrees F. Cars round the bend of an off-ramp of state Route 24 in northern Oakland, spraying bands of light across Norm Ciha and his neighbors. They wear headlamps so they can see in the dark as they gather their belongings: tents, clothes, cooking gear, carts piled with blankets, children’s shoes and, in one case, a set of golf clubs.\u003c/p>\n\u003cp>Shredder, Ciha’s dog, takes a treat, then lets it fall from his mouth. He whines as Ciha walks away with a camping mattress. “I can leave him all day in the tent and he’s fine, but he freaks out every time we have to move,” Ciha says.\u003c/p>\n\u003cp>Every other week, the residents of this thin slice of state-owned land just off the freeway pack up their possessions and move to another empty lot nearby; they aren’t quite sure who owns it. They move in anticipation of the routine sweeps of homeless encampments ordered by the California Department of Transportation, which has jurisdiction over the state’s highways and exit ramps.\u003c/p>\n\u003cp>The highway crews check that the area is clear of people and their belongings, throwing away any items that remain. Once the trucks leave, the residents move back in. Ciha and his neighbors call it “the Caltrans Shuffle.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Their makeshift neighborhood of tarps and tents is built on one of thousands of public spaces across California where people have set up camp. The state’s homeless population has ballooned in recent years; in 2019, there were more than 150,000 homeless people in California, according to the U.S. Department of Housing and Urban Development, and 72% of them did not have shelter.\u003c/p>\n\u003cp>A range of health concerns has spread among homeless communities. A few years ago, hepatitis A, spread primarily through feces, infected more than 700 people in California, \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/CDPH%20Document%20Library/Immunization/2016-18CAOutbreakAssociatedDrugUseHomelessness.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">most of them homeless,\u003c/a> according to state officials. Ancient diseases, such as typhus,\u003ca href=\"https://www.theatlantic.com/health/archive/2019/03/typhus-tuberculosis-medieval-diseases-spreading-homeless/584380/\" target=\"_blank\" rel=\"noopener noreferrer\"> have resurged\u003c/a>. Homeless people are\u003ca href=\"https://khn.org/news/the-homeless-are-dying-in-record-numbers-on-the-streets-of-l-a/\" target=\"_blank\" rel=\"noopener noreferrer\"> dying in record numbers\u003c/a> on the streets of Los Angeles, according to data from the county coroner.\u003c/p>\n\u003cp>Communities up and down California, increasingly frustrated with the growing number of homeless people living on public property, have tasked police and sanitation workers with dismantling encampments that they say pollute public areas and pose serious risk of fire, violence and disease. The rousting and cleanups have become a daily occurrence around the state, involving an array of state and local agencies.\u003c/p>\n\u003cp>But the response from officials has prompted a public health crisis all its own, according to interviews with dozens of homeless people and their advocates. Personal possessions, including medicines and necessary medical devices, are routinely thrown away. It’s a quotidian event that Leilani Farha, the United Nations special rapporteur on adequate housing, described as a “cruelty” that she hasn’t seen in other impoverished corners of the world.\u003c/p>\n\u003cp>Ciha, who is 57, learned the hard way that living on the street means his belongings can be taken in an instant.\u003c/p>\n\u003cp>In November 2018, when he was camping by an Ikea in nearby Emeryville, the California Highway Patrol and Caltrans employees showed up unannounced. He was out buying a tent when they arrived, and the crew designated his belongings as garbage. His fellow campers protested and grabbed what they could. Ciha returned and asked for time to gather his things. But everything, he says, was just thrown into a trash compactor.\u003c/p>\n\u003cp>Along with his bedding and clothes, he lost three weeks of an eight-week supply of the medication he’d been prescribed to treat hepatitis C. He’d gotten the medicine through Medi-Cal. Though the drugs were almost certainly purchased at a discount, Ciha’s course of treatment retails for around $40,000.\u003c/p>\n\u003cp>In 2018, a federal court case involving a camping ban in Boise, Idaho, determined that cities can’t cite people for sleeping on public property when there’s nowhere else to go. It doesn’t, however, determine rules about their possessions. That question has been argued for decades, with\u003ca href=\"https://nlchp.org/wp-content/uploads/2018/10/Tent_City_USA_2017.pdf\" target=\"_blank\" rel=\"noopener noreferrer\"> multiple courts\u003c/a> determining that destroying or confiscating property without notice is a violation of the constitutional right to personal property. Cities rarely, if ever, fight those decisions, which means there’s been no precedent set by a higher court.\u003c/p>\n\u003cfigure id=\"attachment_11795326\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-800x532.jpg\" alt=\"The California Department of Transportation is required to post notices of cleanups before clearing out homeless encampments on state property. But housing advocates, who say the agency doesn't always comply with the rules, are suing the state over seized belongings.\" width=\"800\" height=\"532\" class=\"size-medium wp-image-11795326\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52-1200x799.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha5_custom-38b7938a8f652e77b86c1896bd7ea675ccf7ee52.jpg 1800w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The California Department of Transportation is required to post notices of cleanups before clearing out homeless encampments on state property. But housing advocates, who say the agency doesn’t always comply with the rules, are suing the state over seized belongings. \u003ccite>(Anna Maria Barry-Jester/Kaiser Health News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lawsuits in California have made the issue more visible in the state than in other places, even though this is a nationwide problem, says \u003ca href=\"https://nlchp.org/about/our-staff/\" target=\"_blank\" rel=\"noopener noreferrer\">Eric Tars\u003c/a>, legal director of the National Law Center on Homelessness & Poverty. Today, many California cities have policies that either prevent seizing belongings or require storage, but public health and safety exceptions often allow for things to be thrown away without notice.\u003c/p>\n\u003cp>“If cities spent half the energy on trying to provide access to sanitation as they did on trying to find constitutional ways to take people’s belongings, they could address homelessness,” Tars says.\u003c/p>\n\u003cp>The city of San Francisco contends that it stores people’s belongings when they are seized — a policy that resulted from a settlement of an earlier lawsuit. But advocates for the homeless, including \u003ca href=\"https://sociology.berkeley.edu/graduate-student/chris-herring\" target=\"_blank\" rel=\"noopener noreferrer\">Chris Herring\u003c/a>, a doctoral student in sociology at University of California, Berkeley, say that doesn’t always happen.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘[The city will] say we’re just asking people to move, but if you’re being asked that over and over and you have nowhere to go, and people are acting like you’re worthless or they’re scared of you, that affects you fast.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Herring has been embedding himself in San Francisco’s homeless community off and on for years. He spent nine months in 2014 and 2015 living on the street, for example, and another year studying the police, public health and sanitation workers tasked with cleaning encampments.\u003c/p>\n\u003cp>Herring says he has witnessed people refusing medical help because they didn’t want to leave their things behind, and says he knows others who lost jobs after missing shifts to salvage personal items. An elderly man, so ill he lay paralyzed on the sidewalk, once called Herring and asked him to look after his stuff before he called 911.\u003c/p>\n\u003cp>Los Angeles has limited the amount of personal property people can carry with them or store on public property, saying it must fit inside a 60-gallon container — the equivalent of a medium-sized outdoor trash bin. Several homeless residents\u003ca href=\"https://la.curbed.com/2019/7/18/20699345/homeless-camps-seizures-lawsuit-constitutional\" target=\"_blank\" rel=\"noopener noreferrer\"> are suing\u003c/a> the city over the rule.\u003c/p>\n\u003cp>In Oakland, up the hill from where Ciha camps, Caltrans posts advisories about scheduled cleanups, notifying people when they will come through. Caltrans policy requires the postings, but an ongoing \u003ca href=\"http://sanchezlawsuit.com/\" target=\"_blank\" rel=\"noopener noreferrer\">class-action lawsuit\u003c/a> against Caltrans claims that policy isn’t always followed, and that the sweeps are a violation of people’s constitutional right to private property.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Ciha has joined the suit. Another defendant says Caltrans took her walker, which she was using because an infected wound made it difficult for her to get around. Others have lost ID cards and prescriptions, a setback for making appointments or receiving benefits, according to one of the lawyers on the case, Osha Neumann.\u003c/p>\n\u003cp>Caltrans workers say they hate doing the cleanups. \u003c/p>\n\u003cp>“It’s like 100 times worse than it was just a few years ago,” says Steve Crouch, director of public employees for Local 39 of the International Union of Operating Engineers, which represents Caltrans workers. “One of the biggest gripes they have is having to clean up the homeless encampments. It’s a nasty job.”\u003c/p>\n\u003cp>The sweeps also cause psychological pain. Ciha and his neighbors talk about how horrible it is when people driving by throw garbage at them. Herring says the trauma of living on the streets is so intense he hasn’t yet figured out how to write about it in his academic work. “[The city will] say we’re just asking people to move, but if you’re being asked that over and over and you have nowhere to go, and people are acting like you’re worthless or they’re scared of you, that affects you fast,” Herring says.\u003c/p>\n\u003cp>Ciha got tested for hep C after a friend went from healthy to sick in a matter of months. When Ciha was prescribed the treatment, the doctor told him he shouldn’t miss a dose. After his things were discarded, he wandered around Oakland for a week, he says, sleeping in random places.\u003c/p>\n\u003cfigure id=\"attachment_11795336\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/ciha1_custom-122cb834abf574021801eda809eff8866345a8c7-s800-c85-800x532.jpg\" alt='Every other week, Norm Ciha and his homeless neighbors temporarily relocate their camp from land alongside a freeway offramp in Oakland, to a nearby vacant lot — until state cleanup crews have come and gone. They call it \"the Caltrans Shuffle.\"' width=\"800\" height=\"532\" class=\"size-medium wp-image-11795336\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha1_custom-122cb834abf574021801eda809eff8866345a8c7-s800-c85.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/ciha1_custom-122cb834abf574021801eda809eff8866345a8c7-s800-c85-160x106.jpg 160w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Every other week, Norm Ciha and his homeless neighbors temporarily relocate their camp from land alongside a freeway offramp in Oakland, to a nearby vacant lot — until state cleanup crews have come and gone. They call it “the Caltrans Shuffle.” \u003ccite>(Anna Maria Barry-Jester/Kaiser Health News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He eventually stumbled across the encampment he now calls home; he likes it because it has only a few people and, for the most part, everyone keeps their area clean and drama-free.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Ciha went back to the doctor after he moved in and was able to get a refill of his prescription. But he’d gone a week without treatment and hasn’t been back since, to see if his hep C is cured.\u003c/p>\n\u003cp>He has since grown accustomed to the Caltrans Shuffle. In the hours before last month’s sweep, he first lugged his cot to the nearby lot. Then his camping mattress and a plastic bin with pots, pans and utensils. Shredder’s food bowl. A cart holding a suitcase filled with bright-white teddy bears that remind him of his mom, a badminton racket, a comforter and a small landscape painting. Things he’ll use, he says, when he gets a place.\u003c/p>\n\u003cp>He’d moved his belongings and was standing on the sidewalk by the time the Caltrans crew arrived, with two police escorts and five trucks. One of Ciha’s neighbors threw garbage into the back of one of the trucks, while workers checked the property. As the cleanup crew packed up, Ciha stood in the lot next door eating a peanut butter and jelly sandwich. The sun was now above the horizon pushing out the morning cold. He would rest a few minutes, and then move back home.\u003c/p>\n\u003cp>\u003cem>This story was produced by \u003c/em>\u003ca href=\"http://khn.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Kaiser Health News\u003c/a>\u003cem>, which publishes \u003c/em>\u003ca href=\"http://californiahealthline.org/\" target=\"_blank\" rel=\"noopener noreferrer\">California Healthline\u003c/a>\u003cem>, an editorially independent service of the \u003c/em>\u003ca href=\"https://www.chcf.org/\" target=\"_blank\" rel=\"noopener noreferrer\">California Health Care Foundation\u003c/a>\u003cem>. KHN is not affiliated with Kaiser Permanente.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2020 Kaiser Health News. To see more, visit \u003ca href=\"http://www.kaiserhealthnews.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Kaiser Health News\u003c/a>.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Sweeps+Of+Homeless+Camps+In+California+Aggravate+Key+Health+Issues&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Safety Board Says CHP, Caltrans Lapses Played Part in Delayed Repairs Before Fatal Tesla Crash",
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"headTitle": "Safety Board Says CHP, Caltrans Lapses Played Part in Delayed Repairs Before Fatal Tesla Crash | KQED",
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"content": "\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The National Transportation Safety Board says a lapse in communications between the California Highway Patrol and Caltrans played a part in maintenance crews’ failure to repair a critical piece of highway safety equipment in the days before the fatal March 2018 crash of a Tesla SUV on U.S. 101 in Mountain View.\u003c/p>\n\u003cp>The NTSB documented the repair delays in \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20190909.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">a safety recommendation report\u003c/a> that found Caltrans’ program for prompt repair of traffic safety hardware has been “ineffective.” It urged the state to take steps to improve the situation.\u003c/p>\n\u003cp>The safety report focused on a damaged crash attenuator at the site where Apple software engineer Walter Huang, 38, \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener noreferrer\">smashed into a highway divider\u003c/a> in his recently purchased Tesla Model X.\u003c/p>\n\u003cp>Huang was cruising with the vehicle’s Autopilot driver-assist system engaged at the time of the crash, which occurred at a left-side exit from southbound 101 to Highway 85. The NTSB said in \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" target=\"_blank\" rel=\"noopener noreferrer\">a June 2018 preliminary report\u003c/a> on the incident that Huang’s hands were not on the steering wheel as the car accelerated to 71 mph at impact.\u003c/p>\n\u003cp>Tesla immediately noted that the crash attenuator at the site was damaged and suggested that was the key factor in the severity of the collision. The CHP said the device had been damaged on March 12, 2018 — 11 days before the fatal crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Crash attenuators are designed to protect motorists by absorbing some of the energy generated by high-speed collisions with fixed objects, and the NTSB report points to the first of the two March 2018 wrecks as an example of their potential effectiveness.\u003c/p>\n\u003cp>The document says that on the night of March 12, a 31-year-old male driving a Toyota Prius southbound on U.S. 101 hit the intact attenuator at a speed “in excess of 75 mph.” The driver, who was wearing his seat belt, survived with a broken finger and a small but potentially dangerous tear to one layer of his aorta.\u003c/p>\n\u003cp>The NTSB report says that a review of data from the Prius’ event recorder showed that “the collision forces experienced by the Toyota driver were significantly lower than those resulting from the later (Tesla) crash with the damaged, nonoperational attenuator.” That was due, the reports says, to the attenuator reducing the collision forces in the Toyota crash.\u003c/p>\n\u003cfigure id=\"attachment_11773267\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11773267\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg\" alt=\"\" width=\"800\" height=\"524\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-800x524.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1020x668.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a-1200x786.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/101attenuator190909a.jpg 1919w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The damaged crash attenuator involved in two March 2018 crashes on U.S. 101, right, and an undamaged crash attenuator. \u003ccite>(Caltrans via National Transportation Safety Board)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The safety board said that, in a breach of standard protocol, the CHP did not alert Caltrans that the crash device had been damaged. It wasn’t until March 20, eight days after the Toyota crash, that a Caltrans maintenance crew happened across the location and advised a supervisor that a repair was needed.\u003c/p>\n\u003cp>The board report says the unidentified supervisor ordered the crew to place cones and a barricade at the site until repairs could be made. But staffing issues, bad weather and bureaucratic delays got in the way of a quick repair.\u003c/p>\n\u003cp>“The maintenance supervisor told the NTSB that staffing shortages, other necessary repair work, and 12-hour storm patrol shifts that were required on March 21 and 22 delayed the immediate repair of the attenuator,” the report says. “In addition, the supervisor did not have a replacement crash attenuator at the local maintenance facility and had to call other facilities to find one. When two crash attenuators were found at a neighboring Caltrans maintenance facility, the supervisor had to obtain higher management approval from Caltrans District 4 to install them at the crash location because they had been reserved for installation at other locations.”\u003c/p>\n\u003cp>It wasn’t until March 26, three days after Huang died, that the crash attenuator was replaced. Huang’s family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\" target=\"_blank\" rel=\"noopener noreferrer\">filed a lawsuit\u003c/a> against Tesla and Caltrans earlier this year.\u003c/p>\n\u003cp>The report notes that crashes at the site are frequent, with at least five vehicles striking the attenuator there in the three years before the fatal 2018 crash – more than at any other left-exit location in the Bay Area.\u003c/p>\n\u003cp>At least one of those earlier crashes also involved a vehicle slamming into a non-operational crash device. In November 2015, Phiet Truong, 67, of San Jose, suffered fatal injuries after driving his Lexus sedan into the attenuator, which had been damaged 45 days earlier. Caltrans replaced the safety device a month after Truong was killed.\u003c/p>\n\u003cp>The NTSB said the repeated failures to promptly repair or replace the attenuators at the crash site violated a long list of Caltrans policies that are supposed to ensure the timely repair of traffic safety hardware.\u003c/p>\n\u003cp>The CHP did not respond immediately to a request for comment. Caltrans spokesman Matt Rocco issued a brief statement: “Safety remains Caltrans’ top priority. We are in the process of reviewing today’s report in conjunction with the California State Transportation Agency to determine the next steps.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The CSTA is the parent organization for both Caltrans and the CHP.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Big BART Project in Lafayette Promises Major Weekend Delays for Riders – and Drivers",
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"content": "\u003cp>BART is giving riders a heads-up that a major reconstruction project on its Antioch-Millbrae line will have a major impact on weekend trips in Contra Costa County starting this Friday night. \u003c/p>\n\u003cp>But the project — which will replace a mile of nearly 50-year-old rails, electrical equipment and other trackside gear near the Lafayette Station — includes a major wrinkle: two lanes of the adjacent freeway, Highway 24, will also be shut down for six separate weekends between now and late October. \u003c/p>\n\u003cp>And that means that drivers headed eastbound from Oakland through the Caldecott Tunnel into Contra Costa County may see some major delays on their weekend trips during the project, which begins at 11 p.m. this Friday night.\u003c/p>\n\u003cp>[aside label=\"More BART Coverage\" tag=\"bart\"]\u003c/p>\n\u003cp>The weekend lane closures are necessary because BART needs to use a 265-ton crane to facilitate the work, which will involve lifting hundreds of 80-foot rail sections, each weighing thousands of pounds, into place. The only place to put the crane: in two left-hand lanes of eastbound Highway 24. \u003c/p>\n\u003cp>Both BART and Caltrans are trying to get the word out that travelers, and especially drivers, should prepare for the delays and avoid the area if they can. \u003c/p>\n\u003cp>\"We do expect that if motorists don't take other routes, we're going to very quickly get to a 30-minute backup that will be 3 miles or more long, almost all the way back to the Caldecott Tunnel,\" Bart Ney, spokesman for Caltrans District 4, said Tuesday. \"That's what we saw when there was a trial run of the work a couple weekends ago.\"\u003c/p>\n\u003cp>Ney said Caltrans will monitor the backup and has worked out a plan with BART if it's worse than expected. \u003c/p>\n\u003cp>\"If we see that type of backup again, we can call into them and have them pick up half the closure\" — one lane — and restore the traffic through the area,\" Ney said. \u003c/p>\n\u003cp>BART spokesman Chris Filippi said that having to reduce the closure from two lanes to one will affect the project's work schedule.\u003c/p>\n\u003cp>\"If that happens, it will slow down the work, because we'll have to restage some of the equipment, we'll have to move things around,\" Filippi said. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART riders on the Antioch-Millbrae line can also expect long delays getting through Contra Costa County.\u003c/p>\n\u003cp> On the six weekends where tracks will be completely shut down, no trains will run between the Orinda and Walnut Creek stations. BART will provide buses between those points -- but the buses from Orinda will be forced to go through whatever traffic jam forms on eastbound Highway 24. \u003c/p>\n\u003cp>\"The buses are free, but they're going to get stuck in traffic,\" Filippi said. \"When we've done past track shutdowns, we've told folks on BART to expect delays of about 20 minutes. But in this case we're more than doubling it — we're going to 40 minutes and telling people that it could even go above that, to 40 minutes or more.\" \u003c/p>\n\u003cp>BART says the six weekends on which the tracks will be completely shut down are: \u003c/p>\n\u003cul>\n\u003cli>This weekend, Aug. 17-18\u003c/li>\n\u003cli>Labor Day weekend, Aug. 31-Sept. 2\u003c/li>\n\u003cli>Sept. 14-15\u003c/li>\n\u003cli>Sept. 28-29\u003c/li>\n\u003cli>Oct. 12-13\u003c/li>\n\u003cli>Oct. 26-27\u003c/li>\n\u003c/ul>\n\u003cp>On each shutdown weekend, BART plans to begin work and close two eastbound Highway 24 lanes at 11 p.m. on Friday evenings. The two lanes — the No. 1 and 2 lanes, or those on the left of the roadway — will remain closed until Monday mornings, when one lane will reopen at 6 a.m. and the second at 7 a.m. \u003c/p>\n\u003cp>The project will also affect Highway 24 traffic and BART service on four other weekends, with the agency single-tracking trains on four upcoming Saturdays: Aug. 24, Sept. 7, Sept. 21 and Oct. 19. Overnight shutdowns of two of the freeway's eastbound lanes will occur on those dates, too, running from 11 p.m. on Friday evenings to 7 a.m. Saturday mornings and 11 p.m. Saturday evenings through 9 a.m. Sunday mornings. \u003c/p>\n\u003cp>BART is paying for the work with funds from 2016's $3.5 Measure RR. That $3.5 billion measure will also pay for the next round of BART track replacement, scheduled sometime next year near the Orinda Station. \u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART is giving riders a heads-up that a major reconstruction project on its Antioch-Millbrae line will have a major impact on weekend trips in Contra Costa County starting this Friday night. \u003c/p>\n\u003cp>But the project — which will replace a mile of nearly 50-year-old rails, electrical equipment and other trackside gear near the Lafayette Station — includes a major wrinkle: two lanes of the adjacent freeway, Highway 24, will also be shut down for six separate weekends between now and late October. \u003c/p>\n\u003cp>And that means that drivers headed eastbound from Oakland through the Caldecott Tunnel into Contra Costa County may see some major delays on their weekend trips during the project, which begins at 11 p.m. this Friday night.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The weekend lane closures are necessary because BART needs to use a 265-ton crane to facilitate the work, which will involve lifting hundreds of 80-foot rail sections, each weighing thousands of pounds, into place. The only place to put the crane: in two left-hand lanes of eastbound Highway 24. \u003c/p>\n\u003cp>Both BART and Caltrans are trying to get the word out that travelers, and especially drivers, should prepare for the delays and avoid the area if they can. \u003c/p>\n\u003cp>\"We do expect that if motorists don't take other routes, we're going to very quickly get to a 30-minute backup that will be 3 miles or more long, almost all the way back to the Caldecott Tunnel,\" Bart Ney, spokesman for Caltrans District 4, said Tuesday. \"That's what we saw when there was a trial run of the work a couple weekends ago.\"\u003c/p>\n\u003cp>Ney said Caltrans will monitor the backup and has worked out a plan with BART if it's worse than expected. \u003c/p>\n\u003cp>\"If we see that type of backup again, we can call into them and have them pick up half the closure\" — one lane — and restore the traffic through the area,\" Ney said. \u003c/p>\n\u003cp>BART spokesman Chris Filippi said that having to reduce the closure from two lanes to one will affect the project's work schedule.\u003c/p>\n\u003cp>\"If that happens, it will slow down the work, because we'll have to restage some of the equipment, we'll have to move things around,\" Filippi said. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART riders on the Antioch-Millbrae line can also expect long delays getting through Contra Costa County.\u003c/p>\n\u003cp> On the six weekends where tracks will be completely shut down, no trains will run between the Orinda and Walnut Creek stations. BART will provide buses between those points -- but the buses from Orinda will be forced to go through whatever traffic jam forms on eastbound Highway 24. \u003c/p>\n\u003cp>\"The buses are free, but they're going to get stuck in traffic,\" Filippi said. \"When we've done past track shutdowns, we've told folks on BART to expect delays of about 20 minutes. But in this case we're more than doubling it — we're going to 40 minutes and telling people that it could even go above that, to 40 minutes or more.\" \u003c/p>\n\u003cp>BART says the six weekends on which the tracks will be completely shut down are: \u003c/p>\n\u003cul>\n\u003cli>This weekend, Aug. 17-18\u003c/li>\n\u003cli>Labor Day weekend, Aug. 31-Sept. 2\u003c/li>\n\u003cli>Sept. 14-15\u003c/li>\n\u003cli>Sept. 28-29\u003c/li>\n\u003cli>Oct. 12-13\u003c/li>\n\u003cli>Oct. 26-27\u003c/li>\n\u003c/ul>\n\u003cp>On each shutdown weekend, BART plans to begin work and close two eastbound Highway 24 lanes at 11 p.m. on Friday evenings. The two lanes — the No. 1 and 2 lanes, or those on the left of the roadway — will remain closed until Monday mornings, when one lane will reopen at 6 a.m. and the second at 7 a.m. \u003c/p>\n\u003cp>The project will also affect Highway 24 traffic and BART service on four other weekends, with the agency single-tracking trains on four upcoming Saturdays: Aug. 24, Sept. 7, Sept. 21 and Oct. 19. Overnight shutdowns of two of the freeway's eastbound lanes will occur on those dates, too, running from 11 p.m. on Friday evenings to 7 a.m. Saturday mornings and 11 p.m. Saturday evenings through 9 a.m. Sunday mornings. \u003c/p>\n\u003cp>BART is paying for the work with funds from 2016's $3.5 Measure RR. That $3.5 billion measure will also pay for the next round of BART track replacement, scheduled sometime next year near the Orinda Station. \u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The family of a Foster City software engineer who died last year after his Tesla SUV crashed into a Silicon Valley freeway barrier has filed a lawsuit that blames the automaker and Caltrans for the fatal incident.\u003c/p>\n\u003cp>Walter Huang, 38, was killed March 23, 2018, when his Tesla Model X smashed into a lane divider on U.S. 101 in Mountain View. \u003c/p>\n\u003cp>A preliminary National Transportation Safety Board investigation \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener\" target=\"_blank\">found\u003c/a> that Huang did not have his hands on the vehicle’s steering wheel for the final 6 seconds before the crash and that the car accelerated sharply just prior to impact.\u003c/p>\n\u003cp>The \u003ca href=\"https://assets.documentcloud.org/documents/5985498/Complaint-Huang-v-Tesla-State-of-Calif-20190430.pdf\" rel=\"noopener\" target=\"_blank\">suit filed Tuesday\u003c/a> in Santa Clara County Superior Court on behalf of Huang’s wife and two children takes aim at \u003ca href=\"https://www.tesla.com/VehicleSafetyReport\" rel=\"noopener\" target=\"_blank\">claims from Tesla\u003c/a> that its often-updated Autopilot driver-assist system enhances its vehicles’ safety. \u003c/p>\n\u003cp>“Mrs. Huang lost her husband and two children lost their father because Tesla is beta testing its Autopilot software on live drivers,” B. Mark Fong, one of the lawyers representing the family, said in a statement. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The lawsuit also alleges that despite Tesla’s advertising and promotion of its cars as “state of the art,” automated systems in the Model X were deficient and lagged behind offerings from other automakers. \u003c/p>\n\u003cp>The vehicle lacked a “properly designed crash avoidance system,” the complaint says, citing the lack of an automatic emergency braking system similar those the suit states were already available on other cars when Huang bought his Model X in late 2017. \u003c/p>\n\u003cp>A Tesla spokesperson declined to comment on the lawsuit. But the company says that all of its cars, including the Model X, now come equipped with automatic emergency braking.\u003c/p>\n\u003cp>The lawsuit also accuses Caltrans of contributing to Huang’s death by failing to maintain a roadside safety device at the site of the crash. \u003c/p>\n\u003cp>As Huang drove southbound in U.S. 101 left lane, his Model X approached a left-side exit lane for Highway 85. A concrete wall divides the two lanes near the point where they diverged — an area commonly known as a gore point.\u003c/p>\n\u003cp>Caltrans had installed a crash attenuator — a device meant to collapse and dissipate the energy of crashing vehicles and stop them from hitting roadside hazards like the concrete lane divider at the Highway 85 exit — at the collision site. \u003c/p>\n\u003cp>But the device had been left unrepaired after a vehicle struck it about 11 days before the Huang incident. In its damaged state, the attenuator did little reduce the impact when Huang’s Model X hit it at 70 mph. \u003c/p>\n\u003cp>Failure to maintain the crash attenuator or to alert drivers to the danger amounted to steering motorists into “a trap,” the lawsuit says. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A Caltrans spokesperson said the agency cannot discuss pending litigation. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The family of a Foster City software engineer who died last year after his Tesla SUV crashed into a Silicon Valley freeway barrier has filed a lawsuit that blames the automaker and Caltrans for the fatal incident.\u003c/p>\n\u003cp>Walter Huang, 38, was killed March 23, 2018, when his Tesla Model X smashed into a lane divider on U.S. 101 in Mountain View. \u003c/p>\n\u003cp>A preliminary National Transportation Safety Board investigation \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener\" target=\"_blank\">found\u003c/a> that Huang did not have his hands on the vehicle’s steering wheel for the final 6 seconds before the crash and that the car accelerated sharply just prior to impact.\u003c/p>\n\u003cp>The \u003ca href=\"https://assets.documentcloud.org/documents/5985498/Complaint-Huang-v-Tesla-State-of-Calif-20190430.pdf\" rel=\"noopener\" target=\"_blank\">suit filed Tuesday\u003c/a> in Santa Clara County Superior Court on behalf of Huang’s wife and two children takes aim at \u003ca href=\"https://www.tesla.com/VehicleSafetyReport\" rel=\"noopener\" target=\"_blank\">claims from Tesla\u003c/a> that its often-updated Autopilot driver-assist system enhances its vehicles’ safety. \u003c/p>\n\u003cp>“Mrs. Huang lost her husband and two children lost their father because Tesla is beta testing its Autopilot software on live drivers,” B. Mark Fong, one of the lawyers representing the family, said in a statement. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The lawsuit also alleges that despite Tesla’s advertising and promotion of its cars as “state of the art,” automated systems in the Model X were deficient and lagged behind offerings from other automakers. \u003c/p>\n\u003cp>The vehicle lacked a “properly designed crash avoidance system,” the complaint says, citing the lack of an automatic emergency braking system similar those the suit states were already available on other cars when Huang bought his Model X in late 2017. \u003c/p>\n\u003cp>A Tesla spokesperson declined to comment on the lawsuit. But the company says that all of its cars, including the Model X, now come equipped with automatic emergency braking.\u003c/p>\n\u003cp>The lawsuit also accuses Caltrans of contributing to Huang’s death by failing to maintain a roadside safety device at the site of the crash. \u003c/p>\n\u003cp>As Huang drove southbound in U.S. 101 left lane, his Model X approached a left-side exit lane for Highway 85. A concrete wall divides the two lanes near the point where they diverged — an area commonly known as a gore point.\u003c/p>\n\u003cp>Caltrans had installed a crash attenuator — a device meant to collapse and dissipate the energy of crashing vehicles and stop them from hitting roadside hazards like the concrete lane divider at the Highway 85 exit — at the collision site. \u003c/p>\n\u003cp>But the device had been left unrepaired after a vehicle struck it about 11 days before the Huang incident. In its damaged state, the attenuator did little reduce the impact when Huang’s Model X hit it at 70 mph. \u003c/p>\n\u003cp>Failure to maintain the crash attenuator or to alert drivers to the danger amounted to steering motorists into “a trap,” the lawsuit says. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A Caltrans spokesperson said the agency cannot discuss pending litigation. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>This story includes a correction.\u003c/em> \u003c/p>\n\u003cp>A Caltrans plan to rebuild portions of the MacArthur Maze to accommodate larger trucks has hit a roadblock, for now, in the form of angry local officials and community groups who say the agency failed to tell them the project was coming and performed only a cursory study of its potentially far-reaching environmental effects.\u003c/p>\n\u003cp>Caltrans announced earlier this week that it is “pausing” its planning for the project, a decision that came after hearing from Oakland and Emeryville officials and others who are questioning whether the project is even necessary.\u003c/p>\n\u003cp>\u003ca href=\"https://johnbauters.wordpress.com/2019/04/22/major-transportation-updates/\" rel=\"noopener\" target=\"_blank\">John Bauters\u003c/a>, an Emeryville city councilman who serves on the Alameda County Transportation Commission, said he first learned of the proposed Maze work in early March through a Caltrans mailing for a public meeting to explain the project — an announcement that arrived a week after the meeting.\u003c/p>\n\u003cp>Bauters said he called Oakland Mayor Libby Schaaf and officials with several other agencies — none of whom, he said, knew about the project.\u003c/p>\n\u003cp>“I couldn’t find a single person at a single public agency affected by this in Alameda County or representing the region who was aware of Caltrans doing work on this project,” Bauters said in an interview Tuesday.\u003c/p>\n\u003cp>Schaaf, a member of the Metropolitan Transportation Commission, said Wednesday she was “furious” when she learned what Caltrans was planning.\u003c/p>\n\u003cp>“No one had reached out to me, either as the mayor or as an MTC commissioner,” she said.\u003c/p>\n\u003cp>In January, Caltrans issued \u003ca href=\"http://www.dot.ca.gov/d4/macarthurmazeproject/docs/maze-signed-ded-final-updates.pdf\" target=\"_blank\" rel=\"noopener\">an initial study and environmental assessment\u003c/a> of the project, which the agency says could cost as much as $191 million and take up to three years to complete after a projected start date in 2022.\u003c/p>\n\u003cp>The agency says the project aims to increase vertical clearance at several points of the web of overpasses, which handle about 250,000 vehicles a day at the point where Interstates 80, 580 and 880 meet.\u003c/p>\n\u003cp>The initial study includes a proposed “negative declaration,” meaning the assessment concluded that there was no substantial evidence the project would have a significant effect on the environment.\u003c/p>\n\u003cp>But Bauters, Schaaf and others say that Caltrans’ preliminary study of the project, which could lead to partial closure of parts of the Maze and shunt traffic onto streets in Oakland and Emeryville, fails to analyze a wide range of predictable impacts on traffic, air quality, pedestrian and cyclist safety, and local businesses.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Schaaf and Bauters both note that West Oakland, where Caltrans suggests many of the potentially detoured vehicles would be routed, already suffers disproportionate pollution impacts from highway, railroad and cargo ship traffic.\u003c/p>\n\u003cp>“This project would have had horrific impacts on the community,” Schaaf said. “That amount of traffic and particularly truck traffic on our local roads would have been extremely disrupting, dangerous and polluting to our residents.”\u003c/p>\n\u003cp>Bauters and Schaaf both said that in its presentations to date — including two “encore” community meetings it held in Emeryville and Oakland earlier this month — Caltrans has failed to lay out a case for why it needs to do the Maze project at all.\u003c/p>\n\u003cp>Bauters said the agency, which has suggested that high-load trucks are being diverted around the Maze to avoid the lower-than-standard overpasses there, presented no data on how many trucks might be involved or evidence that trucks have been striking the overpasses. The agency also conceded there are no structural concerns with the Maze that would require the proposed work.\u003c/p>\n\u003cp>“You don’t have a structural deficiency issue,” Bauters said. “You don’t have a height clearance issue. So the only issue you could have is one of two things, in my opinion. Either you do have (traffic) that’s being diverted — but if you did, you’d have that data to justify your project. … So what remains? There’s a private agenda.”\u003c/p>\n\u003cp>Schaaf said the need for the project remains “a mystery.”\u003c/p>\n\u003cp>“We met with the Port of Oakland — they were not aware of the project and certainly had not requested it to support their operations,” she said. “I asked the California Trucking Association — they were not aware, it was not something they had asked for. It truly was a mystery where the request for this project came from. So certainly the pain-versus-gain analysis did not make any sense to me.”\u003c/p>\n\u003cp>Margaret Gordon, co-founder and co-director of the West Oakland Environmental Indicators Project, said the Caltrans proposal runs counter to a new state law, AB 617, that has created a new plan for cleaning up an area of the city long burdened by excessive pollution.\u003c/p>\n\u003cp>“You are putting a community, West Oakland, at harm when we are in the process under AB 617 to come up with an emission reduction plan,” Gordon said. “So Caltrans — what are you doing?”\u003c/p>\n\u003cp>Dave Campbell, advocacy director for Bike East Bay, said the Caltrans assessment of the projects has also failed to take account of how detouring Maze traffic onto local streets — including San Pablo and West Grand avenues and 27th and 40th streets, among others — will affect pedestrian and cyclist safety.\u003c/p>\n\u003cp>“My concern is that if you’re putting more traffic onto these streets, you need to make them safer and better,” Campbell said.\u003c/p>\n\u003cp>He also said the agency doesn’t appear to have considered how people using Waze and other route-finding apps will behave when they’re confronted with future detours.\u003c/p>\n\u003cp>“Keep in mind not everyone is going to honor those detours,” Campbell said. “They’re going to find the shortest route to where they’re going, and their phone or their car tells them exactly how to do it. So Caltrans needs to study what are people actually going to do.”\u003c/p>\n\u003cp>Caltrans did not respond specifically Wednesday to questions about gaps in communication with local officials and communities, about the lack of specific data to justify the project, or about whether it will undertake a new environmental assessment of the Maze project. \u003c/p>\n\u003cp>Tuesday, agency spokeswoman Lindsey Hart said the agency’s pause on the Maze planning was to allow time for more local input.\u003c/p>\n\u003cp>“We heard from the community and the stakeholders that, ‘Hey, we’d like some more time to really weigh in on this,’ ” Hart said. “And so we said, ‘No problem, we’ll go ahead and put a pause on the project for the time being.’ ”\u003c/p>\n\u003cp>Schaaf and others said that Caltrans officials, including the agency’s District 4 director, Tony Tavares, have been responsive to the issues they’re raised.\u003c/p>\n\u003cp>“Oh, yeah — I’ve got lots of conversations now,” said Gordon of the West Oakland environmental group. “I get lots of returned calls.”\u003c/p>\n\u003cp>Schaaf said that as far as she’s concerned, Caltrans’ pause of the project means it’s on indefinite hold.\u003c/p>\n\u003cp>“What I assume it means is that this project is off the active table,” she said. “And if it ever comes back again, that Caltrans will do their due diligence, speak to the impacted communities and listen to us.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Correction:\u003c/strong> This story originally referred to John Bauters as Emeryville’s mayor. He is the town’s former mayor and now serves on the City Council. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This story includes a correction.\u003c/em> \u003c/p>\n\u003cp>A Caltrans plan to rebuild portions of the MacArthur Maze to accommodate larger trucks has hit a roadblock, for now, in the form of angry local officials and community groups who say the agency failed to tell them the project was coming and performed only a cursory study of its potentially far-reaching environmental effects.\u003c/p>\n\u003cp>Caltrans announced earlier this week that it is “pausing” its planning for the project, a decision that came after hearing from Oakland and Emeryville officials and others who are questioning whether the project is even necessary.\u003c/p>\n\u003cp>\u003ca href=\"https://johnbauters.wordpress.com/2019/04/22/major-transportation-updates/\" rel=\"noopener\" target=\"_blank\">John Bauters\u003c/a>, an Emeryville city councilman who serves on the Alameda County Transportation Commission, said he first learned of the proposed Maze work in early March through a Caltrans mailing for a public meeting to explain the project — an announcement that arrived a week after the meeting.\u003c/p>\n\u003cp>Bauters said he called Oakland Mayor Libby Schaaf and officials with several other agencies — none of whom, he said, knew about the project.\u003c/p>\n\u003cp>“I couldn’t find a single person at a single public agency affected by this in Alameda County or representing the region who was aware of Caltrans doing work on this project,” Bauters said in an interview Tuesday.\u003c/p>\n\u003cp>Schaaf, a member of the Metropolitan Transportation Commission, said Wednesday she was “furious” when she learned what Caltrans was planning.\u003c/p>\n\u003cp>“No one had reached out to me, either as the mayor or as an MTC commissioner,” she said.\u003c/p>\n\u003cp>In January, Caltrans issued \u003ca href=\"http://www.dot.ca.gov/d4/macarthurmazeproject/docs/maze-signed-ded-final-updates.pdf\" target=\"_blank\" rel=\"noopener\">an initial study and environmental assessment\u003c/a> of the project, which the agency says could cost as much as $191 million and take up to three years to complete after a projected start date in 2022.\u003c/p>\n\u003cp>The agency says the project aims to increase vertical clearance at several points of the web of overpasses, which handle about 250,000 vehicles a day at the point where Interstates 80, 580 and 880 meet.\u003c/p>\n\u003cp>The initial study includes a proposed “negative declaration,” meaning the assessment concluded that there was no substantial evidence the project would have a significant effect on the environment.\u003c/p>\n\u003cp>But Bauters, Schaaf and others say that Caltrans’ preliminary study of the project, which could lead to partial closure of parts of the Maze and shunt traffic onto streets in Oakland and Emeryville, fails to analyze a wide range of predictable impacts on traffic, air quality, pedestrian and cyclist safety, and local businesses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Schaaf and Bauters both note that West Oakland, where Caltrans suggests many of the potentially detoured vehicles would be routed, already suffers disproportionate pollution impacts from highway, railroad and cargo ship traffic.\u003c/p>\n\u003cp>“This project would have had horrific impacts on the community,” Schaaf said. “That amount of traffic and particularly truck traffic on our local roads would have been extremely disrupting, dangerous and polluting to our residents.”\u003c/p>\n\u003cp>Bauters and Schaaf both said that in its presentations to date — including two “encore” community meetings it held in Emeryville and Oakland earlier this month — Caltrans has failed to lay out a case for why it needs to do the Maze project at all.\u003c/p>\n\u003cp>Bauters said the agency, which has suggested that high-load trucks are being diverted around the Maze to avoid the lower-than-standard overpasses there, presented no data on how many trucks might be involved or evidence that trucks have been striking the overpasses. The agency also conceded there are no structural concerns with the Maze that would require the proposed work.\u003c/p>\n\u003cp>“You don’t have a structural deficiency issue,” Bauters said. “You don’t have a height clearance issue. So the only issue you could have is one of two things, in my opinion. Either you do have (traffic) that’s being diverted — but if you did, you’d have that data to justify your project. … So what remains? There’s a private agenda.”\u003c/p>\n\u003cp>Schaaf said the need for the project remains “a mystery.”\u003c/p>\n\u003cp>“We met with the Port of Oakland — they were not aware of the project and certainly had not requested it to support their operations,” she said. “I asked the California Trucking Association — they were not aware, it was not something they had asked for. It truly was a mystery where the request for this project came from. So certainly the pain-versus-gain analysis did not make any sense to me.”\u003c/p>\n\u003cp>Margaret Gordon, co-founder and co-director of the West Oakland Environmental Indicators Project, said the Caltrans proposal runs counter to a new state law, AB 617, that has created a new plan for cleaning up an area of the city long burdened by excessive pollution.\u003c/p>\n\u003cp>“You are putting a community, West Oakland, at harm when we are in the process under AB 617 to come up with an emission reduction plan,” Gordon said. “So Caltrans — what are you doing?”\u003c/p>\n\u003cp>Dave Campbell, advocacy director for Bike East Bay, said the Caltrans assessment of the projects has also failed to take account of how detouring Maze traffic onto local streets — including San Pablo and West Grand avenues and 27th and 40th streets, among others — will affect pedestrian and cyclist safety.\u003c/p>\n\u003cp>“My concern is that if you’re putting more traffic onto these streets, you need to make them safer and better,” Campbell said.\u003c/p>\n\u003cp>He also said the agency doesn’t appear to have considered how people using Waze and other route-finding apps will behave when they’re confronted with future detours.\u003c/p>\n\u003cp>“Keep in mind not everyone is going to honor those detours,” Campbell said. “They’re going to find the shortest route to where they’re going, and their phone or their car tells them exactly how to do it. So Caltrans needs to study what are people actually going to do.”\u003c/p>\n\u003cp>Caltrans did not respond specifically Wednesday to questions about gaps in communication with local officials and communities, about the lack of specific data to justify the project, or about whether it will undertake a new environmental assessment of the Maze project. \u003c/p>\n\u003cp>Tuesday, agency spokeswoman Lindsey Hart said the agency’s pause on the Maze planning was to allow time for more local input.\u003c/p>\n\u003cp>“We heard from the community and the stakeholders that, ‘Hey, we’d like some more time to really weigh in on this,’ ” Hart said. “And so we said, ‘No problem, we’ll go ahead and put a pause on the project for the time being.’ ”\u003c/p>\n\u003cp>Schaaf and others said that Caltrans officials, including the agency’s District 4 director, Tony Tavares, have been responsive to the issues they’re raised.\u003c/p>\n\u003cp>“Oh, yeah — I’ve got lots of conversations now,” said Gordon of the West Oakland environmental group. “I get lots of returned calls.”\u003c/p>\n\u003cp>Schaaf said that as far as she’s concerned, Caltrans’ pause of the project means it’s on indefinite hold.\u003c/p>\n\u003cp>“What I assume it means is that this project is off the active table,” she said. “And if it ever comes back again, that Caltrans will do their due diligence, speak to the impacted communities and listen to us.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Correction:\u003c/strong> This story originally referred to John Bauters as Emeryville’s mayor. He is the town’s former mayor and now serves on the City Council. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Caltrans says work will begin next week to replace a damaged expansion joint on the upper deck of the Richmond-San Rafael Bridge, the source of falling concrete chunks that \u003ca href=\"https://www.kqed.org/news/11724453/san-rafael-richmond-bridge-closes-because-of-falling-concrete\" rel=\"noopener\" target=\"_blank\">shut down the span\u003c/a> and led to monstrous traffic tie-ups Thursday. \u003c/p>\n\u003cp>Caltrans District 4 Director Tony Tavares said in a Friday afternoon media briefing that work is expected to begin Monday night, weather permitting, to begin replacing the damaged steel joint and pour new concrete. \u003c/p>\n\u003cp>He said he anticipates construction crews will be on scene from about 9 p.m. through 3 a.m. during the project, which could last as long as several weeks. Occasional lane closures will be necessary.\u003c/p>\n\u003cp>Tavares said he expects the upcoming repair will cost around $300,000. He added that an inspection team will examine all the expansion joints on the 5.5-mile span in the next two weeks or so. \u003c/p>\n\u003cp>The bridge was closed late Thursday morning after a chunk of concrete, variously described as football-sized or basketball-sized, fell and struck a car traveling on the span's eastbound lower deck. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The span remained closed most of the day as pieces of concrete continued to fall from the underside of the upper deck and shatter on the lower roadway. It reopened briefly in the afternoon, but was almost immediately shut down again as the concrete fall resumed. \u003c/p>\n\u003cp>The closure's impact was felt all over the central Bay Area, with epic gridlock prevailing, for instance, in downtown San Francisco.\u003c/p>\n\u003cp>Traffic finally resumed its normal flow in both directions about 8 p.m. Thursday after crews installed a steel plate over the damaged expansion joint and placed plywood on the underside of the upper deck to prevent any further concrete drops. \u003c/p>\n\u003cp>Tavares said engineers currently believe the expansion joint failed and concrete began falling because of an especially heavy traffic load Thursday morning coupled with normal wear and tear. The joint is designed to help the roadway accommodate the constant vibrations the bridge experiences as well as the structure's expansion and contraction as it heats and cools. \u003c/p>\n\u003cp>Tavares used the briefing to try to ease concerns about the bridge's condition. \u003c/p>\n\u003cp>\"The bridge is safe,\" Tavares said. \"... The structural integrity of the bridge is sound.\"\u003c/p>\n\u003cp>He said the joint that failed — and the rest of the bridge — had undergone an inspection last August that found no problems. He described Caltrans' bridge inspections as \"robust.\" \u003c/p>\n\u003cp>Reporters pressed Tavares about whether he was concerned that the joint failed just six months after it was inspected and whether the episode suggested the transportation agency should do something more.\u003c/p>\n\u003cp>\"We are doing everything to the best of our abilities,\" Tavares responded, adding that every element of the bridge structure undergoes regular examinations. \u003c/p>\n\u003cp>\"We go through the entire bridge very carefully,\" he said. \u003c/p>\n\u003cp>But he added that the 63-year-old bridge, like other transportation infrastructure around the state, might be showing its age. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It's an old bridge,\" he said. Asked how long the bridge could be expected to continue in service, he said, \"I would assume it should still be viable for another 10, 20 years, if not longer.\" \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Caltrans says work will begin next week to replace a damaged expansion joint on the upper deck of the Richmond-San Rafael Bridge, the source of falling concrete chunks that \u003ca href=\"https://www.kqed.org/news/11724453/san-rafael-richmond-bridge-closes-because-of-falling-concrete\" rel=\"noopener\" target=\"_blank\">shut down the span\u003c/a> and led to monstrous traffic tie-ups Thursday. \u003c/p>\n\u003cp>Caltrans District 4 Director Tony Tavares said in a Friday afternoon media briefing that work is expected to begin Monday night, weather permitting, to begin replacing the damaged steel joint and pour new concrete. \u003c/p>\n\u003cp>He said he anticipates construction crews will be on scene from about 9 p.m. through 3 a.m. during the project, which could last as long as several weeks. Occasional lane closures will be necessary.\u003c/p>\n\u003cp>Tavares said he expects the upcoming repair will cost around $300,000. He added that an inspection team will examine all the expansion joints on the 5.5-mile span in the next two weeks or so. \u003c/p>\n\u003cp>The bridge was closed late Thursday morning after a chunk of concrete, variously described as football-sized or basketball-sized, fell and struck a car traveling on the span's eastbound lower deck. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The span remained closed most of the day as pieces of concrete continued to fall from the underside of the upper deck and shatter on the lower roadway. It reopened briefly in the afternoon, but was almost immediately shut down again as the concrete fall resumed. \u003c/p>\n\u003cp>The closure's impact was felt all over the central Bay Area, with epic gridlock prevailing, for instance, in downtown San Francisco.\u003c/p>\n\u003cp>Traffic finally resumed its normal flow in both directions about 8 p.m. Thursday after crews installed a steel plate over the damaged expansion joint and placed plywood on the underside of the upper deck to prevent any further concrete drops. \u003c/p>\n\u003cp>Tavares said engineers currently believe the expansion joint failed and concrete began falling because of an especially heavy traffic load Thursday morning coupled with normal wear and tear. The joint is designed to help the roadway accommodate the constant vibrations the bridge experiences as well as the structure's expansion and contraction as it heats and cools. \u003c/p>\n\u003cp>Tavares used the briefing to try to ease concerns about the bridge's condition. \u003c/p>\n\u003cp>\"The bridge is safe,\" Tavares said. \"... The structural integrity of the bridge is sound.\"\u003c/p>\n\u003cp>He said the joint that failed — and the rest of the bridge — had undergone an inspection last August that found no problems. He described Caltrans' bridge inspections as \"robust.\" \u003c/p>\n\u003cp>Reporters pressed Tavares about whether he was concerned that the joint failed just six months after it was inspected and whether the episode suggested the transportation agency should do something more.\u003c/p>\n\u003cp>\"We are doing everything to the best of our abilities,\" Tavares responded, adding that every element of the bridge structure undergoes regular examinations. \u003c/p>\n\u003cp>\"We go through the entire bridge very carefully,\" he said. \u003c/p>\n\u003cp>But he added that the 63-year-old bridge, like other transportation infrastructure around the state, might be showing its age. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It's an old bridge,\" he said. Asked how long the bridge could be expected to continue in service, he said, \"I would assume it should still be viable for another 10, 20 years, if not longer.\" \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Caltrans Gets Green Light, and $52 Million, to Turn Bay Bridge Piers Into Parks",
"title": "Caltrans Gets Green Light, and $52 Million, to Turn Bay Bridge Piers Into Parks",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Back \u003ca href=\"https://www.mercurynews.com/2018/01/25/old-bay-bridge-piers-to-be-reused-as-public-boardwalk-vista-points/\">in January\u003c/a>, an important but rather obscure committee of state and regional transportation officials approved a Caltrans plan to turn four of the support piers from the Bay Bridge’s old eastern span into a pair of public parks. \u003c/p>\n\u003cp>The \u003ca href=\"http://baybridgeinfo.org/tbpoc\" rel=\"noopener\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a> imposed one rather important condition on its approval: The budget for the project, which involves some demolition along with the anticipated construction, was limited to $52 million. \u003c/p>\n\u003cp>Caltrans, along with officials from the Metropolitan Transportation Commission and agencies on both sides of the bay, see the massive relics of the now-vanished span as a once-in-a-century opportunity to give the public access to areas just offshore of Oakland and Yerba Buena Island. The new parks would be great vantage points for taking in the workings of the Port of Oakland, for instance, and marveling at the $6.5 billion splendor of the new eastern span.\u003c/p>\n\u003cp>On Monday in San Francisco, Caltrans' chief bridge engineer Brian Maroney reported to the three-member oversight committee that the agency is ready to proceed with a slightly scaled-back version of the agency's original vision for the waterfront parks. \u003c/p>\n\u003cp>To manage all the work in the project for $52 million -- to implode two of the half-dozen remaining piers, build a 600-foot walkway over the bay on three of the remaining piers near the Oakland shore and construct a massive viewing platform on a pier adjacent to Yerba Buena Island -- Maroney said a team of architects, engineers and contractors had to revise some of their more ambitious plans. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"After we went out and got bids, we were closer to 60 (million dollars) than we were to 52,\" Maroney told the panel. \"About two weeks ago, we had one of those 'come to Jesus' meetings, where everybody got together, and it was really tough. ... I made it clear I wasn't coming back here and asking for any more money.\" \u003c/p>\n\u003cp>To get under the budget and include a 10 percent contingency -- a cushion for unforeseen expenses -- Maroney said the team identified eliminated some details of the original plan. For instance, a large parking lot and paved walkway leading to the Yerba Buena Island viewing platform was removed from the project and replaced by a simple crushed-gravel walkway. \u003c/p>\n\u003cp>And although electrical connections will be provided for both the Oakland and Yerba Buena parks, no lighting will be installed. That's in part because the agencies that will manage the sites -- the East Bay Regional Park District and the Treasure Island Development Authority -- don't want them to be open at night. \u003c/p>\n\u003cp>\"We identified items that if taken out, somebody in the future could put back in if they wanted,\" Maroney said. \"That was painful.\"\u003c/p>\n\u003cfigure id=\"attachment_11658369\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM.png\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-800x409.png\" alt=\"\" width=\"800\" height=\"409\" class=\"size-medium wp-image-11658369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-800x409.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-160x82.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1020x521.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1920x982.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1180x603.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-960x491.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-240x123.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-375x192.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-520x266.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Caltrans rendering of the view from the existing Bay Bridge bike path to a planned park and recreational pier on the Oakland shoreline. \u003ccite>(Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maroney also said the general contractor on the job, Kiewit/Manson, had agreed to forego $2 million in their normal overhead and markup charges. \"They took a bite of the sandwich, too,\" Maroney said.\u003c/p>\n\u003cp>Maroney added that Caltrans feels it's essential to start moving on the project immediately. The price of steel needed for the project has been changing rapidly because of the Trump administration's threats of tariffs against Chinese steel. \u003c/p>\n\u003cp>A Caltrans contractor told the agency last week that \"when they were getting quotes, they were literally getting quotes that only lasted for one hour.\"\u003c/p>\n\u003cp>More important, Maroney said the project has not yet obtained environmental approvals from the host of federal and state agencies, including the Bay Conservation and Development Commission and the U.S. Army Corps of Engineers, that will need to sign off. \u003c/p>\n\u003cp>\"We do not have any permits to build this work,\" Maroney told the committee, adding that delays in approvals could threaten the Caltrans timeline to finish its in-water construction work by the end of the year. \u003c/p>\n\u003cp>But he said he was encouraged by recent meetings the agencies that permits could be expedited \"and we are asking, respectfully, to do things a little faster.\"\u003c/p>\n\u003cp>The committee unanimously granted Caltrans permission to sign contracts to proceed. If the agency's timeline holds up, the new shoreline park facilities could open to the public in about a year. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On the Oakland shoreline, the new recreational pier would tie into a new shoreline park planned by the East Bay park district. Development of that site, on land immediately south of the Bay Bridge that was once part of the Oakland Army Base, is being held up by the need to clean up contaminants on the property.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Back \u003ca href=\"https://www.mercurynews.com/2018/01/25/old-bay-bridge-piers-to-be-reused-as-public-boardwalk-vista-points/\">in January\u003c/a>, an important but rather obscure committee of state and regional transportation officials approved a Caltrans plan to turn four of the support piers from the Bay Bridge’s old eastern span into a pair of public parks. \u003c/p>\n\u003cp>The \u003ca href=\"http://baybridgeinfo.org/tbpoc\" rel=\"noopener\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a> imposed one rather important condition on its approval: The budget for the project, which involves some demolition along with the anticipated construction, was limited to $52 million. \u003c/p>\n\u003cp>Caltrans, along with officials from the Metropolitan Transportation Commission and agencies on both sides of the bay, see the massive relics of the now-vanished span as a once-in-a-century opportunity to give the public access to areas just offshore of Oakland and Yerba Buena Island. The new parks would be great vantage points for taking in the workings of the Port of Oakland, for instance, and marveling at the $6.5 billion splendor of the new eastern span.\u003c/p>\n\u003cp>On Monday in San Francisco, Caltrans' chief bridge engineer Brian Maroney reported to the three-member oversight committee that the agency is ready to proceed with a slightly scaled-back version of the agency's original vision for the waterfront parks. \u003c/p>\n\u003cp>To manage all the work in the project for $52 million -- to implode two of the half-dozen remaining piers, build a 600-foot walkway over the bay on three of the remaining piers near the Oakland shore and construct a massive viewing platform on a pier adjacent to Yerba Buena Island -- Maroney said a team of architects, engineers and contractors had to revise some of their more ambitious plans. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"After we went out and got bids, we were closer to 60 (million dollars) than we were to 52,\" Maroney told the panel. \"About two weeks ago, we had one of those 'come to Jesus' meetings, where everybody got together, and it was really tough. ... I made it clear I wasn't coming back here and asking for any more money.\" \u003c/p>\n\u003cp>To get under the budget and include a 10 percent contingency -- a cushion for unforeseen expenses -- Maroney said the team identified eliminated some details of the original plan. For instance, a large parking lot and paved walkway leading to the Yerba Buena Island viewing platform was removed from the project and replaced by a simple crushed-gravel walkway. \u003c/p>\n\u003cp>And although electrical connections will be provided for both the Oakland and Yerba Buena parks, no lighting will be installed. That's in part because the agencies that will manage the sites -- the East Bay Regional Park District and the Treasure Island Development Authority -- don't want them to be open at night. \u003c/p>\n\u003cp>\"We identified items that if taken out, somebody in the future could put back in if they wanted,\" Maroney said. \"That was painful.\"\u003c/p>\n\u003cfigure id=\"attachment_11658369\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM.png\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-800x409.png\" alt=\"\" width=\"800\" height=\"409\" class=\"size-medium wp-image-11658369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-800x409.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-160x82.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1020x521.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1920x982.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-1180x603.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-960x491.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-240x123.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-375x192.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Screen-Shot-2018-03-27-at-6.13.08-PM-520x266.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Caltrans rendering of the view from the existing Bay Bridge bike path to a planned park and recreational pier on the Oakland shoreline. \u003ccite>(Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maroney also said the general contractor on the job, Kiewit/Manson, had agreed to forego $2 million in their normal overhead and markup charges. \"They took a bite of the sandwich, too,\" Maroney said.\u003c/p>\n\u003cp>Maroney added that Caltrans feels it's essential to start moving on the project immediately. The price of steel needed for the project has been changing rapidly because of the Trump administration's threats of tariffs against Chinese steel. \u003c/p>\n\u003cp>A Caltrans contractor told the agency last week that \"when they were getting quotes, they were literally getting quotes that only lasted for one hour.\"\u003c/p>\n\u003cp>More important, Maroney said the project has not yet obtained environmental approvals from the host of federal and state agencies, including the Bay Conservation and Development Commission and the U.S. Army Corps of Engineers, that will need to sign off. \u003c/p>\n\u003cp>\"We do not have any permits to build this work,\" Maroney told the committee, adding that delays in approvals could threaten the Caltrans timeline to finish its in-water construction work by the end of the year. \u003c/p>\n\u003cp>But he said he was encouraged by recent meetings the agencies that permits could be expedited \"and we are asking, respectfully, to do things a little faster.\"\u003c/p>\n\u003cp>The committee unanimously granted Caltrans permission to sign contracts to proceed. If the agency's timeline holds up, the new shoreline park facilities could open to the public in about a year. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On the Oakland shoreline, the new recreational pier would tie into a new shoreline park planned by the East Bay park district. Development of that site, on land immediately south of the Bay Bridge that was once part of the Oakland Army Base, is being held up by the need to clean up contaminants on the property.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The family and friends of the Bay Bridge toll collector who died Saturday say she was a generous mother and wife. Si Si Han, 46, was killed after a box truck crashed into the tollbooth where she had just begun a morning shift minutes before.\u003c/p>\n\u003cp>“She always smiled,” said Ryan Saw, 40, Han’s husband. “She put family first, you know? She was always there for her daughter, for her mom, for me.”\u003c/p>\n\u003cp>On Sunday afternoon, Saw and other relatives gathered by the Bay Bridge Toll Plaza for a traditional Buddhist ceremony. They poured water in the area where Han died and left a flower to wish her a long afterlife, said Ashin Nanikabhivamsa, the priest who officiated the ceremony.\u003c/p>\n\u003cfigure id=\"attachment_11635402\" class=\"wp-caption alignright\" style=\"max-width: 101px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11635402\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/12/Screen-Shot-2017-12-06-at-3.40.55-PM.png\" alt=\"\" width=\"101\" height=\"182\">\u003cfigcaption class=\"wp-caption-text\">Si Si Han, a Caltrans employee, died after a box truck crashed into the tollbooth where she was working. This photo comes from an announcement of her funeral by her family. \u003ccite>(Courtesy of the Han family)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We pray for Ms. Han and we sing loving kindness. We wish her a healthy, happy life,” said Nanikabhivamsa, sitting by a golden Buddha at Han’s temple in Hayward.\u003c/p>\n\u003cp>Her death is a “big loss” to the Bay Area’s Burmese community, he said. The immigrant from Myanmar, also known as Burma, donated money and often cooked food for festivals at the Mudita Shwe Kyaung temple.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“She was very, very kind and generous,” Nanikabhivamsa said. “Almost every month she’d bring food for us at our monastery.”\u003c/p>\n\u003cp>Han loved to try out new recipes at home for 10-year-old daughter, Ashly, said Saw.\u003c/p>\n\u003cp>“My daughter… whatever my wife made, she’d want to eat it, too,” he said. Han “was so happy she made it for our daughter.”\u003c/p>\n\u003cp>The family is grieving and planning a funeral for Han this Friday.\u003c/p>\n\u003cp>“I’m trying to be strong, but it’s very hard,” said Saw, his voice breaking. The couple was married for 16 years.\u003c/p>\n\u003cp>\u003cstrong>Made ‘a Lot of Friends’\u003c/strong>\u003c/p>\n\u003cp>Saw met Han in Myanmar when he was only 15 years old. He left for the U.S. the following year to go to high school, but they kept in touch for a decade. She was his first love, he said.\u003c/p>\n\u003cp>“We went apart. But when I became a (U.S.) citizen, I went back to my country and married her,” said Saw, a post office worker in Oakland.\u003c/p>\n\u003cp>After Han moved to the U.S., the couple lived in Daly City, near Saw’s relatives. It was difficult for Han to adapt at first, he said. She worried she wouldn’t be happy in her adopted country.\u003c/p>\n\u003cp>But Han took English lessons and got an accounting degree from Skyline College in San Bruno. Those experiences helped change her outlook.\u003c/p>\n\u003cp>“She met a lot of friends,” said Saw, from San Lorenzo. He added that while Han had initially insisted the couple go back to Myanmar for their retirement, she later decided to make the Bay Area their permanent home.\u003c/p>\n\u003cp>Han was enrolled at Skyline from 2003 to 2006, said Cherie Colin, a spokeswoman for the college.\u003c/p>\n\u003cp>“Our deepest condolences go out to her family and friends on this tremendous loss to our community,” said Colin.\u003c/p>\n\u003cfigure id=\"attachment_11635413\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11635413\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-520x347.jpg 520w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Ashin Nanikabhivamsa, a monk at the Mudita Shwe Kyaung temple, in Hayward, on Dec. 5, 2017. Si Si Han was “a real family lady,” he said. “She was very kind.” \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>‘Just Wanted to Say ‘Si Si Get Up”\u003c/strong>\u003c/p>\n\u003cp>The day of the fatal accident, Saw dropped his wife at work around 4:30 a.m. He promised to pick her up in the afternoon. The family planned to have lunch at one of Han’s favorite Thai or Indian restaurants, and then go shopping, he said.\u003c/p>\n\u003cp>But a few minutes after Han started her shift at 5 a.m. on Lane 14, a man suspected of driving under the influence rammed a rental box truck into other vehicles and destroyed the tollbooth where she was working.\u003c/p>\n\u003cp>Han’s body was ejected from the booth, said Latasha Luster, who saw the fatal accident happen from the nearby toll operations building. Luster remembers running out as fast as she could.\u003c/p>\n\u003cp>“It looked like a total war zone. You also had other vehicles that were involved. Three lanes were affected by it,” said Luster, one of Han’s supervisors. “I turned around, looking for her. When I did see her, all I wanted to do is get to her. Just wanted to say, ‘Si Si get up, get up.’ ”\u003c/p>\n\u003cp>The Caltrans employee was declared dead at the scene. She worked as a Bay Bridge toll collector for a decade. Luster gave Han her new employee orientation in 2007.\u003c/p>\n\u003cp>On a recent afternoon, the debris from the accident was gone, and hundreds of cars inched their way to the bridge. Now there’s just an empty space where Lane 14 used to stand.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Si Si was one of ours. She still is, to me,” said Luster, adding that many employees at the Bay Bridge are heartbroken by her death. “She’s going to be missed. She’s going to be missed.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The family and friends of the Bay Bridge toll collector who died Saturday say she was a generous mother and wife. Si Si Han, 46, was killed after a box truck crashed into the tollbooth where she had just begun a morning shift minutes before.\u003c/p>\n\u003cp>“She always smiled,” said Ryan Saw, 40, Han’s husband. “She put family first, you know? She was always there for her daughter, for her mom, for me.”\u003c/p>\n\u003cp>On Sunday afternoon, Saw and other relatives gathered by the Bay Bridge Toll Plaza for a traditional Buddhist ceremony. They poured water in the area where Han died and left a flower to wish her a long afterlife, said Ashin Nanikabhivamsa, the priest who officiated the ceremony.\u003c/p>\n\u003cfigure id=\"attachment_11635402\" class=\"wp-caption alignright\" style=\"max-width: 101px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11635402\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/12/Screen-Shot-2017-12-06-at-3.40.55-PM.png\" alt=\"\" width=\"101\" height=\"182\">\u003cfigcaption class=\"wp-caption-text\">Si Si Han, a Caltrans employee, died after a box truck crashed into the tollbooth where she was working. This photo comes from an announcement of her funeral by her family. \u003ccite>(Courtesy of the Han family)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We pray for Ms. Han and we sing loving kindness. We wish her a healthy, happy life,” said Nanikabhivamsa, sitting by a golden Buddha at Han’s temple in Hayward.\u003c/p>\n\u003cp>Her death is a “big loss” to the Bay Area’s Burmese community, he said. The immigrant from Myanmar, also known as Burma, donated money and often cooked food for festivals at the Mudita Shwe Kyaung temple.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“She was very, very kind and generous,” Nanikabhivamsa said. “Almost every month she’d bring food for us at our monastery.”\u003c/p>\n\u003cp>Han loved to try out new recipes at home for 10-year-old daughter, Ashly, said Saw.\u003c/p>\n\u003cp>“My daughter… whatever my wife made, she’d want to eat it, too,” he said. Han “was so happy she made it for our daughter.”\u003c/p>\n\u003cp>The family is grieving and planning a funeral for Han this Friday.\u003c/p>\n\u003cp>“I’m trying to be strong, but it’s very hard,” said Saw, his voice breaking. The couple was married for 16 years.\u003c/p>\n\u003cp>\u003cstrong>Made ‘a Lot of Friends’\u003c/strong>\u003c/p>\n\u003cp>Saw met Han in Myanmar when he was only 15 years old. He left for the U.S. the following year to go to high school, but they kept in touch for a decade. She was his first love, he said.\u003c/p>\n\u003cp>“We went apart. But when I became a (U.S.) citizen, I went back to my country and married her,” said Saw, a post office worker in Oakland.\u003c/p>\n\u003cp>After Han moved to the U.S., the couple lived in Daly City, near Saw’s relatives. It was difficult for Han to adapt at first, he said. She worried she wouldn’t be happy in her adopted country.\u003c/p>\n\u003cp>But Han took English lessons and got an accounting degree from Skyline College in San Bruno. Those experiences helped change her outlook.\u003c/p>\n\u003cp>“She met a lot of friends,” said Saw, from San Lorenzo. He added that while Han had initially insisted the couple go back to Myanmar for their retirement, she later decided to make the Bay Area their permanent home.\u003c/p>\n\u003cp>Han was enrolled at Skyline from 2003 to 2006, said Cherie Colin, a spokeswoman for the college.\u003c/p>\n\u003cp>“Our deepest condolences go out to her family and friends on this tremendous loss to our community,” said Colin.\u003c/p>\n\u003cfigure id=\"attachment_11635413\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11635413\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/12/RS28355_IMG_1200-qut-520x347.jpg 520w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Ashin Nanikabhivamsa, a monk at the Mudita Shwe Kyaung temple, in Hayward, on Dec. 5, 2017. Si Si Han was “a real family lady,” he said. “She was very kind.” \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>‘Just Wanted to Say ‘Si Si Get Up”\u003c/strong>\u003c/p>\n\u003cp>The day of the fatal accident, Saw dropped his wife at work around 4:30 a.m. He promised to pick her up in the afternoon. The family planned to have lunch at one of Han’s favorite Thai or Indian restaurants, and then go shopping, he said.\u003c/p>\n\u003cp>But a few minutes after Han started her shift at 5 a.m. on Lane 14, a man suspected of driving under the influence rammed a rental box truck into other vehicles and destroyed the tollbooth where she was working.\u003c/p>\n\u003cp>Han’s body was ejected from the booth, said Latasha Luster, who saw the fatal accident happen from the nearby toll operations building. Luster remembers running out as fast as she could.\u003c/p>\n\u003cp>“It looked like a total war zone. You also had other vehicles that were involved. Three lanes were affected by it,” said Luster, one of Han’s supervisors. “I turned around, looking for her. When I did see her, all I wanted to do is get to her. Just wanted to say, ‘Si Si get up, get up.’ ”\u003c/p>\n\u003cp>The Caltrans employee was declared dead at the scene. She worked as a Bay Bridge toll collector for a decade. Luster gave Han her new employee orientation in 2007.\u003c/p>\n\u003cp>On a recent afternoon, the debris from the accident was gone, and hundreds of cars inched their way to the bridge. Now there’s just an empty space where Lane 14 used to stand.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Si Si was one of ours. She still is, to me,” said Luster, adding that many employees at the Bay Bridge are heartbroken by her death. “She’s going to be missed. She’s going to be missed.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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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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"radiolab": {
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"science-friday": {
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